• The Journal of Korean Academy of Prosthodontics
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• v.24 no.1
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• pp.125-138
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• 1986

It is considered that etching solution or material itself of phosphoric ester cement will induce not a little pulpal irritation, if applied directly onto unsealed dentinal tubules. This study was designed to confirm above consideration by comparing two different conditions between $Ca(OH)_2$-based and non-$Ca(OH)_2$-based group. Posterior teeth of 15 male dogs were selected for this experiment. One experimental group was filled with cement after $Ca(OH)_2$-basing and enamel-etching, the other experimental group after enamel etching without $Ca(OH)_2$-basing. And both of two experimental groups were observed at 2 hours, 15 hours, 3 days, 1 week, 2 weeks, 4 weeks, and 6 weeks after filling. The findings reached to the following conclusions histologically. 1. In both groups, the damaged odontoblasts were atrophied and eventually disappeared. 2. In non-based group at early stage, odontoblasts were severely atrophied and defective areas were appeared between odontoblast cell layers. However, in based group, the odontoblasts were arranged slight irregularly. 3. In non-based group, a small number of undifferentiated cells below the odontoblast cell layers started to appear at 1 week after filling. However, in based group, the undifferentiated cells were appeared at 15 hours after filling. 4. In non-based group, formation of reparative dentin was not begun until late stage of experiment. However, in based group, formation of reparative dentin matrix was begun at 2 weeks after filling and very thickened reparative dentin was formed at 6 weeks after filling. 5. In odontoblast cell layers of both groups, dilated capillaries were observed. 6. Argyrophilic fibers were reticularly condensed in zone of Weil, and they were connected to the pulp tissue and dentin.

• Journal of Korean Association for Spatial Structures
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• v.5 no.3 s.17
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• pp.75-82
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• 2005

The conceptual structural design consists of selecting structural material and form of the building, producing a preliminary dimensional layout. The information such as height of the building use, typical live load, wind velocity, design acceleration, maximum lateral deflection, span, story height is a important factor in conceptual design phase. In this case, the knowledge solutions for past similar problems cam be used in the process of defining and finding a solution to the design problems. In this paper, the conceptual structural design method using case-based reasoning which is intended to assist engineers in the conceptual phase of the structural design of tall buildings is introduced. Inductive retrieval method and nearest-neighbor retrieval method are used for selecting structural system and similar design case, respectively.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.27 no.6
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• pp.543-549
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• 2014

The deflection of reinforced concrete members can be highly variable, due to uncertainties in the characteristics of the concrete. However, current standards do not take this problem into account, instead recommending only the minimum thickness and maximum allowable deflections based on empirical data. This paper is aimed at evaluation deflection variabilities by applying a probabilistic analysis model to a finite element analysis model. To evaluate the variabilities of deflections, a Monte Carlo simulation, which incorporated the eight parameters related to concrete, reinforcement, member size, and tension stiffening. The results showed that lager spans were more sensitive to the deflection due to loads and that as the applied live loads were increases and the slab thickness were decreased, the deflection variability increased.

• Journal of the Korean Society for Railway
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• v.12 no.2
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• pp.230-235
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• 2009

We have conducted an experimental study to analyze characteristics of the wheel profile wear and an influence of the wheel flange wear on the vehicle's vibration characteristics. In experiment with EMU, wheel profile wear is severe at the beginning of the commercial operation. In this stage, the variations of the wheel dimension parameters and equivalent conicity is changed rapidly. Along with a mileage of the test vehicle, the wear of the wheel flange is increased and also the vibration level of the car-body is increased. The peak-peak mean value of the body vibration is estimated as good level, but the level is approached at the limit of the good level as mileage increases. Especially, the peak-peak maximum value of the body vibration shows the distinct increase of vibration level.

• Journal of the Society of Naval Architects of Korea
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• v.36 no.4
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• pp.87-94
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• 1999

Empirical design is still used to avoid a structural damage because impact phenomenon and structural behaviour due to wave impact load can not examined accurately. The damage due to wave impact load is largely affected by impact pressure impulse and impact load area. The objective of this study is, as the second step, to develop an efficient scantling program of bow flare structure, and to predict its impact load area by comparing maximum dented deformations at center of idealized panel structure model of bow flare structure of 300k DWT VLCC using LS/DYNA3D code, which will be used for its verification of dynamic structural analysis, as the next step. Through this study, the impact load area was estimated as $1.5s{\times}1.5s$ stiffener space(s) in the case of panel with stiffeners and as $2.5s{\times}2.5s$, with stringers, under impact pressure curve with peak height 6.5MPa, tail height 1.0MPa, and duration time 5.0msec.

• Aerospace Engineering and Technology
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• v.1 no.1
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• pp.8-27
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• 2002

In this study, the load analysis of a composite canard aircraft is performed numerically. Excel visual basic program for PC is used to calculate aerodynamic coefficients, loads and moments etc.. The basic data required for the load analysis such as aircraft configuration and dimension, parts and its weight and coordinate etc. are obtained from Catia modeling, measurement or material density. Aircraft weight, center of gravity, inertia moment, structural design speeds, wing load distribution, forces and moments are evaluated by using these data. V-n diagram is also represented for selecting critical loads applied to the wing and fuselage. The V-n diagram is investigated to decide the flight envelope of canard aircraft for design speed VA, VC, VD and load factor +3.8G, -1.52G at maximum weight of 2,573 lbs and sea level. In the future, the results of the wing and fuselage load analysis is to represented by using selected critical loads.

• Magazine of the Korea Concrete Institute
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• v.8 no.2
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• pp.129-138
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• 1996

Localization of concrete is a phenomenon such that the deformation of concrete is localized in finite region with softening behavior and it governs ultimate load of concrete. In this Paper, concrete under strain localization was modeled with localization region and non-localization region and lc~calization behavior was formulated based on averaging concept of heterogeneous material. By using the formulation, the localization phenomena of concrete under uniaxial loadings were well predicted. The analytical results show that size of localization region of concrete under uniaxial compression is three times of maximum aggregate size and the size effect of concrete is well predicted. The use of tension-softening curve obtained from direct tension test is suitable for well prediction of localization of concrete under uniaxial tension.

• International Journal of Highway Engineering
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• v.18 no.1
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• pp.33-41
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• 2016

PURPOSES : This study primarily focused on evaluating the performance characteristics of 4.75-mm nominal maximum aggregate size (NMAS) asphalt mixtures for their more effective implementation to a layered flexible pavement system. METHODS : The full-scale pavements in the FDOT's accelerated pavement testing (APT) program, including 4.75-mm mixtures at the top with different thicknesses and asphalt binder types, were considered for the faster and more realistic evaluation of the rutting performance. The results of superpave indirect tensile (IDT) tests and hot-mix asphalt fracture mechanics (HMA-FM) based model predictions were used for cracking performance assessments. RESULTS : The results indicated that the rutting performance of pavement structures with 4.75-mm mixtures may not be as good as to those with the typical 12.5-mm mixtures, and pavement rutting was primarily confined to the top layer of 4.75-mm mixtures. This was likely due to the relatively higher mixture instability and lower shear resistance compared to 12.5-mm mixtures. The energy ratio (ER) and HMA-FM based model performance prediction results showed a potential benefit of 4.75-mm mixtures in enhanced cracking resistance. CONCLUSIONS : In relation to their implementation, the best use of 4.75-mm mixtures seem to be as a surface course for low-traffic-volume applications. These mixtures can also be properly used as a preservation treatment that does not necessarily last as long as 12.5-mm NMAS structural mixes. It is recommended that adequate thicknesses and binder types be considered for the proper application of a 4.75-mm mixture in asphalt pavements to effectively resist both rutting and cracking.

• Proceedings of the Korea Water Resources Association Conference
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• 2012.05a
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• pp.742-742
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• 2012

한국건설기술연구원 하천실험센터는 이수, 치수, 환경을 조화시키는 하천기술을 개발하기 위하여 2009년 11월 경상북도 안동시 남후면 하아리 낙동강변에 준공되었으며 초당 8톤의 인공홍수발생이 가능한 3개의 실험수로와 유 출입수조, 다목적호수실험장, 저류지 및 연구동으로 이루어져 있다. 본 연구는 하천실험센터의 식생과 3가지 유형(본류형, 자연제방지류형, 인공제방지류형)의 인근 하천식생을 비교분석하여 하천실험센터의 현재 식생환경을 파악하고 차후 연구의 기초선 자료로 활용하기 위하여 수행되었다. 2011년 7월부터 9월 사이에 하천실험센터(급경사수로, 직선수로, 사행수로, 유출수조, 자연식생보존구간), 낙동강 본류, 상리천, 하아천에서 대표성을 갖는 장소 각각 1개 지소를 선정하여 식물상조사 및 식생단면조사를 진행하였으며 조사된 자료를 바탕으로 습생도, 교란도, 외래종율, 종다양성지수를 산출하였다. 또한 군집분석(Cluster Analysis)을 통하여 현재 하천실험센터의 식생환경이 타 조사지의 하천식생과 비교하여 어떤 유사성을 보이는지 확인하였다. 전체조사구간에서 총 108종류의 식물이 출현하였다. 3개의 실험수로는 수 습생식물의 종수가 일반하천의 수 습생식물의 종수보다 적었으며 반면에 육상식물의 종수는 더 많게 조사되었다. 또한 1 2년 식물의 경우 실험수로에서 더 많이 출현하였고 다년생초본과 목본은 소수였다. 하천실험센터의 자연식생보존구간의 경우 총 식물 종수 및 수 습생식물의 종수가 최대값을 나타내었고 식물상의 출현유무를 바탕으로 군집분석을 수행한 결과, 하천실험센터의 실험수로는 낙동강 본류, 상리천, 하아천과 유사도가 낮게 구분되었으며 자연식생보존구간은 낙동강 본류 및 상리천과 유사도가 높게 분류되었다. 하천실험센터의 실험수로는 준공당시 기존의 식생이 모두 제거된 상태에서 인위적으로 조성되었기 때문에 현재까지는 하천식생의 특징이 두드러지지 않으며 육상식생에 가까운 식생환경을 나타내고 있다. 자연식생보존구역의 경우 다양한 버드나무류와 초본류가 정착되어 있으며 타 대상지에 비하여 가장 뛰어난 생태성을 가지고 있다. 하천실험센터는 하천실험을 위한 장소이나 그 자체로 생태가치가 높으며 차후 생태연구, 홍보, 교육활동에 유용하게 활용할 수 있는 잠재력을 내포하고 있다.

• Journal of Korea Water Resources Association
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• v.40 no.1 s.174
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• pp.1-10
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• 2007

Reallocation procedure of multipurpose reservoir storage capacity between flood control and conservation is presented as an alternative to secure more water resources. Storage reallocation is an adaptive management mechanism for converting existing normal pool level of reservoirs to more beneficial uses without requirement for physical alteration. This study is intended to develop a reservoir storage reallocation methodology that allows increased water supply storage without minimizing adverse impacts on flood control. The methodology consists of flood control reservoir simulation for inflows with various return periods, flow routing from reservoir to a potential damage site, analyzing river carrying capacity, and reservoir yields estimation for reallocated storages. For the flood control model, a simulation model called Rigid ROM(Reservoir Operation Method) and HEC-5 are used. The approach is illustrated by applying it to two reservoirs system in Geum River basin. Especially with and without new project conditions are considered to analyze trade-offs between competing objectives.