• KCI Concrete Journal
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• v.14 no.2
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• pp.61-68
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• 2002

An experimental investigation on the flexural fatigue behavior of a RC bridge slab retrofitted with Carbon Fiber Sheet (CFS) is presented. The test slab was almost identical to the slab of a highway viaduct in terms of the amount of reinforcement, quality of concrete and thickness of the slab, which was 18cm. Repeated load corresponding to 3.0, 4.5 or 6.0 times of the design load was applied to the test slab. Normal type and high-elastic modulus type of CFS were used for strengthening. The test slabs were loaded in dry or wet condition. Two different types of an-choring system were adapted. Some of the test slabs were damaged by the repeated load and retrofitted by CFS, then loaded again to see the improvement of the fatigue life. Infrared Thermography was also performed to investigate the debonding condition of CFS. From the test results, Carbon Fiber Sheet can be applied to the RC bridge slabs as a feasible retrofitting material.

• Journal of the Korean Recycled Construction Resources Institute
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• v.11 no.4
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• pp.355-363
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• 2023

In safety assessment of a aged bridge, dynamic characteristics and displacement are directly related to the rigidity of the structural system, especially displacement is the most important factor as the physical quantity that the bridge user can directly detect. However, in order to measure the displacement of the bridge, it is difficult to install displacement sensors at the bottom of the bridge and conduct traffic blocking and loading tests, resulting in increased costs or impossible measurements depending on the bridge's environment. In this study, a method of measuring the displacement of a bridge using only accelerometers without installing displacement sensors and ambient vibration without a loading test was proposed. For the analysis of bridge dynamic characteristics and displacement using ambient vibration, the mode shape and natural frequency of the bridge were extracted using a TDD technique known to enable quick analysis with simple calculations, and the unit load displacement of the bridge was analyzed through flexibility analysis to calculate static displacement. To verify this proposed technology, an on-site test was conducted on C Bridge, and the results were compared with the measured values of the loading test and the structural analysis data. As a result, it was confirmed that the mode shape and natural frequency were 0.42 to 1.13 % error ratio, and the maximum displacement at the main span was 3.58 % error ratio. Therefore, the proposed technology can be used as a basis data for indirectly determine the safety of the bridge by comparing the amount of displacement compared to the design and analysis values by estimating the displacement of the bridge that could not be measured due to the difficulty of installing displacement sensors.

• The Journal of Korean Academy of Prosthodontics
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• v.49 no.2
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• pp.101-105
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• 2011

The purpose of this study was to assess the marginal fit of three-unit bridges produced using LAVA CAD/CAM (computer-aided design/computer-aided manufacturing) system and conventional PFG in vitro. Materials and methods: #11, 13 resin teeth were prepared on dentiform, then duplicated. Twenty resin models were fabricated, ten for PFG 3-unit bridges and ten for LAVA 3-unit bridges. Each bridge was cemented on the resin model. Marginal discrepancy was measured with stereoscopic microscope (Nikon DS-Fi 1, Nikon, Japan) at a magnification of ${\times}75$. Independent t-test was done for the statistical analysis. Results: The mean marginal discrepancy values and standard deviations of the PFG bridges was $97.1{\pm}18.7\;{\mu}m$ for incisors, $76.6{\pm}21.8\;{\mu}m$ for canines; that of the LAVA bridges was $90.4{\pm}26.7\;{\mu}m$ for incisor, $110.2{\pm}30.2\;{\mu}m$ for canines. The mean marginal discrepancy between PFG and LAVA for incisor did not show significant difference (P<.05). But for canine, the mean marginal discrepancy of PFG bridges was smaller than that of LAVA bridges (P<.05). Conclusion: The LAVA CAD/CAM 3-unit bridges and the PFG 3-unit bridges showed clinically acceptable marginal discrepancy.

• Transactions on Electrical and Electronic Materials
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• v.7 no.3
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• pp.103-107
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• 2006

In this paper, a CMOS complementary bridge rectifier for driving RFID transponder chips is presented. The proposed RFID CMOS complementary bridge rectifier is designed with two NMOSs at the input, which are configured by cross-connected gate structures, and two PMOSs and two NMOSs at the output, which are configured by diode-connected MOS structures. Output characteristics of the proposed rectifier are analyzed with the high frequency small-signal equivalent circuit and verified with SPICE for RFID operating frequencies of 13.56 MHz HF for ISO 18000-3, 915MHz UHF for ISO 18000-6, and 2.45 GHz microwave for ISO 18000-4. Simulation results show well-rectified and high enough DC output voltages for driving the low power microchip in the RFID transponder for the frequency range from HF to microwave. DC output voltages are dropped by only around 0.7 V from the input peak-to-peak voltages.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.35 no.3
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• pp.149-158
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• 2022

As a bridge ages, its mechanical properties and structural performance deteriorate, degrading its seismic performance during a strong earthquake. In this study, the aging of piers and bridge bearings was quantified in several stages and reflected in the analysis model, enabling the evaluation of the member-level seismic fragility of these bearings. Moreover, by assuming that the failure mechanism of a bridge system is a series system, a method for evaluating the system-level seismic fragility based on the member-level seismic fragility analysis result is formulated and proposed. For piers with rubber and lead-rubber bearings (members vulnerable to aging effects), five quantitative degrees of aging (0, 5, 10, 25, and 40%) are assumed to evaluate the member-level seismic fragility. Then, based on the result, the system-level seismic fragility evaluation was implemented. The pier rather than the bridge bearing is observed to have a dominant effect on the system-level seismic fragility. This means that the seismic fragility of more vulnerable structural members has a dominant influence on the seismic fragility of the entire bridge system.

• Structural Engineering and Mechanics
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• v.59 no.4
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• pp.703-718
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• 2016

Masonry arch bridges present a large segment of Iranian railway bridge stock. The ever increasing trend in traffic requires constant health monitoring of such structures to determine their load carrying capacity and life expectancy. In this respect, the performance of one of the oldest masonry arch bridges of Iranian railway network is assessed through field tests. Having a total of 11 sensors mounted on the bridge, dynamic tests are carried out on the bridge to study the response of bridge to test train, which is consist of two 6-axle locomotives and two 4-axle freight wagons. Finite element model of the bridge is developed and calibrated by comparing experimental and analytical mid-span deflection, and verified by comparing experimental and analytical natural frequencies. Analytical model is then used to assess the possibility of increasing the allowable axle load of the bridge to 25 tons. Fatigue life expectancy of the bridge is also assessed in permissible limit state. Results of F.E. model suggest an adequacy factor of 3.57 for an axle load of 25 tons. Remaining fatigue life of Veresk is also calculated and shown that a 0.2% decrease will be experienced, if the axle load is increased from 20 tons to 25 tons.

• Journal of the Korea institute for structural maintenance and inspection
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• v.27 no.3
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• pp.30-37
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• 2023

The PSCB girder bridge is a closed cross-section in which the top and bottom flanges and the web are integrated, and the structural characteristics are generally different from the bridges in which the girder and the floor plate are separated, so a maintenance plan that reflects the characteristics of the PSCB girder bridge is required. As a result of analyzing damage types by collecting detailed safety diagnosis reports of highway PSCB girder bridges, most of the deterioration and damage occurring during use is concentrated on the top flange. In particular, cracks in the bridge direction on the underside of the top flange occurred in about 70 % of the PSCB girder bridges to be analyzed, and these cracks were judged to be caused by indirect loads such as heat of hydration and drying shrinkage rather than structural cracks caused by external loads. In order to improve durability and reduce maintenance costs of PSCB girder bridges in use, it is necessary to control restraint drying shrinkage cracks from the design stage. Therefore, in this paper, the cracks caused by drying shrinkage under restraint, which is the main cause of cracks under the flanges of the top part of the PSCB girder bridge, were directly calculated using the Gilbert Model, and the influencing factors such as the amount of reinforcing bars, diameter and spacing of reinforcing bars were analyzed. As a result of the analysis, it was found that the crack width caused by restraint drying shrinkage exceeded the allowable crack width of 0.2 mm for reinforcing bars with a reinforcing bar ratio of 0.01 or less based on the H16 reinforcing bar and a reinforcing bar with a diameter greater than H19 based on the reinforcing bar ratio of 0.01. Finally, based on the results of the crack width review, a method for controlling the crack width of the top flange of the PSCB girder bridge was proposed.

• Journal of Digestive Cancer Reports
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• v.9 no.2
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• pp.43-49
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• 2021

Background/Aims: Colonic stenting as a bridge to elective surgery is an alternative for emergency surgery in patients with acute malignant colonic obstruction. However, since its benefits are uncertain, we aimed to establish whether it has better clinical outcomes. Methods: The patients with acute malignant left-sided colon obstruction enrolled from January 2009 to December 2018 in National Health Insurance Service Ilsan Hospital. The patients were enrolled to undergo colonic stenting as a bridge to elective surgery or emergency surgery. The following oncological outcomes were assessed: incidence of complete remission, disease progression, local recurrence, and systemic recurrence. Results: Out of 40 patients, 33 received self-expanding metallic stent (SEMS) as a bridge-to-surgery, and 7 underwent emergency surgery. More stoma was made in case of emergency surgery with statistical significance (p < 0.001). There were no significant differences in complete remission rate in curable left-sided malignant colonic obstruction between SEMS as a bridge-to-surgery and emergency surgery. Complete remission was achieved for 3 patients (42.9%) in the non-stent group and 27 patients (81.8%) in the stent group. There was no statistically significant difference in oncologic outcomes between the two groups (p = 0.069). According to multi-variate analysis, advanced TNM stage, Adjuvant chemotherapy, and SEMS bridge-to-surgery were significantly associated with disease-free survival. Disease-free survival rate differed significantly between the two groups (p = 0.024). Conclusions: SEMS as a bridge-to-surgery might be an effective strategy and reduce stoma formation in acute malignant left-sided colon obstruction.

• Structural Engineering and Mechanics
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• v.72 no.2
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• pp.169-180
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• 2019

The underlying mechanism of the wind-induced vibration of the hangers of the suspension bridges is still not fully understood at present and hence is comprehensively examined in this study. More specifically, a series of field measurements on the No. 2 hanger of the Xihoumen Bridge was first carefully conducted. Large amplitude vibrations of the hanger were found and the oscillation amplitude of the leeward cable was obviously larger than that of the windward cables. Furthermore, the trajectory of the leeward cable was close to an ellipse, which agreed well with the major characteristics of wake-induced vibration. Then, a theoretical model for the wake-induced vibration based on a 3-D continuous cable was established. To obtain the responses of the leeward cable, the finite difference method (FDM) was adopted to numerically solve the established motion equation. Finally, numerical simulations by using the structural parameters of the No. 2 hanger of the Xihoumen Bridge were carried out within the spatial range of $4{\leq}X{\leq}10$ and $0{\leq}Y{\leq}4$ with a uniform interval of ${\Delta}X={\Delta}Y=0.25$. The results obtained from numerical simulations agreed well with the main features obtained from the field observations on the Xihoumen Bridge. This observation indicates that the wake-induced vibration might be one of the reasons for the hanger oscillation of the suspension bridge. In addition, the effects of damping ratio and windward cable movement on the wake-induced vibration of the leeward cable were numerically investigated.

• Journal of applied mathematics & informatics
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• v.27 no.5_6
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• pp.1307-1318
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• 2009

An infinite locally finite plane graph is an LV-graph if it is 3-connected and VAP-free. In this paper, as a preparatory work for solving the problem concerning the existence of a spanning 3-tree in an LV-graph, we investigate the existence of a spanning 3-forest in a bridge of type 0,1 or 2 of a tight semi ring in an LV-graph satisfying certain conditions.