• Resources Recycling
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• v.9 no.6
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• pp.36-44
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• 2000

Fly ash was composed of the unburned carbon and mineral particles. The former was able to attach on the bubbles, while the latter was not. Therefore, it was possible to separate the unburned carbon and the mineral from fly ash using the froth flotation process. This study was carried out to evaluate the separation efficiency as a function of the ny ash particle properties in the column flotation. Separation efficiency was analyzed for various size fraction of -38 fm,38~125 fm and 1125 W, and for various fly ash samples containing 7, 11, and 20 wt% unburned carbon. For the size fractions of -38 fm containing 7 wt% unburned carbon, separation efficiency was 86ft, whereas separation efficiency was found to be 74% for the size fraction of +125$\mu\textrm{m}$ containing 20 wt% unburned carbon. The results indicated that separation efficiency increased with the decrease in the particle size and the unburned carbon content of the fly ash.

• Journal of the Korea institute for structural maintenance and inspection
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• v.27 no.6
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• pp.120-129
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• 2023

To evaluate the vertical loads on railway bridges, conventional load tests are typically conducted. However, these tests often entail significant costs and procedural challenges. Railway conditions involve nearly identical load profiles due to standardized rail systems, which may appear straightforward in terms of load conditions. Nevertheless, this study aims to validate load tests conducted under operational train conditions by comparing the results with those obtained from conventional load tests. Additionally, static and dynamic structural behaviors are extracted from the measurement data for evaluation. To ensure the reliability of load testing, this research demonstrates feasibility through comparisons of existing measurement data with sensor attachment locations, train speeds, responses between different rail lines, tendency analysis, selection of impact coefficients, and analysis of natural frequencies. This study applies to the Dongho Railway Bridge and verifies the applicability of the proposed method. Ten operational trains and 44 sensors were deployed on the bridge to measure deformations and deflections during load test intervals, which were then compared with theoretical values. The analysis results indicate good symmetry and overlap of loads, as well as a favorable comparison between static and dynamic load test results. The maximum measured impact coefficient (0.092) was found to be lower than the theoretical impact coefficient (0.327), and the impact influence from live loads was deemed acceptable. The measured natural frequencies approximated the theoretical values, with an average of 2.393Hz compared to the calculated value of 2.415Hz. Based on these results, this paper demonstrates that for evaluating vertical loads, it is possible to measure deformations and deflections of truss railway bridges through load tests under operational train conditions without traffic control, enabling the calculation of response factors for stress adjustments.

• Journal of the Korean Magnetics Society
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• v.20 no.5
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• pp.187-190
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• 2010

$Sn_{0.99}{^{57}Fe}_{0.01}O_2$ prepared by a sol-gel method, and studied by x-ray diffractometer, vibrating magnetometer, Superconducting quantum interference devices and M$\ddot{o}$ssbauer spectroscopy. the crystal structure were found to be a rutile tetragonal structure with space group $P4_2$/mnm, and oxygen deficiency are 5.6 % by Rietveld refinement. magnetization value were $M_s=1.95{\times}10^{-2}{\mu}_B/Fe$ at room temperature, and Curri-weiss temperature were and ${\theta}_{cw}$ = 18 k, measurement of VSM and SQUID, respectively. Mssbauer spectra of $Sn_{0.99}{^{57}Fe}_{0.01}O_2$ have been Sextet taken at various temperatures ranging from 4.2 K to RT, and isomer shift value $\delta$ = 0.18~0.36 mm/s of $^{57}Fe$ ion site all of the temperature range the state shows ferric.

• Proceedings of the Computational Structural Engineering Institute Conference
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• 1995.10a
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• pp.111-121
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• 1995

In Extracting the dynamic parameters for estimating the load carrying capacity and integrity of bridges, both the instrumentation and the processing the data plays important role . When the fixed point can not be secured, it is difficult and expensive to measure dynamic displacements. Even if the displacement is obtained through the integration of the acceleration data, the results can be quite different from the real behavior, because the main frequency contents can be leaked during discretized data processing. The instrumentation is used for measurements, and every measurement involves error and uncertainty, such as systematic, conformance, environmental, observational, sampling, and ranmom error. Systematic and conformance error can be remedied through the proper sellection and installation of the instruments, but sampling and random errors could not have been corrected properly and it becomes the limitation for using acceleration data. In this paper, the errors which can be occurred in numerical processing of dynamic data are referred, and the method to sellect proper sampling rate for the structural frequency range are proposed. Using the proposed method, the displacement response of the structures can be economically obtained from the measured acceleration record, and this procedure can be used properly to estimate the integrity of the bridges and infrastructures subjected to dynamic loads.

• Journal of the Korea institute for structural maintenance and inspection
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• v.27 no.6
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• pp.152-161
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• 2023

In general, large-capacity hydrogen storage vessels, typically in the form of vertical cylindrical vessels, are constructed using steel materials. These vessels are anchored to foundation slabs that are specially designed to suit the environmental conditions. This anchoring method involves pre-installed anchors on top of the concrete foundation slab. However, it's important to note that such a design can result in concentrated stresses at the anchoring points when external forces, such as seismic events, are at play. This may lead to potential structural damage due to anchor and concrete damage. For this reason, in this study, it selected an vertical hydrogen storage vessel based on site observations and created a 3D finite element model. Artificial seismic motions made following the procedures specified in ICC-ES AC 156, as well as domestic recorded earthquakes with a magnitude greater than 5.0, were applied to analyze the structural behavior and performance of the target structures. Conducting experiments on a structure built to actual scale would be ideal, but due to practical constraints, it proved challenging to execute. Therefore, it opted for an analytical approach to assess the safety of the target structure. Regarding the structural response characteristics, the acceleration induced by seismic motion was observed to amplify by approximately ten times compared to the input seismic motions. Additionally, there was a tendency for a decrease in amplification as the response acceleration was transmitted to the point where the centre of gravity is located. For the vulnerable components, specifically the sub-system (support columns and anchorages), the stress levels were found to satisfy the allowable stress criteria. However, the concrete's tensile strength exhibited only about a 5% margin of safety compared to the allowable stress. This indicates the need for mitigation strategies in addressing these concerns. Based on the research findings presented in this paper, it is anticipated that predictable load information for the design of storage vessels required for future shaking table tests will be provided.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.21 no.6
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• pp.448-454
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• 2020

This study aims to determine the cause of structural defects occurring during aircraft operations and to verify the structural integrity of the improved features. The fracture plane was analyzed to verify the characteristics of the cracks and the fatigue failure leading to the final fracture was determined by the progress of the cracks by the repeated load. During aircraft operations, the comparative analysis of the load measurement data at the cracks with the aircraft design load determined that the measured load was not at the level of 30% of the design to be capable of being damaged. A gap analysis resulted in a significant stress of approximately 32 ksi at the crack site. Pre-Load testing also confirmed that the M.S. was reduced by more than 50% from +0.71 to +0.43, resulting in a sharp increase in aircraft load and the possibility of cracking when combined. Thus, structural reinforcement and the removal of the gap for aircraft cracking sites improved the defect. Based on the structural strength analysis of the improvement features, the bulkhead has a margin of about +0.88 and the fitting feature is about +0.48 versus allowable stress. In addition, the life analysis results revealed an improvement of approximately 84000 hours.

• The Journal of the Acoustical Society of Korea
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• v.39 no.6
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• pp.568-575
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• 2020

Ultrasound has been widely used in various industrial fields. One of challenging application areas is cooling microelectronics. Ultrasonic cooling systems can work with air, argon (Ar) and nitrogen (N₂) instead of conventional refrigerant such as freon gas, which can cause global warming. Furthermore, ultrasonic systems do not have moving parts, thus high durability can be obtained. So it is necessary to develop ultrasonic cooling systems due to environmental issues and durability points. In this paper, the design and fabrication processes are explained. When designing the system, a feasibility test was performed with a prototype cooler. Based on the result, finite element analysis with ANSYS software was performed. The predicted anti-resonance frequency for a piezoelectric actuator was 34.8 kHz, which was in good agreement with the experimental result of 34.6 kHz with 0.6% error. In addition, the predicted anti-resonance frequency for the ultrasonic waveguide was 39.4 kHz, which also agreed well with the experimental value of 39.8 kHz with 1.0% error. Based on these results, the developed ultrasonic waveguide might be applicable in microchip cooling.

• Journal of Korean Tunnelling and Underground Space Association
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• v.17 no.3
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• pp.319-332
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• 2015

The pressure wave formed by the piston effects of the train proceeds within the tunnel when a train enters the tunnel with a high speed. Depending on the condition of tunnel exit, the compression waves reflect at a open end, change to the expansion waves, transfer to tunnel entrance back. Due to interference in the pressure waves and running train, passengers experience severe pressure fluctuations. And these pressure waves result in energy loss, noise, vibration, as well as in the passengers' ears. In this study, we performed comparison between numerical analysis and field experiments about the characteristics of the pressure waves transport in tunnel that appears when the train enter a tunnel and the variation of pressure penetrating into the train staterooms according to blockage ratio of train. In addition, a comparative study was carried out with the ThermoTun program to examine the applicability of the compressible 1-D model(based on the Method of Characteristics). Furthermore examination for the adequacy of the governing equations analysis based on compressible 1-D numerical model by Baron was examined.

• Journal of Korean Tunnelling and Underground Space Association
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• v.16 no.2
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• pp.249-260
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• 2014

When a train enters the tunnel at high speed, the pressure wave occurs. When this pressure wave reaches at the exit of tunnel, some are either emitted to the outside or reflected in tunnel by the form of expansion wave. The wave emitted to the outside forms the impulsive pressure wave. This wave is called 'Micro Pressure Wave'. The micro pressure wave generates noise and vibration around a exit portal of tunnel. When it becomes worse, it causes anxiety for residents and damage to windows. Thus, it requires a counterplan and prediction about the micro pressure wave for high speed railway construction. In this paper, the effects of train head nose and tunnel portal shape were investigated by model test, measurement for the micro pressure wave at the operating tunnel as well as numerical analysis for the gradient of pressure wave in the tunnel. As results, a method for predicting the intensity of the micro pressure wave is suggested and then the intensity of the micro pressure wave is analyzed by the tunnel length and the cross-sectional area.

• Journal of the Korean Society of Hazard Mitigation
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• v.8 no.4
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• pp.91-100
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• 2008

Numerical implementation with a Cartesian cut-cell method is conducted in this study. A Cartesian cut-cell method is an easy and efficient mesh generation methodology for complex geometries. In this method, a background Cartesian grid is employed for most of computational domain and a cut-cell grid is applied for the peculiar grids where the flow characteristics are changed such as solid boundary to enhance the accuracy, applicability and efficiency. Accurate representation of complex geometries can be obtained by using the cut-cell method. The cut-cell grids are constructed with irregular meshes which have various shape and size. Therefore, the finite volume method is applied to numerical discretization on a irregular domain. The HLLC approximate Riemann solver, a Godunov-type finite volume method, is employed to discretize the advection terms in the governing equations. The weighted average flux method applied on the Cartesian cut cell grid for stabilization of the numerical results. To validate the numerical model using the Cartesian cut-cell grids, the model is applied to the rectangular tank problem of which the exact solutions exist. As a comparison of numerical results with the analytical solutions, the numerical scheme well represents flow characteristics such as free surface elevation and velocities in x-and y-directions in a rectangular tank with the Cartesian and cut-cell grids.