• International Journal of Highway Engineering
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• v.19 no.5
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• pp.107-115
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• 2017

PURPOSES : The piezoelectric energy road analysis technology using a three-dimensional finite element method was developed to investigate pavement behaviors when piezoelectric energy harvesters and a new polyurethane surface layer were installed in field conditions. The main purpose of this study is to predict the long-term performance of the piezoelectric energy road through the proposed analytical steps. METHODS : To predict the stresses and strains of the piezoelectric energy road, the developed energy harvesters were embedded into the polyurethane surface layer (50 mm from the top surface). The typical type of triaxial dump truck loading was applied to the top of each energy harvester. In this paper, a general purpose finite element analysis program called ABAQUS was used and it was assumed that a harvester is installed in the cross section of a typical asphalt pavement structure. RESULTS : The maximum tensile stress of the polyurethane surface layer in the initial fatigue model occurred up to 0.035 MPa in the transverse direction when the truck tire load was loaded on the top of each harvester. The maximum tensile stresses were 0.025 MPa in the intermediate fatigue model and 0.013 MPa in the final fatigue model, which were 72% and 37% lower than that of the initial stage model, respectively. CONCLUSIONS : The main critical damage locations can be estimated between the base layer and the surface layer. If the crack propagates, bottom-up cracking from the base layer is the main cracking pattern where the tensile stress is higher than in other locations. It is also considered that the possibility of cracking in the top-down direction at the edge of energy harvester is more likely to occur because the material strength of the energy harvester is much higher and plays a role in the supporting points. In terms of long-term performance, all tensile stresses in the energy harvester and polyurethane layer are less than 1% of the maximum tensile strength and the possibility of fatigue damage was very low. Since the harvester is embedded in the surface layer of the polyurethane, which has higher tensile strength and toughness, it can assure a good, long-term performance.

• Archives of Reconstructive Microsurgery
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• v.16 no.2
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• pp.113-118
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• 2007

Purpose: The purpose of this work was to describe the results of treatment for motor vehiclerelated crushing injuries among children and adolescents under sixteen years in Korea. Materials and Methods: A retrospective analysis was conducted of data from children who were under sixteen year and injured foot by motor vehicles. Cases were documented 1) age at the time of injury, 2) injured site, 3) the area of accident, 4) the kind of vehicle, 5) associated injuries, 6) methods of treatment for soft tissue reconstruction and 7) complications. The relationships between the area of accident and associated injuries, and the kind of vehicle and associated injuries were analyzed using Chi-square test and Fisher exact test. Results: There were 97 children who were 15 year and younger. The mean age was 7.4 years, and 65% were boys. The left foot was more dominant side of injury (57%). Seasonal variation was seen with the number of injuries peaking during the summer (43%, p<0.05). Among the vehicles, 78.3% were the large vehicles (bus, truck or van). The where of accident was more frequent at an alley or less than two lanes of traffic. But, the relationships between the place of accident and associated injury or the kind of vehicles and associated injury were not statistically significant. The associated injury were fracture or dislocation (23 cases, 35.9%), injury of tendon (21 cases, 32.8%). There were amputation or disarticulation of foot in 8 cases (8.2%) and post-traumatic deformities such as flatfoot, hindfoot varus or valus deformities by tendon injury in 7 cases (7.2%). Conclusion: More than 50% of crushing or degloving injuries of child's foot by traffic accidents happened in boys between 5 to 9 years old. The associated injury was unrelated with size of vehicles or accident place at the time of accident. But, even though foot injury happened in an alley or one lane by small vehicles, child who hurt feet by car need thorough investigation about associated injury. If a surgeon keep in mind and treat child to associated injury necessarily, can minimize complication. Microsurgical reconstruction for soft tissue defect was prior to other methods.

• Journal of the Korean Geosynthetics Society
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• v.12 no.1
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• pp.73-81
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• 2013

The objective of this paper is to minimize installation length of pipeline and to reduce burial depth for construction by increasing the friction coefficient caused by the interface between backfill material and pipeline. And then, the sufficient friction coefficient shortens the length of expansion joint pipe and gives the life extension of expansion joint absorber for efficient procedure regarding maintenance and administration of construction. The backfill material which is developed in this study has larger and smaller friction angle than that of conventional backfill material (river sand). The backfill material with tire powder provides low friction angle at curved section when pipe diameter increases in size (38% reduction at pipe diameter in 900 mm). When using backfill material with river sand and fly-ash, the mixture mixed with 1.5% fly-ash has 30% and that with 3% fly-ash has 50% reduction effect for minimum installation length of expansion joint pipe.

• Journal of the Korean Magnetics Society
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• v.25 no.3
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• pp.92-100
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• 2015

Electric Vehicle (EV) can be categorized by the driving method into in-wheel and in-line types. In-wheel type EV does not have transmission shaft, differential gear and other parts that are used in conventional cars, which simplifies and lightens the structure resulting in higher efficiency. In this paper, design method for in-wheel motor for automobiles using Parameter Map is proposed, and motor with continuous power of 5 kW is designed, built and its performance is verified. To decide the capacity of the in-wheel motor that meets the automobile's requirement, Vehicle Dynamic Simulation considering the total mass of vehicle, gear efficiency, effective radius of tire, slope ratio and others is performed. Through this step, the motor's capacity is decided and initial design to determine the motor shape and size is performed. Next, the motor parameters that meet the requirement is determined using parametric design that uses parametric map. After the motor parameters are decided using parametric map, optimal design to improve THD of back EMF, cogging torque, torque ripple and other factors is performed. The final design was built, and performance analysis and verification of the proposed method is conducted by performing load test.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.29 no.4D
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• pp.491-497
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• 2009

This paper presents the results of accelerated pavement tests (APT) that simulate permanent deformation (rutting) of asphalt concrete pavements under different temperatures and loading courses. Also, finite element (FE) analysis has been conducted to predict the test results. Test section for APT is the same as one of test sections at Korea Expressway Corporation test road and is subjected to a constant moving dual tire wheel load of APT at three different temperatures: 30, 40, $50^{\circ}C$. The moving wheel is applied at different loading courses within a 75cm wide wheel path to account for traffic wandering. Also, the effect of wandering on permanent deformation development is investigated numerically with three wandering schemes. In this study, ABAQUS is adopted to model APT pavement section with plain stain elements and creep strain rate model is used to take into account viscoplastic stain of asphalt concrete mixtures, and elastic layer properties are back-calculated from FWD measurements. Plus, the effect of boundary condition and subgrade on FE permanent deformation predictions is investigated. A full FE model that accounted for subgrade provided more realistic rut depth predictions, indicating subgrade has contributed to surface rutting.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.3D
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• pp.453-459
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• 2006

This paper presents an experimental evaluation of wandering effect on asphalt concrete pavement responses. A laser-based wandering system has been developed and its performance is verified under various field conditions. The portable wandering system composed of two laser sensors with Position Sensitive Devices can allow one to measure the distance between laser sensors and tire edges of moving vehicle. Therefore, lateral position of each wheel on the pavement can be determined in a real time manner. Pavement responses due to different loading paths are investigated using a roll over test which is carried out on one of asphalt surfaced pavements in the Korea Highway Corporation test road. The pavement section (A5) consists of 5 cm thick surface course; 7 cm intermediate course; and 18 mm base course, and is heavily instrumented with strain gauges, vertical soil pressure cells and thermo-couples. From the center of wheel paths, seven equally-spaced lateral loading paths are carefully selected over an 140 cm wandering zone. Test results show that lateral horizontal strains in both surface and intermediate courses are mostly compressive right under the loading path and tensile strains start to develop as the loading offset becomes 40 cm from the wheel path. The development of the vertical stresses in the top layers of subbase and anti-frost is found to be minimal once the loading offset becomes 50 cm.

• The Journal of the Acoustical Society of Korea
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• v.42 no.6
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• pp.565-571
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• 2023

With the introduction of the post-verification system, the measurement of floor impact noise performance on-site has become mandatory, and the evaluation method has changed. To track the performance changes since the policy implementation, research is needed on how the characteristics of heavyweight impact sound change according to the varied evaluation method. In this study, we analyzed the contribution rate of the frequency band-specific sound pressure level on the single-number quantity for a multi-family housing unit with the same floor plan and floor structure, comprising 59 households, based on the changed impact sources and evaluation indicators. It is difficult to compare simply because the method of calculating contributions by frequency band according to the single-day evaluation is different, but the average contribution rate of 63 Hz was 80.8 % in the evaluation method before the introduction of the post-confirmation system (Tire measurement and evaluated as L'_i,Fmax,AW), and the average contribution rate of 125 Hz was 19.2 %. The current evaluation method (rubber ball measurement and evaluation as L'_iA,Fmax) shows that the contribution rate has decreased to 33.1 % on average at 50 Hz ~ 80 Hz, 58.7 % on average at 100 Hz ~ 160 Hz, 6.9 % on average at 200 Hz ~ 315 Hz, and 1.3 % on average at 400 Hz ~ 630 Hz. This result is a case analysis for the target apartment house, and it is necessary to analyze measurement data for more diverse apartment houses.

• Journal of Korean Society of Forest Science
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• v.87 no.1
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• pp.62-73
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• 1998

This research was conducted to analyze the influence of the environmental factors on water quality such as contents of cation($K^+$, $Na^+$, $Ca^{2+}$, $Mg^{2+}$) and anion($Cl^-$, $NO{_3}^-$, $SO{_4}^{2-}$) in rainfall, throughfall, soil water(A and B layer), and stream water at a small forested watershed. Rainfall, throughfall, soil water(A and B layer), and stream water were sampled at the study sites in Kwanak Arboretum, Seoul National University, in Mt. Kwanak for 14 months(Jul. 1, 1996~Aug. 31, 1997). $Cl^-$ content of stream water correlated with that of soil water tire than that of rainfall and throughfall. Also $NO{_3}^-$ content in soil water was correlated with that of rainfall. Cation($K^+$, $Na^+$, $Ca^{2+}$, $Mg^{2+}$) contents in soil water at layer A and B were significantly correlated with anion($Cl^-$, $NO{_3}^-$, $SO{_4}^{2-}$) of that. The ratio of the average content of $NO{_3}^-$ to $SO{_4}^{2-}$ in rainfall was 0.66. Accordingly the content of $SO{_4}^{2-}$ was higher than $NO{_3}^-$ in rainfall. The amount of anion in stream water was significantly correlated with that in rainfall, throughfall, and soil water. Average content of cation and anion in hydrological processes were decreasing in the following order, soil water(B layer> A layer) > throughfall(Pinus rigida > Prunus serrulata var. spontanea > Carpinus laxiflora) > stream water > rainfall.

• Journal of Korean Society for Atmospheric Environment
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• v.20 no.4
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• pp.555-569
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• 2004

Size -segregated measurements of aerosol composition using 8-stage DRUM impactor are used to determine the transport of natural and anthropogenic aerosols at Gosan site from 29 March to 30 May in 2002. Separation of ambient aerosols by DRUM impactor offers many Advantages over other standard filtration techniques. Some of the most important advantages are the ability to segregate into details by particle tire, to better preserve chemical integrity since the air stream doesn＇t pars through the deposit, to collect samples as a function of time, and to have a wide variety of impaction surfaces available to match analytical needs. Although the transport of Yellow sand is a well-known phenomenon in springtime, the result of measurement shows that not only soil dust but also anthropogenic aerosols, including sulfur, enriched trace metals such as Pb, Ni, Zn. Cu, Cr, As, Se, Br, are transported to Gosan in springtime. This study combines the size- and time-resolved aerosol composition measurements with isentropic, backward air-mass trajectories in order to identify some potential source regions of anthropogenic aerosols. As a result, during the NYS period, the average concentration of PM$_{10}$ was 46$\mu\textrm{g}$/㎥, Si, Al. S, Fe, Cl, K, Ca were higher than 1,000 ng/㎥ and Ti was about 100 ng/㎥. The concentrations of Zn, Mn, Cu. Pb, Br, Rb, V, Cr, Ni. At, Se ranged between 1 and 70 ng/㎥. More than 50% typical soil elements, tuck as Al, Si, Fe, Cd. Ti, Cr, Cu, Br. were distributed in a coarse particle range(5.0-12${\mu}{\textrm}{m}$). In other hand, anthropogenic pollutants, luck as S, N, Vi, were mainly distributed in a fine particle range (0.09-0.56${\mu}{\textrm}{m}$). During the YS period, PM$_{10}$ increased about 8 times than NYS period, and main soil elements, such as Al, Si, S, K, V, Mn, Fe also doubled in coarse particle range (1.15-12${\mu}{\textrm}{m}$). But Zn, As, Pb, Cu and Se, which distributed in the time aerosols (0.09-0.56${\mu}{\textrm}{m}$), were on the same level with or decreased than NYS period. Finally. except the YS Period, coarse particles (2.5-12${\mu}{\textrm}{m}$) are inferred to be influenced by soil, coal combustion, waste incineration, ferrous and nonferrous sources through similar pathways with Yellow Sand. But fine particles have different sources, such as coal combustion, gasoline vehicle, biomass burning, oil or coal combustion, nonferrous and ferrous metal sources, which are transported from China, Korea peninsula and local sources.ces.

• Elastomers and Composites
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• v.52 no.2
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• pp.114-130
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• 2017

Enhancing the properties of rubber, such as the tensile strength, modulus, and wear abrasion, by the addition of carbon black and silica as fillers is very important for improving the performance of rubber products. In this review, we summarize the general features of 'the reinforcement of rubber by fillers' and the equations for representing the reinforcement phenomena. The rubber reinforcement was attributed to enhancement of the following: the rubber, bound rubber, formation of networks, and combination between rubber chains and silica followed by entanglement. The reinforcement capability of silica species with different surface and networked states demonstrated the importance of the connection between the silica particles and the rubber chains in achieving high reinforcement. The model involving combination followed by entanglement can provide a plausible explanation of the reinforcement of rubber by carbon black and silica because the combination facilitates the concentration of rubber chains near the filler particles, and entanglement of the rubber chains around the filler particles enforces the resistance against deformation and breakage of rubber compounds, resulting in high reinforcement.