• Explosives and Blasting
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• v.33 no.1
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• pp.1-12
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• 2015

In this study, the domestic bench blasting sites were researched to set the blast coefficient C according to the type of rock and type of industry. With the use of the experimental data on the representative industrial explosives and the data of the manufacturers'data on explosives, powder coefficient e was set up. The blast coefficient C was 0.21~0.30 when the average value for 5 representative kinds of rocks including granite was searched. The blast coefficient C for quarrying, mining and construction sites were 0.22, 0.13 and 0.26 respectively. On the other hand, powder coefficient e was obtained in four elements such as reactive energy, ballistic mortar test, VOD, Langefors'strength per unit weight. e value for emulsion which is one of the representative explosives was found to be 1 while those of high performance emulsion and ANFO were found to be 0.9 and 1, respectively.

• Journal of Korean Tunnelling and Underground Space Association
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• v.20 no.2
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• pp.405-421
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• 2018

In most of cases, the wall friction coefficients applied for local tunnel design are quoted directly from foreign data or local design guideline. In the previous studies, the wall friction coefficient was estimated using the velocity decay method. However, it is difficult to estimate the wall friction coefficient when the convergence wind velocity in the tunnel is negative (-) or if there is a change in the natural wind. Therefore, in this study, the wall friction coefficient is estimated by applying the dynamic simulation technique in addition to the conventional the velocity decay method. As a result of the analysis, the coefficient of wall friction in the tunnels for the total of 9 tunnels (18 tubes both directions) was 0.011~0.025, and the mean value was estimated to be 0.020. In addition, the wall friction coefficient obtained quantitatively through this study was compared with the current design criteria.

• International Journal of Automotive Technology
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• v.5 no.3
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• pp.215-219
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• 2004

A vehicle structure needs to be more precisely analyzed because of complexities and varieties. Structural fatigue which is generated by fluctuations of stresses during the service life of a mechanical system is the primary concern in the structural design for safety. A fatigue life is difficult to obtain in structural components during the service life of mechanical systems since the fluctuating stress contributes to fatigue. This study introduces new procedures to measure the lethargy coefficient and to predict the fatigue life of a mechanical structure by using molecular dynamic simulation. A lethargy coefficient is the total defect-estimating coefficient, which was obtained by using the results of a simple tensile test in this study. With this lethargy coefficient, fatigue life was estimated. The proposed method will be useful in predicting the fatigue life of a structurally-modified vehicle design. The effectiveness of the proposed method using lethargy coefficient measurement to predict the fatigue life of a structure was examined by applying this method to predict the fatigue life of SS41 steel, used extensively as material of vehicle structures. Two types of specimen such as pre-cracked plate and simple plate is discussed. equation of fatigue life using the lethargy coefficient and failure time, both obtained from a simple tensile test, will be useful in engineering. This measurement and prediction technology will be extended for use in analysis of any geometric shapes of modified automotive structures.

• Journal of the Korean Institute of Telematics and Electronics S
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• v.35S no.8
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• pp.86-95
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• 1998

Intra-frame video compression, which cannot make use of temporal predictions, requires much higher bit rates compared with inter-frame schemes. In order to reduce bit rates, intra-frame predictive coding methods in DCT domain have been studied especially within the framework of the MPEG-4 video coding standard currently being developed. In this paper, we propose novel intra-frame predictive coding methods in DCT domain with the marginal complexity increase over the conventional methods . The proposed methods consist of a DC coefficient prediction method and two AC coefficient prediction methods. The proposed methods consist of a DC coefficient prediction method and two AC coefficient prediction methods. The proposed DC coefficient prediction method makes it possible to adaptively select the prediction directions without overhead bits, by comparing gradients of DC coefficients from neighboring blocks. As the AC coefficient prediction methods, first, we present an effective method which can improve the prediction directions of the MPEG-4 scheme by considering the DC coefficient of the current block to be coded. And, we present another effective method that decision on the prediction is carried out for each AC coefficient. Simulation results show that substantial bit savings can be achieved by the proposed methods.

• Journal of architectural history
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• v.21 no.3
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• pp.7-28
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• 2012

This study is intended to Mindori structure which is general private houses' structural type among traditional types and is a basic study to confirm structural characteristics of Hwatong connection which is general connection type of column-beam-cross beam. It is aimed to analyze how main member, column, such as size, figure, thickness of Sungetuk and Dugeup affect on structure. Following conclusions are drawn. 1. According to connection conditions, models with big coefficient of friction show stable hysteretic behavior until the angle rotation of member reaches 1/60 and models with small coefficient of friction show dramatical increase in load after the angle rotation of member reaches 1/24. After the angle rotation of member reaches 1/30, separation distance of members is identified physically and cracks are not observed. 2. Specimens with big coefficient of friction show similar inner force regardless of column size(except column size 150mm) and models with small coefficient of friction show increasing inner force as the column size increases. Specimens with same sectional area have similar inner force even though the column figures are different. The thickness of Sungetuk and Dugeup doesn't affect inner force greatly, however, when the thickness of Sungetuk is thin, it could lead to failure of structure as it breaks. 3. The bigger the size of column and the coefficient of friction are, the smaller Bending stiffness depreciation ratio is. 4. Energy Dissipation Efficiency differs from the coefficient of friction. When the coefficient of friction is big, square column shows bigger than round one and it is bigger when the thickness of Sungetuk and Dugeup is thicker. When the coefficient of friction is small, round column shows bigger than square one.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.24 no.3
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• pp.228-234
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• 2012

Two-dimensional hydraulic experiments for wave overtopping under non-breaking wave condition are conducted. The wave overtopping formula for vertical structure is suggested and the results are compared with EurOtop (2007). The relative water depth coefficient (${\gamma}_{kh}$) shows that almost the same coefficient is obtained for certain range (kh > 1.55) regardless of relative water depth, that is, although the relative water depth becomes larger, the relative water depth coefficient is almost same. When the wave steepness becomes larger the wave steepness coefficient decreases. The overtopping formula are expressed by relative freeboard(R) and non-dimensional wave overtopping rate(Q) and this formula has the form of exponential function. In this formula, the effects of wave period on wave overtopping are quantitatively investigated and suggested through the relative water depth coefficient(${\gamma}_{kh}$) and wave steepness coefficient(${\gamma}_s$).

• Proceedings of the Korean Vacuum Society Conference
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• 1998.02a
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• pp.44-44
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• 1998

It was observed that the friction coefficient decreased with increasing Si concentration in the l ilms. Furthermore, the friction behavior became more s때ble even when very small amount of S Si of less than 0.5 at. % was incorporatA:회 By analyzing the composition of the debris f formed, we could show that the low and stabilized friction coefficient is in마nately relatA:었 w with the formation of the Si rich oxide debris. These result supports the mechanism that the h hydrated silica debris is the reason for low friction coefficient in humid environment. Second e evidence of the role of Si rich oxide debris could be found in the triOO-chemical reactions d during initial stage of triho-test. When the Si concen$\sigma$ation was less than 5 at.%, initial t transient period of high friction coefficient was commonly observed. Mter the transient period, m the friction coefficient becomes lower with increasing contact cycles. The initial $\sigma$ansient p peri여 becomes shorter and the starting and maximum friction coefficients in $\sigma$ansient 야,riod d decreased with increasing Si concentration. Composition of the debris on the wear scar s surface was analyzed by Auger spe따'Oscopy at v뼈ous stages in the initial transient period. W We observed that when the friction coefficient increased in earlier stage of the $\sigma$'ansient p period, iron and oxygen was observed in the debris. However, decrease in the 당iction c coefficient in the later stage of the transient period was associated with the formation of s silicon rich oxide debris. This result also supports the friction mechanism of Si-DLC films t that the formation of Si rich oxide debris results in low friction coefficient in ambient a atmosphere. atmosphere.

• Transactions of Materials Processing
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• v.8 no.3
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• pp.247-247
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• 1999

The segregation (distribution) of nickel and the composition of its constituents influence the low thermal expansion characteristics (Invar effect) in Fe-30 wt.% Ni-12.5 wt.% Co-xC Invar alloy. The change of coefficient of the thermal expansion and magnetic properties were studied as an aspect of carbon addition causing the segregation of Ni in primary austenite of as-cast Fe-30 wt.% Ni-12.5 wt.% Co Invar alloy. The coefficient of thermal expansion of Fe-30 wt.% Ni-12.5 wt.% Co-xC Invar alloy showed its lowest value at 0.08 wt.% carbon, increased with increasing carbon content in the range of 0.08-1.0 wt.%C, kept constant at 1.0-2.0 wt.%C and decreased at carbon higher than 2.0 wt.%. The effective distribution of the coefficient of nickel in as-cast Fe-30 wt.% Ni-12.5 wt.% Co-xC Invar alloy increased with increasing carbon content. The volume fraction of they phase of Fe-30 wt.% Ni-12.5 wt.% Co-xC alloy increased with increasing carbon content. The microstructure of Fe-30 wt.% Ni-12.5 wt.% Co-xC alloy changed with the carbon content was independent of the coefficient of thermal expansion. The Curie temperature changed linearly with the carbon content and was similar to the change of the coefficient of thermal expansion. Moreover, the coefficient of thermal expansion decreased when the ratio of saturation magnetization to Curie temperature ($\sigma_s/T_c$) increased, decreasing the Curie temperature and showed a specific relationship with the magnetic properties of the Fe-30 wt.% Ni-12.5 wt.% Co-xCInvar alloy.

• The Journal of Engineering Geology
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• v.30 no.2
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• pp.175-184
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• 2020

In Korea, there are many regulations and cases for horizontal seismic coefficient to pseudo-static analysis of slope, but there are insufficient regulations and cases for vertical seismic coefficient. Therefore, geological investigation and laboratory tests were conducted to analyze the effect of the vertical seismic coefficient on slope stability, and pseudo-static analyses based on infinite slope stability analysis were performed by using those results. As a result, if the earthquake magnitude is less than M 5.0, the effect of the vertical seismic coefficient is not significant, and if the earthquake magnitude is more than M 6.0, the vertical seismic coefficient largely increases the unstable areas of Fs ≤ 1.1. These tendency is more distinct in rainfall condition than without rainfall condition.

• Journal of Korean Association for Spatial Structures
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• v.18 no.2
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• pp.59-67
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• 2018

Various pilotis are installed in the lower part of high rise buildings. Strong winds can generate sudden airflow around the pilotis, which can cause unexpected internal airflow changes and may cause damage to the exterior of the piloti ceiling. The present study investigates the characteristics of peak wind pressure coefficient for the design of piloti ceiling exteriors by conducting wind pressure tests on high rise buildings equipped with penetration-type and end-type pilotis in urban and suburban areas. The minimum peak wind pressure coefficient for penetration-type piloti ceilings ranges from -2.0 to -3.3. Minimum peak wind pressure coefficient in urban areas was 30% larger than in suburban areas. In end-type piloti ceilings, maximum peak wind-pressure coefficient ranges from 0.5 to 1.9, and minimum peak wind-pressure coefficient ranges from -1.3 to -3.6. With changes in building height, peak wind pressure coefficient decreases as the aspect ratio increases. Peak wind-pressure coefficient increases with taller pilotis. On the other hand, when piloti height decreases, the absolute value of the minimum peak wind pressure coefficient increases.