• Macromolecular Research
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• v.12 no.1
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• pp.100-106
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• 2004

We have prepared the polymethylene-bridged, dinuciear, half-sandwich constrained geometry catalysts (CGC)［Zr(η$\^$5/:η$^1$-C$\_$9/H$\_$5/SiMe$_2$NCMe$_3$)］$_2$［(CH$_2$)$\_$n/］［n=6(9), n=12(10)］by treating 2 equivalents of ZrCl$_4$with the corresponding tetralithium salts of the ligands in toluene. $^1$H and $\^$13/C NMR spectra of the synthesized complexes provide firm evidence for the anticipated dinuciear structure. In $^1$H NMR spectra, two singlets representing the methyl group protons bonded at the Si atom of the CGC are present at 0.88 and 0.64 ppm, which are considerably downfield positions relative to the shifts of 0.02 and 0.05 ppm of the corresponding ligands. To investigate the catalytic behavior of the prepared dinuciear catalysts, we conducted copolymerizations of ethylene and styrene in the presence of MMAO. The prime observation is that the two dinuclear CGCs 9 and 10 are not efficient for copo-lymerization, which definitely distinguishes them from the corresponding titanium-based dinuclear CGC. These species are active catalysts, however, for ethylene homopolymerization; the activity of catalyst 10, which contains a 12-methylene bridge, is larger than that of 9 (6-methylene bridge), which indicates that the presence of the longer bridge between the two active sites contributes more effectively to facilitate the polymerization activity of the dinuciear CGC. The activities increase as the polymerization temperature increases from 40 to 70$^{\circ}C$. On the other hand, the molecular weights of the polyethylenes are reduced when the polymerization temperature is increased. We observe that dinuciear metallocenes having different-length bridges give different polymerization results, which reconfirms the significant role that the nature of the bridging ligand has in controlling the polymerization properties of dinuclear catalysts.

• Journal of Dental Rehabilitation and Applied Science
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• v.29 no.3
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• pp.308-316
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• 2013

The purpose of this study is to investigate the production method of posterior bridges pontic ridge lap type which prevents the infection in bridge pontic base and is able to cleanse itself, in the process of producing final prothesis that maintains healthy mucous membrane of oral cavity and interproximal papilla, minimizing diastema, is aesthetic and has no effect on pronunciation. New technology is applied to make optimal pontic base which prevent inflammation and clean itself and its products were clinically evaluated in 10 places of dental clinics in busan and gyeongnam. The making of posterior 3 unit bridge pontic base, it was presented as the new technology of forming ridge lab type and to carry out clinical validation, existing conventional method and the new technology were compared. Pontic base made with the existing conventional method cause infection and other periodontal disease by 96% but the pontic base made with the new technology cause infection and other periodontal disease by 3%. Remains of food cause infection and other periodontal disease 100% by the existing conventional method and 91% by the new technology, showing a distinct difference. However, after a gargle, the new technology had low 13%. Additionally, the pontic base made with the existing conventional method showed 71% of chance, the new technology method showed 8% of chance in terms of self-cleansing.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2009.10a
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• pp.772-778
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• 2009

By rising the interests of the railroad, It has been required the research about railroad structure. And since 2000, the study about railway bridges caused by steel box railway bridges has been only 0.2%. So I was hard to find out about steel box railway bridges. In this study, I evaluate and analyze 4 types(KTX, Saemaeul, Mugunghwa, Freight) of dynamic caused by train loading, natural frequency and damping ratio, verticality deflection and verticality acceleration, end slope deflection, impact factor for dynamic characteristics analysis. natural frequency was measured 2.45Hz~3.34Hz and damping ratio revealed for 1.26~2.84%. Maximum verticality deflection(4.86mm) was sufficiently satisfied the design criteria(30.1mm), but in the case of verticality acceleration's respond, design criteria BRDM(Bridge Design Manual) & CTRL presentation derive rail limit value 0.35g be more than value 6 time recorded, maximum was measured 0.49g in 3 kinds of train(KTX, Saemaeul, Mugunghwa), except for Freight. Survey impact factor of Experiment bridge was 0.20 which is measured when the KTX(15:04) was driving. impact factor is enough contended with design criteria 0.29 which is presented in domestic railway design criteria and thoroughly guarantee the dynamic stability.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.19 no.12
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• pp.1306-1314
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• 2009

By rising the interests of the railroad, It has been required the research about railroad structure. And since 2000, the study about railway bridges caused by steel box railway bridges has been only 0.2 %. So I was hard to find out about steel box railway bridges. In this study, I evaluate and analyze 4 types(KTX, Saemaeul, Mugunghwa, Freight) of dynamic caused by train loading, natural frequency and damping ratio, verticality deflection and verticality acceleration, end slope deflection, impact factor for dynamic characteristics analysis. natural frequency was measured 2.45 Hz~3.34 Hz and damping ratio revealed for 1.26~2.84 %. Maximum verticality deflection(4.86 mm) was sufficiently satisfied the design criteria(30.1 mm), but in the case of verticality acceleration's respond, design criteria BRDM(bridge design manual) & CTRL presentation derive rail limit value 0.35 g be more than value 6 time recorded, maximum was measured 0.49 g in 3 kinds of train(KTX, Saemaeul, Mugunghwa), except for Freight. Survey impact factor of Experiment bridge was 0.20 which is measured when the KTX(15:04) was driving. impact factor is enough contended with design criteria 0.29 which is presented in domestic railway design criteria and thoroughly guarantee the dynamic stability.

• YAKHAK HOEJI
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• v.50 no.4
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• pp.278-286
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• 2006

Classical dihydropyrrole[3,4-f]quinazoline antifolates 7,8 and 9, in which the tricyclic ring is structurally similar to the pteridine ring of $CH_2-THF(1)$, the cofactor of thymidylate synthase (TS), were synthesized, and their in vitro antitumor activity was evaluated by measuring the cell growth inhibitory activity against cancer cell lines. The target compounds were cytotoxic against CCRF-CEM, human T-cell acute lymphoblastic leukemia, with the cell growth inhibitory activity $(IC_{50})$ of $0.8{\sim}8.3\;{\mu}M$. Among the three compounds, 3-amino analog 7 was 10- and 3.5-fold more cytotoxic compared to the 3-methyl analogs 8 and 9, and its cytotoxicity was similar to that of the reference compound with the $IC_{50}$ value of $0.83\;{\mu}M$. This result was supposed as the consequence of the fact that dihydropyrroloquinazolinone ring with amino group was able to bind well in the active site of TS. In the case of 3-methyl analogs, analog 9, which has two-carbon bridge between the dihydropyrroloquinazolinone ring and benzoyl-L-glutamic acid, was 3-times more potent in cytotoxicity than analog 8 which has one-carbon bridge, and this result indicates that the distance and conformational orientation of the benzoyl-L-glutamic acid moiety with respect to the tricyclic ring may also be a crucial determinant of cell growth inhibitory activity.

• Korean Journal of Construction Engineering and Management
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• v.24 no.2
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• pp.37-49
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• 2023

In this study, we proposed resource allocation methodologies to improve the productivity of steel bridge manufacturing plants based on the constraint theory which is very popular in the area of manufacturing industries. To this end, after defining the painting process as a bottleneck, three resource allocation methodologies were developed: Operation Specific Resource Allocation (OSRA), Product Specific Resource Allocation (PSRA), and General Resource Allocation (GRA). As a result of experiments for performance evaluation using a simulation model of the steel bridge supply chain, GRA showed the best performance in terms of the Number of Work-In-Process (NWIP) and Waiting Time (WT), in particular, as workload itself and its variability were increased, the performance gap with the specific resource allocation became further deepened. On average, GRA reduced NWIP by 36.2% and WT by 34.6% compared to OSRA, and reduced NWIP by 71.0% and WT by 70.4% compared to PSRA. The reduction of NWIP and WT means alleviating the bottleneck of the painting process, which eventually means that the productivity of the steel bridge manufacturing plant has improved.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.19 no.8
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• pp.545-551
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• 2018

For domestic application of the temperature gradient model proposed by foreign design standards, a specimen of steel box girder bridge was fabricated with the following dimensions: 2.0 m width, 2.0 m height and 3.0 m length. Temperature was measured using 24 temperature gauges during the summer of 2016. The reliability of the measured data was verified by comparing the measured air temperature with the ambient air temperature of the Korea Meteorological Administration. Of the measured gauges, four temperature gauges that can be compared with the temperature difference of the Euro code were selected and used to analyze the distribution of the measured temperatures at each point. The reference atmospheric temperature for the selection of the maximum temperature difference was determined by considering the standard error. Maximum and minimum temperatures were calculated from the four selected points and the resulting temperature difference was calculated. The model for the temperature difference in the steel box girder bridge was shown by graphing the temperature difference. Compared to the temperature distribution of the Euro code, the presented temperature difference model showed a temperature difference of $0.9^{\circ}C$ at the top and of $0.3^{\circ}$ to $0.4^{\circ}C$ at the intermediate part. These results suggested that the presented model could be considered relatively similar to the Euro code The calculated standard error coefficient was 2.71 to 2.84 times the standard error and represents a range of values. The proposed temperature difference model may be used to generate basic data for calculating the temperature difference in temperature load design.

• Tunnel and Underground Space
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• v.9 no.3
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• pp.185-193
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• 1999

This paper presents results of dynamic analysis for a bridge in intersection part of two tunnels subjected to moving vehicle load. Since such a bridge system is very unusual due to the fact that it is located in tunnel, the dynamic characteristics of the structure can not be assumed as conventional one. The structure investigated in this study it a reinforced concrete bridge in the intersection part of Namsan Tunnel-1 and Tunnel-2 in Seoul. It is supported by temporary steel structure which shall be constructed during the period of replacing lining in Tunnel-2. Dynamic analysis was carried out for the system using a finite element model constructed by general purpose FE program SAP2000. For this purpose, the structure, lining of tunnels, and surrounding rock were represented by finite elements, while the rock region it truncated and on its outer boundary viscous dampers were placed to simulate radiation of elastic waves generated tunnels. Several types of vehicle with various driving velocities were considered in this analysis. The FE model including vehicle loadings was verified by comparing calculated peak particle velocity with the measured one. From the analysis, the impart factor for the bridge was estimated as 0.21, which indicates that the use of upper bound for the impact factor in design code is reasonable for this kind of bridge system.

• The Transactions of the Korean Institute of Electrical Engineers P
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• v.63 no.3
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• pp.125-130
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• 2014

This paper is research result for a development of solar cell silicon ingot glowing(SCSIG) PWM converter system for 120[kW] 3[kA]. The system include 3-phase AC-DC rectifier diode converter of input voltage AC 460[V] and 60[Hz], DC-AC single phase full bridge PWM inverter of high frequency, AC-DC single-phase full wave rectifier using center-tapped of transformer for low voltage 50[V] and large current 3,000[A], carbon resistor load 0.2 [$m{\Omega}$]. PWM switching frequency for IGBT inverter control set 15KHz. The suggested researching contents are designed data sheets of power converter system, PSIM simulation, operating characteristics and analysis results of developed SCSIG system.

• Computers and Concrete
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• v.1 no.3
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• pp.325-354
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• 2004

Slabs in buildings and bridge decks, which are restrained against lateral displacements at the edges, have ultimate strengths far in excess of those predicted by analytical methods based on yield line theory. The increase in strength has been attributed to membrane action, which is due to the in-plane forces developed at the supports. The benefits of compressive membrane action are usually not taken into account in currently available design methods developed based on plastic flow theories assuming concrete to be a rigid-plastic material. By extending the existing knowledge of compressive membrane action, it is possible to design slabs in building and bridge structures economically with less than normal reinforcement. Recent research on building and bridge structures reflects the importance of membrane action in design. This paper describes the finite element modelling of membrane action in reinforced concrete slabs through optimisation of a simple concrete model. Through a series of parametric studies using the simple concrete model in the finite element simulation of eight fully clamped concrete slabs with significant membrane action, a set of fixed numerical model parameter values is identified and computational conditions established, which would guarantee reliable strength prediction of arbitrary slabs. The reliability of the identified values to simulate membrane action (for prediction purposes) is further verified by the direct simulation of 42 other slabs, which gave an average value of 0.9698 for the ratio of experimental to predicted strengths and a standard deviation of 0.117. A 'deflection factor' is also established for the slabs, relating the predicted peak deflection to experimental values, which, (for the same level of fixity at the supports), can be used for accurate displacement determination. The proposed optimised concrete model and finite element procedure can be used as a tool to simulate membrane action in slabs in building and bridge structures having variable support and loading conditions including fire. Other practical applications of the developed finite element procedure and design process are also discussed.