• Proceedings of the Korean Institute of Electrical and Electronic Material Engineers Conference
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• 2008.06a
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• pp.290-291
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• 2008

Recently High Temperature Superconductor(HTS) Tape is limelight of the applied superconducting machines. Mainly used superconducting tape are BSCCO tape and YBCO coated tape. These superconducting tape are applied such as SMES, superconducting generator and MAGLEV. Actually superconductor tape's experimental gauge is short. For this reason, experiment was conducted. Firstly length of 50cm BSCCO, YBCO Coated conductor@Cu and YBCO coated conductor@sus are prepared. and flow the over-current. Secondly, BSCCO and Coated conductor connected with lenth of 25cm and flow the over-current. Coupled line of HTS tape was compared with single line of HTS tape and these overcurrent characteristics was investigated.

• Journal of the Korea institute for structural maintenance and inspection
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• v.4 no.2
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• pp.103-111
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• 2000

The objectives of the study are to know the strain distribution and modal dynamic behaviour of steel bridge girders by actual traffic load. The live load effect depends on many parameters including the span length, gross vehicle weight, axle weight, axle configuration so on. For the estimation of static and dynamic characteristic, strain data caused by moving loads and traffic characteristics of passing vehicle under actual traffic load have measured using Bridge Weigh in Motion. To confirm the reliability of BWIM system, strain data measured using the $120{\Omega}$ strain gauge under the same condition. It is considered that the data acquired from BWIM system have reliability through the analysis and comparison between stress measured by strain data from BWIM and computed by FEM. Additionally according to the measured strain data of up-line and down-line on the highway, the up-line bridge grows more faster than the down-line bridge and girder 4 and 5 carry more load when vehicles pass the inner line and girder 2 and 3 does when vehicles pass the outer line as this case(the bridge composed with 5 girders).

• Advances in aircraft and spacecraft science
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• v.6 no.3
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• pp.225-238
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• 2019

A spike attached to a blunt nosed body significantly alters its flow field and influences the aerodynamic coefficients at hypersonic speed. The basic body is an axisymmetric, with a hemisphere nose followed by a cylindrical portion. Five different types of spikes, namely, conical aerospike, hemisphere aerospike, flat-face aerospike, hemisphere aerodisk and flat-face aerodisk are attached to the basic body in order to assess the aerodynamic characteristic. The spiked blunt body without the aerospike or aerodisk has been set to be a basic model. The coefficients of drag, lift and pitching moment were measured with and without blunt spike body for the length-to-diameter ratio (L/D) of 0.5, 1.0, 1.5 and 2.0, at Mach 6 and angle of attack up to 8 degrees using a strain gauge balance. The measured forces and moment data are employed to determine the relative performance of the aerodynamic with respect to the basic model. A maximum of 77 percent drag reduction was achieved with hemisphere aerospike of L/D = 2.0. The comparison of aerodynamic coefficients between the basic model and the spiked blunt body reveals that the aerodynamic drag and pitching moment coefficients decrease with increasing the L/D ratio and angle of attack but the lift coefficient has increasing characteristics.

• Advances in materials Research
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• v.11 no.1
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• pp.59-73
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• 2022

In the construction industry, thin-walled frame elements with very slender open cross-sections and low torsional stiffness are often subjected to a complex loading condition where axial, bending, shear and torsional stresses are present simultaneously. Hence, these often fail in instability even before the yield capacity is reached. One of the most common instability conditions associated with thin-walled structures is Lateral Torsional Buckling (LTB). In this study, a first order Generalized Beam Theory (GBT) formulation and numerical analysis of cold-formed steel lipped channel beams (C80×40×10×1, C90×40×10×1, C100×40×10×1, C80×40×10×1.6, C90×40×10×1.6 and C100×40×10×1.6) subjected to uniform moment is carried out to predict pure Lateral Torsional Buckling (LTB). These results are compared with the Finite Element Analysis of the beams modelled with shell elements using ABAQUS and analytical results based on Euler's buckling formula. The mode wise deformed shape and modal participation factors are obtained for comparison of the responses along with the effect of varying the length of the beam from 2.5 m to 10 m. The deformed shapes of the beam for different modes and GBTUL plots are analyzed for comparative conclusions.

• Geomechanics and Engineering
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• v.35 no.1
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• pp.1-11
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• 2023

A growing trend of utilizing helical piles for soft soil strata to support infrastructure projects is currently observed in Saemangeum, South Korea. Recognized mainly due to its ease of installation and reusability proves to be far more superior compared to other foundation types in terms of sustainability. This study applies modified p-y springs to characterize the behavior of a laterally loaded helical pile with a shaft diameter of 89.1 mm affixed with 3 helices evenly spaced along its embedded length of 2.5 m. Geotechnical soil properties are correlated from CPT data near the test bed vicinity and strain gauges mounted on the shaft surface. A modification factor is applied on the p-y springs to adjust the simulated data and match it to the bending moment, soil resistance and deflection values from the strain gauge measurements. The predicted lateral behavior of the helical pile through the numerical analysis method shows fairly good agreement to the recorded field test results.

• Journal of Periodontal and Implant Science
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• v.29 no.1
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• pp.233-249
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• 1999

Primary fixation is one of the most important factor in establishing adequate osseointegration between implant and bone. To evaluate the initial healing response of bone around implants without primary bone contact, this study was designed to create considerable space between implant and bone in 5 mongrel dogs, about 1-year old. After 3 holes of 6.0mm in diameter were prepared at the femur neck of the dogs, commercially pure titanium thread type implants(STERI-$OSS^{(R)}$), 8mm in length and 3.8mm, 5.0mm and 6.0mm in diameter, were inserted. Implants were supported by only nonresorbable membrane($Teflon^{(R)}$), and the penetration of upper soft tissue into the gap was inhibited by it. The each implant was positioned in the center of the drilled hole. 9 implants with different diameters were inserted in 3 dogs for histologic observation, and 12 were inserted in 2 dogs for mobility test and removal torque test.Fluorescent dyes were injected in order of Doxycycline, Alizarin Red S, and Calcein at intervals of 2 weeks. At 4-, 8-, and 12-week after placement, 3 dogs were sacrificed for histologic observation, and at 8- and 12-week after placement, 2 dogs were sacrificed for mobility test using $Periotest^{(R)}$ (Simens AG, Bensheim, Germany) and torque test using Autograph AGS-1000D $series^{(R)}$(Japan). The result were as follows: 1. The wider the gap between bone and implant was, the less bone maturity was, and the later osseointegration was occurred. Trabecular direction of new bone around implant was changed from parallel to perpendicular to the implant, and the gap was filled with new bone, over time. 2. There was a decreasing tendency over time in the mobility of all implants, but the wider gap between bone and implant was, the smaller decrease of the mobility was. 3. There was a increasing tendency over time in the removal torque gauge of all implants, and the wider gap was, the smaller increase of the removal torque gauge was. The results suggest that osseointegration in case of implant without primary bone contact may be obtained by guided bone regeneration technique with prolonged healing period, but the time of second surgery should be considered carefully.

• International Journal of Highway Engineering
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• v.11 no.2
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• pp.121-132
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• 2009

Thin bonded continuously reinforced concrete overlay(CRCO) was constructed on He existing jointed plain concrete pavement(HCP) surface at Seo-Hae-Ahn express highway in South Korea in order to evaluate its applicability and performance. Two sections of road were considered for this evaluation. In the first section, the concrete overlayer was placed and cut down to the existing layer to form transverse joints while CRCO was constructed on top of the existing layer in the second section. Early strength concrete(Type III) was utilized for both overlay sections. The depth of milling and the thickness of overlaid layer were 5 cm and 10 cm, respectively. Several vibrating wire gauges(VWG) were installed to evaluate the performance of CRCO with respect to curling, delamination, and crack propagation. As a result of the strength test, it was found that strength of the material reaches the design criteria within 1-3 days. Analysis with vibrating wire gauge(VWG) showed CRCO effectively restricts joint movement. High adhesive strength also was observed from the material regardless of length of aging. Meanwhile, transverse cracks were observed on the middle of the section where JPCP overlay was applied whereas arbitrarily cracks in transverse direction were observed on the section where CRCP was applied.

• The korean journal of orthodontics
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• v.36 no.5
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• pp.324-330
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• 2006

Objective: The purposes of this study were to evaluate the differences between sand blasted, large grit and acid-etched (SLA) treated mini-implants and smooth surface orthodontic mini-implants in relation to the removal torque as well as the histologic analysis. Methods: Custom-made, screw-shaped, titanium implants with a length of 9.5 mm and an outer diameter of 1.8 mm were divided into 2 groups; the SLA group (20 SLA treated orthodontic mini-implants) and the smooth surface group (20 smooth surface mini-implants), and placed In the tibia metaphysis of 10 rabbits. Each rabbit had 4 mini-implants placed, 2 in each tibia. The right tibia were implanted with the SLA group mini-implants and the left tibia had the smooth group mini-implants placed. Each mini-implant group were immediately applied with a continuous traction force of 150 g using a Ni-Ti coil spring. The rabbits were sacrificed 6 weeks post-surgically. Subsequently, the legs were stabilized, the Ni-Ti coil springs were removed and the mini-implants were removed under reverse torque rotation with a digital torque gauge. Results: 6 weeks after placement, the SIA group presented a higher mean removal torque value (8.29 Ncm) than the smooth group (3.34 Ncm) and histologic analysis revealed a higher new bone formation aspect along the screw in the SLA group. Conclusion: Results of this study indicates that SLA treated mini-implants may endure higher orthodontic forces without loosening.

• Journal of Korean Society of Steel Construction
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• v.17 no.6 s.79
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• pp.681-688
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• 2005

This study investigates an existing steel plate girder railroad bridge after superstructure rehabilitation to monitor static and dynamic responses using Fiber Bragg Grating (FBG) sensors. This paper also presents an experimental technique to estimate the vertical deflection of the bridge using FBG sensors. Seven FBG sensors are multiplexed in a single optical fiber and installed in parallel pairs along the length of the bridge, with one set at the top flange and the other at the bottom flange. In addition to FBG sensors, a conventional electric strain gauge and anLVDT are installed at the mid-span of the bridge for comparison. A test train consisting of one locomotive is placed at the center of the bridge to produce the maximum static effect. The train is also made to pass over the bridge at different speeds ranging from 10 km/h to 90 km/h to monitor the dynamic response of the bridge. This study demonstrates that the measured strains using the FBG sensor compared well with the readings from the electric strain gauge. The results show that the proposed instrumentation technique is capable of estimating the vertical deflection of the bridge for various loading conditions, which is crucial in structural health monitoring. Several dynamic characteristics of the bridge were also identified.

• Smart Structures and Systems
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• v.21 no.5
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• pp.687-694
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• 2018

The problem of wheel tread defects has become a major challenge for the health management of high-speed rail as a wheel defect with small radius deviation may suffice to give rise to severe damage on both the train bogie components and the track structure when a train runs at high speeds. It is thus highly desirable to detect the defects soon after their occurrences and then conduct wheel turning for the defective wheelsets. Online wheel condition monitoring using wheel impact load detector (WILD) can be an effective solution, since it can assess the wheel condition and detect potential defects during train passage. This study aims to develop an FBG-based track-side wheel condition monitoring method for the detection of wheel tread defects. The track-side sensing system uses two FBG strain gauge arrays mounted on the rail foot, measuring the dynamic strains of the paired rails excited by passing wheelsets. Each FBG array has a length of about 3 m, slightly longer than the wheel circumference to ensure a full coverage for the detection of any potential defect on the tread. A defect detection algorithm is developed for using the online-monitored rail responses to identify the potential wheel tread defects. This algorithm consists of three steps: 1) strain data pre-processing by using a data smoothing technique to remove the trends; 2) diagnosis of novel responses by outlier analysis for the normalized data; and 3) local defect identification by a refined analysis on the novel responses extracted in Step 2. To verify the proposed method, a field test was conducted using a test train incorporating defective wheels. The train ran at different speeds on an instrumented track with the purpose of wheel condition monitoring. By using the proposed method to process the monitoring data, all the defects were identified and the results agreed well with those from the static inspection of the wheelsets in the depot. A comparison is also drawn for the detection accuracy under different running speeds of the test train, and the results show that the proposed method can achieve a satisfactory accuracy in wheel defect detection when the train runs at a speed higher than 30 kph. Some minor defects with a depth of 0.05 mm~0.06 mm are also successfully detected.