• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
• /
• 2009.04a
• /
• pp.108-108
• /
• 2009

The main object of this research is to minimize the shock effects which frequently result in fatal damage in wind met mast on impact of barge. The collision between wind met mast and barge is generally a complex problem and it is often not practical to perform rigorous finite element analyses to include all effects and sequences during the collision. LS-dyna generally purpose explicit finite element code, which is a product of ANSYS software, is used to model and analyze the non-linear response of the met mast due to barge collision. A significant part of the collision energy is dissipated as strain energy and except for global deformation modes, the contribution from elastic straining can normally be neglected. On applying impact force of a barge to wind met mast, the maximum acceleration, internal energy and plastic strain were calculated for each load cases using the finite element method and then compare it, varying to the velocity of barge, with one varying to the thickness of rubber fender conditions. Hence, we restrict the present research mainly to the wind met mast and also parametric study has been carried out with various velocities of barge, thickness of wind met mast, thickness and Mooney-Rivlin coefficient of rubber fender with experimental data. The equation of motion of the wind met mast is derived under the assumption that it was ignored vertical movement effect of barge on sea water. Such an analyzing method which was developed so far, make it possible to determine the proper size and material properties of rubber fender and the optimal moving conditions of barge, and finally, application method can be suggested in designing process of rubber fender considering barge impact.

• Journal of the Korean Society for Nondestructive Testing
• /
• v.35 no.5
• /
• pp.332-340
• /
• 2015

Acoustic emission (AE) is an effective nondestructive test that uses transient elastic wave generated by the rapid release of energy within a material to detect any further growth or expansion of existing defects. Over the past decades, because of environmental issues, the use of compressed natural gas (CNG) as an alternative fuel for vehicles is increasing because of environmental issues. For this reason, the importance and necessity of detecting defects on a CNG fuel tank has also come to the fore. The conventional AE method used for source location is highly affected by the wave speed on the structure, and this creates problems in inspecting a composite CNG fuel tank. Because the speed and dispersion characteristics of the wave are different according to direction of structure and laminated layers. In this study, both the conventional AE method and the energy based contour map method were used for source location. This new method based on pre-acquired D/B was used for overcoming the limitation of damage localization in a composite CNG fuel tank specimen which consists of a steel liner cylinder overwrapped by GFRP. From the experimental results, it is observed that the damage localization is determined with a small error at all tested points by using the energy based contour map method, while there were a number of mis-locations or large errors at many tested points by using the conventional AE method. Therefore, the energy based contour map method used in this work is more suitable technology for inspecting composite structures.

• The Journal of the Institute of Internet, Broadcasting and Communication
• /
• v.18 no.2
• /
• pp.217-226
• /
• 2018

Since the sides of a vehicle are designed asymmetrically unlike its front or rear, the degree of deformation of the car body greatly differs depending on the site of collision if a broadside collision takes place. When elastic deformation and plastic deformation occur in the car body occur due to a collision, the kinetic energy is absorbed into the body, and the momentum decreases. Generally, an analysis of traffic accidents analyzes the vehicle's behavior after a collision by the law of momentum conservation and corrects the error of the amount of energy absorption due to the deformation of the car body, applying a restitution coefficient. This study interpreted a finite element vehicle model applying the structure of the car body and the material properties of each part with LS-DYNA, analyzed the result and drew the restitution coefficient and the depth of penetration according to the contact area of the vehicle in a broadside collision between an SUV and a passenger car. When the finally calculated restitution coefficient and depth of penetration were applied to the examples of the actual traffic accidents, there was an effect on the improvement of the error in the result. It was found that when the initial input value, drawn using the finite element analysis model, it had a higher reliability of the interpretation than that of the existing analysis techniques.

• Journal of the Computational Structural Engineering Institute of Korea
• /
• v.26 no.6
• /
• pp.423-430
• /
• 2013

In this research, a paramteric study to account for the effect of interfacial strength and nanotube agglomeration on the elastoplastic behavior of carbon nanotube reinforced polypropylene composites is performed. At first, the elastoplastic behavior of nanocomposites is predicted from molecular dynamics(MD) simulations. By combining the MD simulation results with the nonlinear micromechanics model based on the Mori-Tanaka model, a two-step domain decomposition method is applied to inversely identify the elastoplastic behavior of adsorption interphase zone inside nanocomposites. In nonlinear micromechanics model, the secant moduli method combined with field fluctuation method is used to predict the elastoplastic behavior of nanocomposites. To account for the imperfect material interface between nanotube and matrix polymer, displacement discontinuity condition is applied to the micromechanics model. Using the elastoplastic behavior of the adsorption interphase zone obtained from the present study, stress-strain relation of nanocomposites at various interfacial bonding condition and local nanotube agglomeration is predicted from nonlinear micromechanics model with and without the adsorption interphase zone. As a result, it has been found that local nanotube agglomeration is the most important design factor to maximize reinforcing effect of nanotube in elastic and plastic behavior.

• Journal of the Korea Academia-Industrial cooperation Society
• /
• v.18 no.10
• /
• pp.739-744
• /
• 2017

Elastic deformation and fatigue damage can cause the permanent deformation of a kart's frame during turning, affecting the kart's driving performance. A kart's frame does not contain any suspension or differential devices and, therefore, the dynamic behavior caused by torsional deformation when driving along a curve can strongly affect these two kinds of deformations. To analyze the dynamic behavior of a kart along a curved section, the GPS trajectory of the kart is obtained and the torsional stress acting on the kart-frame is measured in real time. The mechanical properties of leisure and racing karts are investigated by analyzing their material properties and conducting a tensile test. The torsional stress concentration and frame distortion are investigated through a stress analysis of the frame on the basis of the obtained results. Leisure and racing karts are tested in each driving condition using driving analysis equipment. The behavior of a kart when being driven along a curved section is investigated through this test. Because load movement occurs owing to centrifugal force when driving along a curve, torsional stress acts on the kart's steel frame. In the case of a leisure kart, the maximum torsional stress derived from the torsional fatigue limit was found to be 230 MPa, and the torsional fatigue limit coefficient was 0.65 when driving at a speed of 40 km/h. Furthermore, the driving elements during the cornering of a kart were measured based on an actual auto-test after installing a driving measurement system, and the driving behavior of the kart was analyzed by measuring its vertical displacement.

• Journal of the Korea Concrete Institute
• /
• v.18 no.4 s.94
• /
• pp.517-526
• /
• 2006

In this study, in order to utilize waste concrete powder(WCP) which is occurred in manufacturing high quality recycled aggregate as an admixture for self-compacting concrete(SCC), the properties of cement paste, mortar, and concrete that were mixed two types of WCP, 928 and 1,360 $cm^2/g$ of surface area, were analyzed. As a result of experiment, we have found that WCP was a porous material with angle. When WCP was utilized as an admixture for SCC, its flowability and viscosity increased in proportion to the increase of a replacement ratio, and that a replacement ratio of WCP was proper within 15%. The compressive strength at 28 days mixed respectively with WCP2, 15 and 30%, showed about 36 and 28 MPa, and it showed a similar trend with a function suggested in CEB-FIP for the relationship of compressive strength and elastic modulus. According to the results, it is judged that WCP2 can be utilized as an mineral admixture of normal strength SCC.

• The Journal of Engineering Geology
• /
• v.3 no.1
• /
• pp.21-37
• /
• 1993

In order to investigate the correlation of sedimentary rock properties. specific gravity, porosity, water content, sonic wave velodty, and point4oad strength index of core samples of limestones, sandstones and shales were measured. The relationships between density and velocity show $V_p=16300d-38719.3,{\;}V_s1896.4d-29225.1$ of regression equation for sandstones and $Vp=4085d-10264.8,{\;}V_s=3519d-7841.3$ for shales and <$Vp=4085d^2-20747d+303,{\;}V_s=3899d^2-21442d+318$ for limestones. Seismic wave velocity of shales which have high density is lower than that of sandstones, and this seems to be an effect of bedding in shale. P-wave velocity and S-wave velocity of limestones, sandstones and shales show the linear relationships as a whole. The regression equations are respectively calculated V_s=0.26V_p+1041.6m/sec,{\;}V_s=0.43V_p+424.2m/sec,{\;}and{\;}Vs=0.51V_p+261.9m/sec$ and the correlation coefficients of the velocity show r= 0.86 in sandstones, r= 0.75 in limestones and r=0.86 in shales. According to the point4oad strength test for limestones, point4ord strength anisotropy was not so dear even though the specimens show generally the banded structure. Variations of dip angle of bedding whihin the range $30^{\circ}-60^{\circ}$ does not have much influence upon the diametral strength index and axial strength index. From the result of point load test, P-wave velocity increases with point4ord strength index but the regression equations are $V_p=98.5lI{s_d}+4082.1m/sec,{\;}V_p=106.41{s_a}+3954m/sec$ and their correlation coefficient is low.

• Applied Biological Chemistry
• /
• v.40 no.6
• /
• pp.525-530
• /
• 1997

The changes in rheological properties of egg white stored in biodegradable package were investigated by pH change, failure stress and stress relaxation curve, and compared with control without package and complex PE. Initial pH of egg white stored in biodegradable package changed from 8.39 to 9.3 after 8 day storage, showing similar trend in pH change as that of control without package. Initial 14.25 N failure stress was changed into 6.76 N in biodegradable package and 9.31 N in control. Complex PE, having a relatively low gas permeability compared to biodegradable package, showed less pH changes from 8.30 to 8.81, but a greater decrease in failure stress into 5.29 N, indicating more deteriorating effect in complex PE package. Viscoelastic constants, such as elastic constant and viscous constant, obtained from stress-relaxation curve by three element Maxwell model were not significantly different between control and biodegradable package, but eggs stored in complex PE showed greater changes during storage. Therefore, the permeability seems to be the major factors to influence the rheological properties of egg and biodegradable packaging materials showed a potential substitute package for eggs.

• Journal of the Korean Society of Fisheries and Ocean Technology
• /
• v.16 no.1
• /
• pp.17-22
• /
• 1980

Two plied twine, of which yarn is cored by abacca fibers and wrapped by polyethylen fibers, has been used for the material to web the wing net in the anchovy boat seine. This conventional twine revealed the disadvantage of which tensile strength goes from bad to worse. To improve the disadvantage, authors developed the new twine which is plied with three yarns, each yarn is cored by polyvinyliden chloride fibers and wrapped by polyethylen fibers. To compare the physical properties of the two kinds of twine, some factors are valued and the following results are found. 1. The conventional twine shrinks 4 to 7 percent when it was soaked in fresh water for 24 hours, whereas the improved one shrinks little. 2. The specific gravity of the conventional twine is valued 1. 04 to 1. 025 after soaking the twine in fresh water for 24 hours, in spite of including abacca to make the gravity heavier than that of sea water, whereas the improved ones are valued 1. 06 to 1. 09 without soaking. 3. The stiffness of the two kinds of twine differs little. 4. The breaking strength and the elastic recovery of the improved twine are greater than the conventional one. 5. Mesh size of the actual fishing net, webbed by the improved twine and employed in commercial fishing for 6 months, varied little.

• Journal of the Korean Association of Oral and Maxillofacial Surgeons
• /
• v.32 no.2
• /
• pp.117-128
• /
• 2006

Free flap transplantation with microvascular anastomosis has been successfully performed by development of surgical technique, materials and postoperative monitoring equipments of flap. But success rate of microvascular anastomosis is influenced by various factors, and failure rate is about 5-10%. The most influential factor for success rate is surgical technique and other factors that influence failure of microvascular anastomosis are ischemic time of free flap, thrombus formation of anastomosis region and vascular spasm. Many studies has been published in microvascular anastomosis with histologic effect for irrigating solution. But local irrigation solution has been used clinically in microvascular anastomosis, the comparison with each solution, microhistological study for endothelial cell repair and vascular patency has not been reported. The heparin which is anti-thrombotic agent, and urokinase which is fibrinolytic agent are used for this study. Vascular patency and thrombus formation in experimental micro-arterial anastomosis, and endothelial repair were observed with histologic analysis, scanning electron microscopy, transmission electron microscopic examination. The results were obtained as follows: 1. In vascular patency test in 30 minute and 7 days after micro-arterial anastomosis, equal effects of good vascular patency were obtained in group of local irrigation with heparin and urokinase. 2. In thrombus formation in 7 days after micro-arterial anastomosis, equal effects of minimal thrombus formation were obtained in group of local irrigation with heparin and urokinase. 3. In toluidin blue staining in 7 days after micro-arterial anastomosis, local destruction of endothelial cell and inner elastic lamina were seen and endothelial repair was not seen. 4. In scanning electron microscope examination in 7 days after micro-arterial anastomosis, endothelial cell was not seen in peripheral to suture materials, thrombus associated fibrin network was observed. 5. In transmission electron microscope examination in 7 days after micro-arterial anastomosis, inflammatory cell was seen within smooth muscle cells in site of endothelial cell destruction, smooth muscle cell around suture material were arranged irregularly, some collagenous change were seen. From the results obtained in this study, same results of good vascular patency and anti-thrombotic effect of heparin and urokinase were obtained as a local irrigation solution, and repair of endothelial cell was not seen in 7 days after micro-arterial anastomosis.