• 한국지열·수열에너지학회논문집
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• 제4권1호
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• pp.11-19
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• 2008

Groundwater flow in confined aquifer and heat transport in underground geologic media are using same governing equation(line source) like well fuction. Therefore the conventional slope method using only later data obtained from in-situ thermal response test to determine the thermal conductivity of vertical geothermal heat exchanger(GHEX) is basically identical with one of Theis straight line method of aquifer test under artesian condition. In case that the pumping rate(Q, $m^3$/d) and drawdown(s,m) which are used for input data of existing hydrogeologic computer programs for aquifer test are replaced and converted to supplying heat energy per unit length of bore hole(Q/L,w/m or Kcal/h.m) and temperatures (T,$^{\circ}C$)measured at in and out-let of GHEX as in put data respectively, thermal conductivity around geothermal heat exchanger can be easily estimated without any special modification of the existing hydrogeologic computer program. Two numbers of time series temperature variation data obtained from in situ geothermal response test are analized using Theismethods(standard curve and straight line method) by using existing aquifer test program and conventional Slope method proposed by ASHRAE. The results show that thermal conductivity values estimated by two straight methods are identical and the difference of estimated values between standard curve methods and Slope method are also within acceptable ranges. In general,the thermal conductivity estimated from Theis straight linemethod gives more accurate value than the one of Slope method due to that Slope method uses only visual matching otherwise Theis method uses automatic curve matching estimation with reducing RSS.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2008년도 춘계학술대회 논문집
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• pp.1653-1661
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• 2008

A trial run of locally-developed tilting train has been in process on Chungbuk line since the test vehicle was first produced. For the system stabilization, interface verification among the systems including track, structure, catenary and signaling system, not to mention the rolling stock, is very crucial. In the area of wayside structure, the stability of track structure and train run shall be evaluated through the review of impact by increased speed by developed train on track structure. The study thus was intended to evaluate the impact on track while a tilting train is running the conventional line(ballast track), which is vulnerable to accelerated train speed. The evaluation of tilting train test running the part of Honam line was conducted to identify the impact on existing track performance by tilting train. To identify the performance of each part of track components while tilting train and high speed train were running the existing line, wheel load, rail bending stress, vertical displacement of rail and sleeper were compared so as to evaluate the expected impact by tilting train for improving the train speed.

• Geomechanics and Engineering
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• 제9권5호
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• pp.585-599
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• 2015

Laboratory model tests were conducted to investigate the effect of surcharge loading rate on the magnitude of lateral displacement of prefabricated vertical drains (PVDs) improved deposit. The test results indicate that under the condition that the system had sufficient factor of safety (FS) ($FS{\geq}1.2$), for the similar model ground under the same total applied surcharge load, the lateral displacement increases with the increase of loading rate. The test results have been used to check the validity of a previously proposed method for predicting the maximum lateral displacement, and it shows that the data points are around the middle line of the predicted range, which supports the usefulness of the proposed method. The basic idea of the prediction method is an empirical relationship between the normalized lateral displacement (NLD) and a ration of load to the undrained shear strength of the deposit (RLS). The model test results offer some modifications of the NLD-RLS relationship: (1) instead of a bilinear relationship, NLD-RLS relationship may be entirely nonlinear; (2) the upper bound value of RLS for the proposed method can be used may be limited to 2.1 instead of the originally proposed value of 3.0.

• Earthquakes and Structures
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• 제17권4호
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• pp.399-409
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• 2019

This paper presents the experimental investigations on the seismic performance of a peculiar steel-concrete vertical hybrid structural system referred to as steel truss-RC tubular column hybrid structure. It is typically applied as the supporting structural system to house air-cooled condensers in thermal power plants (TPPs). Firstly, pseudo-dynamic tests (PDTs) are performed on a scaled substructure to investigate the seismic performance of this hybrid structure under different hazard levels. The deformation performance, deterioration behavior and energy dissipation characteristics are analyzed. Then, a cyclic loading test is conducted after the final loading case of PDTs to verify the ultimate seismic resistant capacity of this hybrid structure. Finally, the failure mechanism is discussed through mechanical analysis based on the test results. The research results indicate that the steel truss-RC tubular column hybrid structure is an anti-seismic structural system with single-fortification line. RC tubular columns are the main energy dissipated components. The truss-to-column connections are the structural weak parts. In general, it has good ductile performance to satisfy the seismic design requirements in high-intensity earthquake regions.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2003년도 추계학술대회 논문집(II)
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• pp.591-595
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• 2003

Field measurements were conducted to analysis lateral dynamic characteristics of existing steel plate girder railway bridges without ballast. Three bridges which have 9m, 12m, 18m span length in Kyoung-Bu Line were selected for test. According to the each bridge, dynamic lateral deflections and accelerations were measured. From the present study, it was observed that dynamic lateral amplification phenomena caused by a fluctuation of lateral force were occurred under the current running circumstances. Lateral deflections were occurred below than that specified in Korean railway bridge specification, but lateral accelerations is a match for vertical accelerations. From now on, it is in need a plan to reduce lateral accelerations for the conventional railway Line speed up.

• Wind and Structures
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• 제7권3호
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• pp.203-214
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• 2004

This paper describes a method for developing a multi-degree-of freedom aero-elasto-plastic model of a base-isolated mid-rise building. The horizontal stiffness of isolators is modeled by several tension springs and the vertical support is performed by air pressure from a compressor. A lead damper and a steel damper are modeled by a U-shaped lead line and an aluminum line. With this model, the frequency ratio of torsional vibration to sway vibration, and plastic displacements of isolation materials can be changed easily when needed. The results of isolation material tests and free vibration tests show that this model provides the object performance. The peak displacement factors are about 4.5 regardless of wind speed in wind tunnel tests, but their gust response factor decreases with increment of wind speed.

• 한국의류학회지
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• 제17권3호
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• pp.459-469
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• 1993

The purpose of this study is to investigate the relationship between body-types and skirt-patterns by analyzing various fitting conditions of the skirt patterns in relation to the body-types. To achieve this, fitting tests were done on six types of skirt-patterns. The tests included four body-types selected according to the existing classification of the types of under part of the body. Sensory tests were performed on the existing patterns and new drafting method based on the results of the fitting tests. The results of the fitting tests and sensory test are as follows. 1. The existing skirt-patterns were relatively well-fitted except for certain parts in standard somatotype (body-type A). 2. The new drafting method, designed on the basis of the fitting test on the existing patterns, scored high on all of the eighteen items included in the test This signifies the excellence of the new drafting method. 3. In the case of the allocation between the front and the back, which is the difference between the educational patterns and industrial patterns, the best silhouette was achieved when the hip-line and the waist-line were same sized both in the back and in the front. However, in the case of body-type D it was better when there was a 1cm difference between the back and the front. 4. The number of darts that best fits young persons were found to be eight, to keep their side hip-curve smooth. Further, it is desirable to set the center line of the dart as the vertical waist-line. 5. The best length of the darts were determined to be 12.5cm, 11ch in the back, and 11cm, 9.5cm in the front. Adjustments would be made according to the differing body-types in the range of 0.5cm. 6. The lowerness of the back waist-line for the normal was determined at 1.5cm, with some variations in other body-types. 7. The front waist-line was needed to be 1cm lowered in the case of body-type B, whereas, in the case of body-type D, it was needed to be 1cm raised.

• Maxillofacial Plastic and Reconstructive Surgery
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• 제41권
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• pp.31.1-31.7
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• 2019

Background: To test the hypothesis that in profile smiling view, for ideal aesthetics, a tangent to the labial face of the maxillary central incisor crowns should be approximately parallel to the true vertical line and thereby perpendicular to the true horizontal line. Methods: An idealized female image was created with computer software and manipulated using the same software to construct an "ideal" female profile image with proportions, and linear and angular soft tissue measurements, based on currently accepted criteria for idealized Caucasian profiles. The maxillary incisor labial face tangent was altered in 5° increments from 70 to 120°, creating a range of images, shown in random order to 70 observers (56 lay people and 14 clinicians), who ranked the images from the most to the least attractive. The main outcome was the preference ranks of image attractiveness given by the observers. Results: The most attractive inclination of a tangent to the labial face of the maxillary incisor crowns in profile view in relation to the true horizontal line was 85°, i.e. 5° retroclined from a perpendicular 90° inclination. The most attractive range appears to be between 80 and 90°. Excessive proclination appeared to be less desirable than retroclination. Beyond 105° most observers recommend treatment. Conclusion: In natural head position, the ideal inclination of the maxillary incisor crown labial face tangent in profile view will be approximately parallel to the true vertical line and thereby approximately perpendicular to the true horizontal line.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2002년도 추계학술대회 논문집(I)
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• pp.92-97
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• 2002

This paper describes the result of carbody and vibration test for freight car. The purpose of the test is to evaluate an safety which carbody structure shall be considered fully sufficient rigidity so as to load a freight car under maximum load and operating condition on line track. The test carbody is constructed by RS korea co., LTD. in accordance with KNR specification. The test cases of the carbody is tested the vertical load and compressive load to verify the strength and stiffness. The vibration test is tested for analysis and evaluation of vibration, to allow for the fact that mechanical vibration in railway vehicles have specific characteristics.

• Ocean Systems Engineering
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• 제7권1호
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• pp.1-19
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• 2017

This paper presents the numerical simulation results for the dynamic responses of two types of submerged floating tunnels (SFT) under wave and/or seismic excitations. Time domain simulations are conducted by the commercial program OrcaFlex (OF) and in-house CHARM3D program (CP). The dynamic performances of a short/rigid/free-end SFT section with vertical and inclined mooring lines are evaluated. The SFT numerical models were validated against Oh et al.'s (2013) model test results under regular wave conditions. Then the numerical models were further applied to the cases of irregular waves or seismic motions. The main results presented are SFT surge/heave motions and mooring tensions. The general trends and magnitudes obtained by the two different software packages reasonably agree to each other along with experimental results. When seabed seismic motions are applied to the SFT system, the dynamic responses of SFTs are small but dynamic mooring tension can significantly be amplified. In particular, horizontal earthquakes greatly increase the dynamic tension of the inclined mooring system, while vertical earthquakes cause similar effect on vertical mooring system.