• Transactions of the Korean Society of Automotive Engineers
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• v.14 no.1
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• pp.79-85
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• 2006

CFRP(Carbon Fiber Reinforced Plastics) of the advanced composite materials as structural materials for vehicle, has a wide application in light-weigh structural materials of airplanes, ships and automobiles because of high strength and stiffness, However, there is a design variable to be considered in practical application of the laminate composite materials, these materials are vulnerable to transverse impact. This paper is to study the effects of stacking sequence and curvature on the penetration characteristics of composite laminate shell. They are stacked to $[0_3/90_3]S,\;[90_3/0_3]s\;and\;[0_2/90_3/0]s,\;[90_2/0_3/90]s$ and their interlaminar number two and four. They are manufactured to various curvature radius (R=100, 150, 200mm and $\infty$), When the specimen is subjected to transverse impact by a steel ball, the velocity of the steel ball was measured both before and after impact by determing the time for it to pass two ballistics-screen sensors located a known distance apart. The critical penetration energy of specimen A and B with less interfaces were a little higher than those of C and D. As the curvature increases, the critical penetration energy increases linearly because the resistance to the in-plane deformation as well as bending deformation increases, which need higher critical penetration energy. The specimen A and C have higher critical penetration energy than B and D because of different stacking sequences. We examined crack length through a penetration test. For the specimen A with 2interfaces, the longest circumferential direction crack length were observed on the first interface from the impact point. For the specimen B 4-interface, the longest circumferential direction crack length were observed on the second interface from the impact point.

• Steel and Composite Structures
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• v.43 no.1
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• pp.19-30
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• 2022

The static strength and fatigue crack resistance of the aircraft skin structures depend on the materials used and joint type. Most of the commercial aircraft's skin panel structures are made from aluminium alloy and carbon fibre reinforced epoxy. In this study, the fatigue resistance of four joint configurations (metal/metal, metal/composite, composite/composite and composite/metal) with riveted, adhesive bonded, and hybrid joining techniques are investigated with experiments and finite element analysis. The fatigue tests were tension-tension because of the typical nature of the loads on aircraft skin panels susceptible of experimenting fatigue. Experiment results suggest that the fatigue life of hybrid joints is superior to adhesive bonded joints, and these in turn much better than conventional riveted joints. Thanks to the fact that, for hybrid joints, the adhesive bond provides better load distribution and ensures load-carrying capacity in the event of premature adhesive failure while rivets induce compressive residual stresses in the joint. Results from FE tool ABAQUS analysis for adhesive bonded and hybrid joints agrees with the experiments. From the analysis, the energy release rate for adhesive bonded joints is higher than that of hybrid joints in both opening (mode I) and shear direction (mode II). Most joints show higher energy release rate in mode II. This indicates that the joints experience fatigue crack in the shear direction, which is responsible for crack opening.

• Journal of Mechanical Science and Technology
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• v.16 no.8
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• pp.1064-1071
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• 2002

Stainless steel pipe of type 304 the with a wall thickness of 26.9 mm and the outer diameter 406.4 mm is welded by manual arc welding process. Mechanical properties and fracture toughness of type 304 stainless steel are investigated in the temperature ranging from room temperature to -162$^{\circ}C$ The results obtained are summarized as follows. The tensile strength noticeably increases as the temperature becomes lower while the yield strength is relatively insensitive to temperature. The Charpy impact energy and CTOD values become higher in the case that crack propagation direction is aligned to the transverse axis upon the rolling direction than longitudinal direction. The drop of fracture toughness is associated with the noticeable diminution of plastic component as temperature seduces from room temperature to -162$^{\circ}C$ .

• Journal of the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
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• v.23 no.1
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• pp.9-17
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• 2005

The objective of the study is to extract information about the road surfaces to be studied by analyzing asphalt concrete-paved road surface images photographed with a digital video camera. To analyze the accuracy of road surface information gained using a digital imagery processing method, it was compared and analyzed with the outcomes of control surveying. As a result, an average error of 0.0427 m in the X-axis direction, that of 0.0527 m in the Y-axis direction, and that of 0.1539 m in the Z-axis direction were found, good enough for mapping at a scale of 1:1,000 or less and GIS data. Besides, information on road surface assessment factors such as crack ratio, the amount of rutting and profile index was gained by analyzing processed digital imagery. This information made it possible to conduct road surface assessment by generating PSI and MCI. As quality digital image information has been gathered from roads and stored, important fundamental data on PMS (Pavement Management System) will become available in the future.

• Structural Engineering and Mechanics
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• v.66 no.5
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• pp.569-582
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• 2018

Effects of crack separation, bridge area, on the tensile behaviour of concrete are studied experimentally and numerically through the Brazilian tensile test. The physical data obtained from the Brazilian tests are used to calibrate the two-dimensional particle flow code based on discrete element method (DEM). Then some specially designed Brazilian disc specimens containing two parallel cracks are used to perform the physical tests in the laboratory and numerically simulated to make the suitable numerical models to be tested. The experimental and numerical results of the Brazilian disc specimens are compared to conclude the validity and applicability of these models used in this research. Validation of the simulated models can be easily checked with the results of Brazilian tests performed on non-persistent cracked physical models. The Brazilian discs used in this work have a diameter of 54 mm and contain two parallel centred cracks ($90^{\circ}$ to the horizontal) loaded indirectly under the compressive line loading. The lengths of cracks are considered as; 10 mm, 20 mm, 30 mm and 40 mm, respectively. The visually observed failure process gained through numerical Brazilian tests are found to be very similar to those obtained through the experimental tests. The fracture patterns demonstrated by DEM simulations are mostly affected by the crack separation but the tensile strength of bridge area is related to the fracture pattern and failure mechanism of the testing samples. It has also been shown that when the crack lengths are less than 30 mm, the tensile cracks may initiate from the cracks tips and propagate parallel to loading direction till coalesce with the other cracks tips while when the cracks lengths are more than 30 mm, these tensile cracks may propagate through the intact concrete itself rather than that of the bridge area.

• Transactions of the Korean Society of Mechanical Engineers
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• v.9 no.2
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• pp.150-157
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• 1985

In terms of behavior of fatigue cracks propagated after build-up around the artificial drilled miro-hole, this study has been made of the build-up process of slips and micro cracks, behavior of micro-crack propagation and the definition of fatigue limit under the rotating bending stress with low carbon steel. The results of this study are as follows: (1) The fatigue limit is the repropagating critical stress for the nonpropagating cracks which have grown to some limit around the micro-hole in regard of the magnitude of micro-hole. (2) Behavior of the slips and micro-cracks initiation are occurring simultaneously in front and in rear of micro-hole tips in the view of the rotational direction, regardless of the magnitude of micro-hole. (3) Behavior of fatigue crack propagation is different from magnitude of micro-hole, its behavior is propagation of single crack about respectively large hole, but about respectively small hole, fatigue crack propagated joining phenomena of micro-cracks. (4) The behavior of fatigue fracture is affected by the factor of its defects in the view of magnitude of micro-hole when the diameter of the micro-holes are smaller than 50.mu.m, and this is also affected with the size effect of micro-hole diameter.

• Proceedings of the Korean Geotechical Society Conference
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• 1988.06c
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• pp.3-67
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• 1988

Model studies on the response of homgeneous earth embankment dams subjected to strike-slip fault movement have been penomed via centrifuge and finite element analysis. The centrifuge model tests have shown that crack development in earth embankment experiences two major patters: shear failure deep inside the embankment and tension failure near the surface. The shear rupture zone develops from the base level and propagates upward continuously in the transverse direction but allows no open leakage chnnel. The open tensile cracks develop near the surface of the embankment, but they disappear deep in the embankment. The functional relationship has been developed based on the results of the centrifuge model tests incorporating tile variables of amount of fault movement, embankment geometry, and crack propagation extent in earth des. This set of information can be used as a guide line to evaluate a "transient" safety of the duaged embankment subjected to strike-slip fault movement. The finite element analysis has supplemented the additional expluations on crack development behavior identified from the results of the centrifuge model tests. The bounding surface time-independent plasticity soil model was employed in the numerical analysis. Due to the assumption of continuum in the current version of the 3-D FEM code, the prediction of the soil structure response beyond the failure condition was not quantitatively accurate. However, the fundamental mechanism of crack development was qualitatively evaluated based on the stress analysis for the deformed soil elements of the damaged earth embankment. The tensile failure zone is identified when the minor principal stress of the deformed soil elements less than zero. The shear failure zone is identified when the stress state of the deformed soil elements is at the point where the critical state line intersects the bounding surface.g surface.

• Journal of the Korea Society of Computer and Information
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• v.12 no.2 s.46
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• pp.77-82
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• 2007

In this paper, we proposed the image processing techniques for extracting the cracks in a concrete surface crack image and the enhanced Max-Min neural network for recognizing the directions of the extracted cracks. The image processing techniques used are the closing operation or morphological techniques, the Sobel masking for extracting for edges of the cracks, and the iterated binarization for acquiring the binarized image from the crack image. The cracks are extracted from the concrete surface image after applying two times of noise reduction to the binarized image. We proposed the method for automatically recognizing the directions of the cracks with the enhanced Max-Min neural network. Also, we propose an enhanced Max-Min neural network by auto-tuning of learning rate using delta-bar-delta algorithm. The experiments using real concrete crack images showed that the cracks in the concrete crack images were effectively extracted and the enhanced Max-Min neural network was effective in the recognition of direction of the extracted cracks.

• Journal of the Korean Geotechnical Society
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• v.19 no.2
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• pp.171-178
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• 2003

Wing and secondary cracks are unique types of cracks observed in rock masses subjected to uniaxial and biaxial compressive loading conditions. In this study, morphological features of wing and secondary cracks developed in gypsum specimens are investigated in the macro and micro scales. Along the path of wing crack, microtensile cracks are observed. Microtensile cracks coalesce with pores and show branch phenomenon. From the onset of the wing crack, multiple initiations of microtensile cracks are observed. Microtensile cracks show tortuous propagation paths and relatively constant aperture of the cracks during the propagation. It is shown that microtensile cracks propagate by splitting failure. At the micro scale, microfsults are observed in the path of the secondary cracks. Along the path of the secondary cracks, separation of grains and conglomerate grains, oblique microfaults, and irregular aperture of microfault are observed. These features show that the secondary cracks are produced in shear mode. The measured sizes of fracture process zone across the propagation direction near the tip of wing and secondary cracks range from 10$\mu{m}$ to 20$\mu{m}$ far wing cracks and from 100$\mu{m}$ to 200$\mu{m}$ for secondary cracks, respectively.

• Electrical & Electronic Materials
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• v.10 no.6
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• pp.519-527
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• 1997

The micro crack was occurred where the stress concentrated by the thermal stress which was induced during the cooling period after molding process or by the various reliability tests. In order to estimate the possibility of development from inside micro crack to outside fracture, the fracture toughness of EMC should be measured under the various applicable condition. But study was conducted very rarely for the above area. In order to provide a was to decide the fracture resistance of EMC (Epoxy Molding Compound) of plastic package which is produced by using transfer molding method, measuring fracture is studied. The specimens were made with various EMC material. The diverse combination of test conditions, such as different temperature, temperature /humidity conditions, different filler shapes, and post cure treatment, were tried to examine the effects of environmental condition on the fracture toughness. This study proposed a way which could improve the reliability of LOC(Lead On Chip) type package by comparing the measured $J_{IC}$ of EMC and the calculated J-integral value from FEM(Finite Element Method). The measured $K_{IC}$ value of EMC above glass transition temperature dropped sharply as the temperature increased. The $K_{IC}$ was observed to be higher before the post cure treatment than after the post cure treatment. The change of $J_{IC}$ was significant by time change. J-integral was calculated to have maximum value the angle of the direction of fracture at the lead tip was 0 degree in SOJ package and -30 degree in TSOP package. The results FEM simulation were well agreed with the results of measurement within 5% tolerance. The package crack was proved to be affected more by the structure than by the composing material of package. The structure and the composing material are the variables to reduce the package crack.ack.