• Journal of the Korean Geotechnical Society
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• v.29 no.7
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• pp.57-74
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• 2013

In this study, the virtual fixed point analysis and 3D full-modeling analysis for pile bent structures are conducted by considering various influencing factors and the applicability of the virtual fixed point theory is discussed. Also, a discrete analysis calculating separately both the superstructure and substructure of pile bent structures is performed on the basis of an equivalent base spring model by taking into account the major influencing parameters such as soil conditions, combined loading and pile diameter. The results show that the settlement and lateral deflection of the virtual fixed point theory are smaller than those of 3D full-modeling analysis. On the other hand, the virtual fixed point analysis overestimates the axial force and bending moment compared with 3D full-modeling analysis. It is shown that the virtual fixed point analysis cannot adequately predict the real behavior of pile bent structures. It is also found that discrete analysis gives similar results of lateral deflection and bending moment to those of unified analysis. Based on this study, it is found that discrete analysis considering column-pile interaction conditions is capable of predicting reasonably well the behavior of pile bent structures. It can be effectively used to perform a more economical design of pile bent structures.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.12 no.4
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• pp.525-535
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• 1999

In this study, a new method of fabricated concrete deck bridge construction is proposed. This paper details the method in which concrete multi-girders and fabricated concrete decks are rested on the upper flange of the girder and the female to female type sheat-key is formed to connect girder and deck. The finite element analysis is performed to verify the accuracy of the structural behaviors of the fabricated concrete deck bridge by comparing with experimental results. The first task performed is the analysis of the equilibrium of the member force occurring between the deck and the girder. After verifying equilibrium of the member force determined by the finite element analysis, this process is applied to the analysis of maximum member force as the position of design load. This task is utilized to determine the safety of each member according to the same scale finite element model. The final process in this study is to compare the deflection of girders used in experiment with that of the same scale finite element model to verify the strength of fabricated cincrete deck bridge. By this comparison, it is shown that the behavior of the fabricated concrete deck bridge is almost same as the finite element analysis. The second task is to analyze the load distribution effect according to the number of diaphragms and the composite effect due to the cinnection of the deck and girder by the finite element analysis. From the results of second task, it is found that the load distribution effect is not related to the number of diaphragms in case of the central loading, but is related to the number of diaphragms for eccentric loading. Analysis of the load distribution indicates that the effective number of diaphragm is three. It is also shown that the maximum deflection is decreased to almost one half due to the composite action of the deck and girder.

• The Journal of the Acoustical Society of Korea
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• v.39 no.4
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• pp.270-278
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• 2020

In this paper, sound transmission of Micro-Perforated Plates (MPPs) installed in an impedance tube with a circular cross-section is described using an analytic method. Vibration of the plates is expressed in terms of an infinite series of modal functions, where modal function in the radial direction is given by the Bessel function. Under the plane wave assumption, a low frequency approximation is derived, and a formula for the sound transmission coefficient of multi-layered MPPs is presented using the transfer matrix method. The Sound Transmission Losses (STLs) of single and double MPPs are computed using the proposed method and compared with those done by the Finite Element Method (FEM), which shows an excellent agreement. As the perforation increases, the STL is degraded, since the STL becomes dominated by the perforation ratio rather than by vibration of the plate. The STL shows dips at natural frequencies as well as at the mass-spring-mass resonance frequency. The proposed model for the STL prediction in this study can be applied to an arbitrary number of MPPs, where each MPP may or may not have a perforation.

• The Journal of Korean Institute of Electromagnetic Engineering and Science
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• v.21 no.7
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• pp.831-841
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• 2010

The conventional vertical probe has the thin and long signal path that makes transfer characteristic of probe worse because of the S-shaped structure. So we propose the new vertical probe structure that has branch springs in the S-shaped probe. It makes closed loop when the probe mechanically connects to the electrode on a wafer. We fabricated the proposed vertical probe and measured the transfer characteristic and mechanical properties. Compared to the conventional S-shaped vertical probe, the proposed probe has the overdrive that is 1.2 times larger and the contact force that is 2.5 times larger. And we got the improved transfer characteristic by 1.4 dB in $0{\sim}10$ GHz. Also we developed the simulation model of the probe card by using full-wave simulator and the simulation result is correlated with measurement one. As a result of this simulation model, the cantilever probe and PCB have the worst transfer characteristic in the probe card.

• Journal of Navigation and Port Research
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• v.29 no.5 s.101
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• pp.389-394
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• 2005

The additional moment occurs because the superstructures of VLFS are influenced by wave loads instead of earthquake loads. In order to reduce the additional moment, this study used the semi-rigid connections which lie between fully rigid and pinned. If the semi-rigid connections are used for superstructures of VLFS, the moment of beams can be reduced and more economical construction will be possible. This study aims to show the effect of wave loads on structure and the efficiency of the semi-rigid connections due to wave loads by analyzing the time history responses. The dynamic behaviors of the rigid frame are compared with those of the semi-rigid frame considering of static loads, wave loads and combination loads for a four-bay, three-story frames. The semi-rigid connection type is a steel tubular column with square external-diaphragm connections and the time history analysis is used for the dynamic responses. The additional moment responses due to wave loads increase $33\%$ in the rigid frame, $26\%$ in the semi-rigid frame with the spring model.

• Proceedings of the Korean Institute of Electrical and Electronic Material Engineers Conference
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• 2007.11a
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• pp.502-502
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• 2007

A catenary system should be designed to have an uniform elasticity over a span in order to maintain the lowest possible loss of contact between a pantograph and a contact wire. A elasticity uniformity of a catenary can be regarded as a important design factor used for predicting the current collection performance for a catenary. There are a couple of formulas to calculate the degree of elasticity uniformity of a catenary according to the literature survey. The effectiveness of these formulas is reviewed by performing catenary elasticity and loss of contact analysis for various different configurations of catenary systems using a beam element based FEM program. The results reveals that these formulas are not suitable to predict the current collection performance for a catenary. Therefore, a new formula based on the standard deviation of the elasticity over a span is proposed in this study. The analysis results show that the new formula for an elasticity uniformity of a catenary is very effective in predicting the current collection performance for a catenary.

• The Journal of the Convergence on Culture Technology
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• v.5 no.4
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• pp.387-394
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• 2019

In this study, in order to evaluate the damage and deterioration of the track components of sleeper floating track (STEDEF), the field samples(specimens) were taken from the serviced line over 20 years old, and the track components were visually inspected, and investigated by laboratory tests and finite element analysis. As a result of visual inspection, the damage of the rail pad and fastener was slight, but the rubber boot was worn and torn at the edges of bottom. The resilience pads were clearly examined for thickness reduction and fatigue hardening layer. As a result of spring stiffness test of rail pad and resilience pad, the deterioration of rail pad was insignificant, but the deterioration of resilience pad exceeded design standard value. Therefore resilience pad was directly affected by train passing tonnage. As a result of comparing the deterioration state of the field sample and the numerical analysis result, the stress and displacement concentration position of the finite element model and the damage position of the field sample were coincident.

• The Journal of the Convergence on Culture Technology
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• v.8 no.5
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• pp.515-524
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• 2022

The turnout system of the sleeper floating tracks (STEDEF) on urban transit is a Anti-vibration track composed of a wooden sleeper embedded in a concrete bed and a sleeper resilience pad under the sleeper. Therefore, deterioration and changes in spring stiffness of the sleeper resilience pad could be cause changes in sleeper support conditions. The damage amount of manganese crossings that occurred during the current service period of about 21 years was investigated to be about 17% of the total amount of crossings, and it was analyzed that the damage amount increased after 15 years of use (accumulated passing tonnage of about 550 million tons). In this study, parameter analysis (wheel position, sleeper support condition, and dynamic wheel load) was performed using a three-dimensional numerical model that simulated real manganese crossing and wheel profile, to analyze the damage type and cause of manganese crossing that occurred in the actual field. As a result of this study, when the voided sleeper occurred in the sleeper around the nose, the stress generated in the crossing nose exceeded the yield strength according to the dynamic wheel load considering the design track impact factor. In addition, the analysis results were evaluated to be in good agreement with the location of damage that occurred in the actual field. Therefore, in order to minimize the damage of the manganese crossing, it is necessary to keep the sleeper support condition around the nose part constant. In addition, by considering the uniformity of the boundary conditions under the sleepers, it was analyzed that it would be advantageous to to replace the sleeper resilience pad together when replacing the damaged manganese crossing.

• Journal of the Korean earth science society
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• v.24 no.3
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• pp.205-215
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• 2003

A precise and dense Bouguer anomaly is one of the most important data to improve the knowledge of our environment in the aspect of geophysics and physical geodesy. Besides the precise absolute gravity station net, we should consider two parts; one is to improve the precision in gravity measurement and correction of it, and the other is the density of measurement both in number and distribution. For the precise positioning, we have tested how we could use the GPS properly in gravity measurement, and deduced that the GPS measurement for 5 minutes would be effective when we used DGPS with two geodetic GPS receivers and the baseline was shorter than 40km. In this case we should use a precise geoid model such as PNU95. By applying this method, we are able to reduce the cost, time, and number of surveyors, furthermore we also get the benefit of improving in quality. Two kind of computer programs were developed to correct crossover errors and to calculate terrain effects more precisely. The repeated measurements on the same stations in gravity surveying are helpful not only to correct the drifts of spring but also to approach the results statistically by applying network adjustment. So we can find out the blunders of various causes easily and also able to estimate the quality of the measurements. The recent developments in computer technology, digital elevation data, and precise positioning also stimulate us to improve the Bouguer anomaly by more precise terrain correction. The gravity data of various sources, such as land gravity data (by Choi, NGI, etc.), marine gravity data (by NORI), Bouguer anomaly map of North Korea, Japanese gravity data, altimetry satellite data, and EGM96 geopotential model, were collected and processed to get a precise and dense Bouguer anomaly in and around the Korean Peninsula.

• Journal of Korean Tunnelling and Underground Space Association
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• v.25 no.6
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• pp.423-446
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• 2023

Shield TBM tunnel linings are segmented into segments and rings. This study investigates the response characteristics of the stress and displacement of the segment lining under seismic waves through modeling that considers the interface behavior between segments by applying a shell interface element to the contact surface between segments and rings. And there is no management criteria for ovaling deformation of segment linings in Korea. So, this study the ovality criteria and meaning of segment lining. The results of study showed that the distribution patterns of stress and displacement under seismic waves were similar between continuous linings and segment linings. However, the maximum values of stress and displacement showed differences from segment linings. The stress distribution of the continuous lining modeled as a shell type has a stress distribution that has continuity in the 3D cylindrical shape, but the segment lining is concentrated outside the segment, and the largest stress occurs at the location where the contact surface between the segment and the ring is concentrated. This intermittent and localized stress distribution shows an increasing as the ovality of the lining increases at seismic waves. The ovality at which the increase in stress distribution begins to show irregularity and localization is about 150‰. Ovality of 150‰ is an unrealistic value that cannot represent actual lining deformation. Therefore, the ovality of the segment lining increase with depth, but it does not have a significant impact on the stability caused by seismic load.