• Journal of Chest Surgery
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• v.28 no.6
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• pp.542-548
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• 1995

The goal of this study is to develop an effective control system for cardiac output regulation based upon the preload and afterload conditions without any transducers and compliance chambers in the moving actuator type total artificial heart. Motor current waveforms during the actuator movement are used as an input to the automatic control algorithm. While the current waveform analysis is performed, the stroke length and velocity of the actuator are gradually increased up to the maximum pump output level. If the diastolic filling rate of either right or left pump begins to exceed the venous return, atrial collapse will occur. Since the diastolic suction acts as a load to the motor, this critical condition can be detected by analyzing the motor current waveforms. Every time this detection criterion is met, the control algorithm decreases the stroke velocity and length of the actuator step by step just below the critical detection level. Then, they start to increase. In this way the maximum pump output under given venous return can be achieved. Additionally the control algorithm provides some degree of afterload sensitivity. If the aortic pressure is detected to exceed 120 mmHg, the stroke length and velocity decrease in the same way as the response to the preload. Left-right pump output balance is maintained by proper adjustment of the asymmetry of the stroke angle. In the mock circulatory test, this control system worked well and there was a considerable range of stroke volume difference with adjustment of the asymmetry value. Two ovine experiments were performed. It was confirmed that the required cardiac output regulation according to the venous return could be achieved with adequate detection of diastolic function, at least in the in vivo short-term survival cases[2-3 days . We conclude that this control algorithm is a promising method to regulate cardiac output in the moving actuator type total artificial heart.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.26 no.6
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• pp.463-470
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• 2013

In this paper, 2D simple analyses were performed in order to predict the large torsional oscillations in a suspension bridge based on Makenna and Tuama model(2001). The existing model(Makenna and Tuama, 2001) has shown unrealistic results as the wind speed increases and frequency decreases. Furthermore, resonance could not be simulated by the existing model. Therefore, in this study, new model was proposed with a consideration of the torsional resistance. The vertical and rotational behaviors of the deck in the suspension bridge were analyzed. Analysis results showed that at first vertical oscillations were observed and it was gradually transformed to the rotation oscillations. With the consideration of the torsional resistance, it was shown that vertical behavior were stabilized as time passed. However, the rotational behavior was not stabilized and was kept until the end of analysis. Beat periods decreased while the wind speed increased. The resonance of the rotational mode was dependent to the rotational resistance. Obtained results could be applied for the design of the suspension bridge under the wind load.

• Journal of Environmental Science International
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• v.4 no.5
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• pp.103-103
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• 1995

In the Chinhae Bay, Korea, sedimentation rates and sedimentary record of anthropogenic metal loads were determined by $^{210}Pb$ dating and heavy metal analysis of four sediment cores . The sedimentation rates varied from 0.16g/$cm^2$/yr(3.1mm/yr) at Sta. Ct, located within narrow waterway to 0.24g/$cm^2$/yr(4.8mm/yr) at Sta. Cl, located in Haengam Bay. Maximum contents of Mn, Zn, Cu and Cr were observed at Sta. C2 located near the mouth of Masan Bay, while minimum contents were observed at Sta. CB. Mn/Fe ratios at Sta. C2 and Sta. C4 showed gradually increasing and decreasing downward, respectively, in the upper layer of sediment cores. This suggests that Mn may be diagenetically redistributed in highly reduced environment. At Sta. C2, the concentrations of Zn and Cu began to increase from 1920s by anthropogenic input and have been remarkablely increasing since mid 1960s. At Sta. C3, located near Sungpo, anthropogenic input of these two elements has also slightly increased after 1970s. However, pollution of these two elements was not significant in Haengam Bay(Sta. Cl) and Chiljun watenway(Sta. C4). The pollution of Co, Ni and Cr was not remarkable in all core samples except surface sediment of Sta. C2. The total input of anthropogenic Zn and Cu since 1920s was estimated to be 28∼792 ㎍/cm2 and 0∼168㎍/cm2, respectively. Sta. C2 showed remarkablely higher values relative to other stations: anthropogenic loads of Zn and Cu constituted 27% and 29% of the total sedimentary inventories at the present day, respectively. Fe, Ni, Cr and Co contents showed good correlation(r>0.8) with each other. Anthropogenic Zn and Cu also showed a very good positive correlation(>0.9). However, correlation between these two group of element was quite scattered, indicating different sources and geochemical behaviors.

• Journal of Environmental Science International
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• v.4 no.5
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• pp.489-500
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• 1995

In the Chinhae Bay, Korea, sedimentation rates and sedimentary record of anthropogenic metal loads were determined by $^{210}Pb$ dating and heavy metal analysis of four sediment cores . The sedimentation rates varied from 0.16g/$cm^2$/yr(3.1mm/yr) at Sta. Ct, located within narrow waterway to 0.24g/$cm^2$/yr(4.8mm/yr) at Sta. Cl, located in Haengam Bay. Maximum contents of Mn, Zn, Cu and Cr were observed at Sta. C2 located near the mouth of Masan Bay, while minimum contents were observed at Sta. CB. Mn/Fe ratios at Sta. C2 and Sta. C4 showed gradually increasing and decreasing downward, respectively, in the upper layer of sediment cores. This suggests that Mn may be diagenetically redistributed in highly reduced environment. At Sta. C2, the concentrations of Zn and Cu began to increase from 1920s by anthropogenic input and have been remarkablely increasing since mid 1960s. At Sta. C3, located near Sungpo, anthropogenic input of these two elements has also slightly increased after 1970s. However, pollution of these two elements was not significant in Haengam Bay(Sta. Cl) and Chiljun watenway(Sta. C4). The pollution of Co, Ni and Cr was not remarkable in all core samples except surface sediment of Sta. C2. The total input of anthropogenic Zn and Cu since 1920s was estimated to be 28~792 $\mu\textrm{g}$/cm2 and 0~168$\mu\textrm{g}$/cm2, respectively. Sta. C2 showed remarkablely higher values relative to other stations: anthropogenic loads of Zn and Cu constituted 27% and 29% of the total sedimentary inventories at the present day, respectively. Fe, Ni, Cr and Co contents showed good correlation(r>0.8) with each other. Anthropogenic Zn and Cu also showed a very good positive correlation(>0.9). However, correlation between these two group of element was quite scattered, indicating different sources and geochemical behaviors.

• Composites Research
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• v.12 no.5
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• pp.40-53
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• 1999

The interlaminar facture behavior of multidirectional carbon-fiber/epoxy composite laminates under low and high rates of test, up to rate of about 11.4m/s has been investigated using the double cantilever beam specimens. The mode I loasing with rates above 1.0m/s had considerable dynamic effects on the load-time curves and thus revealed higher values of the average crack velocity than thet expected from a simple proportional relationship with the test rate. The modified beam analysis utilizing only the opening displacement and crack length exhibited an effective means for evaluating the dynamic fracture energy $G_{IC}$. Flexural modulus increased gradually with an increase of the test rate, which was utilized in the evaluation of $G_{IC}$. Values of $G_{IC}$ at the crack initiation and arrest were scarcely changed with increasing test rate up to 1.0m/s. However the maximum $G_{IC}$ was much enlarged at 11.4m/s due to the large amount of fiber bridging the crack tip. The larger the initial crack length, the smaller the maximum $G_{IC}$ at high rate.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.41 no.12
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• pp.1011-1017
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• 2013

The human voice is the most natural means of communication. The need for speech recognition technology is increasing gradually to increase the ease of human and machine interface. The function of the avionics equipment is getting various and complicated in consequence of the growth of digital technology development, so that the load of pilots in the fighter aircraft must become increased since they don't concentrate only the attack function, but also operate the complicated avionics equipments. Accordingly, if speech recognition technology is applied to the aircraft cockpit as regards the operating the avionics equipments, pilots can spend their time and effort on the mission of fighter aircraft. In this paper, the cockpit voice command system applicable to the fighter aircraft has been developed and the function and the performance of the system verified.

• Journal of the Earthquake Engineering Society of Korea
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• v.20 no.5
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• pp.285-293
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• 2016

Soil-foundation-structure interaction (SFSI) is one of the important issues in the seismic design for evaluating the exact behavior of the system. A seismic design of a structure can be more precise and economical, provided that the effect of SFSI is properly taken into account. In this study, a series of the dynamic centrifuge tests were performed to compare the seismic response of the single degree of freedom(SDOF) structure on the various types of the foundation. The shallow and pile foundations were made up of diverse mass and different conjunctive condition, respectively. The test specimen consisted of dry sand deposit, foundation, and SDOF structure in a centrifuge box. Several types of earthquake motions were sequentially applied to the test specimen from weak to strong intensity of them, which is known as a stage test. Results from the centrifuge tests showed that the seismic responses of the SDOF structure on the shallow foundation and disconnected pile foundation decreased by the foundation rocking. On the other hand, those on the connected pile foundation gradually increased with intensity of input motion. The allowable displacement of the foundation under the strong earthquake, the shallow and the disconnected pile foundation, have an advantage in dissipating the earthquake energy for the seismic design.

• Journal of Power System Engineering
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• v.6 no.1
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• pp.20-26
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• 2002

The purpose of this study is preventing the stick, scuffing, scratch between piston and cylinder in advance, and obtaining data for duration test in actual engine operation. The temperature gradient in cylinder bore according to coolant temperature were measured using $1.5{\ell}$ class diesel engine. 20 thermocouples were installed 2mm deep inside from cylinder wall near top ring of piston in cylinder block, at which points major thermal loads exist. It is suggested as proper measurement points for engine design by industrial engineers. Under full load and $70^{\circ}$, $80^{\circ}C$ and $90^{\circ}C$ coolant temperature conditions, the temperature in cylinder block and engine oil increased gradually according to the increase of coolant temperature, the siamese side temperature of top dead center is $142^{\circ}C$ in peripheral distribution, that is about $20^{\circ}C$ higher than that at thrust, anti-thrust, and rear side temperature, respectively. The maximum pressure of combustion gas in $70^{\circ}C$ coolant temperature is about 2 bar lower than those of $80^{\circ}C$ and $90^{\circ}C$ coolant temperature. The engine torque in $80^{\circ}C$, $90^{\circ}C$ coolant temperature condition is about 4.9Nm higher than that of $70^{\circ}C$ coolant temperature.

• Journal of the Korean Geosynthetics Society
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• v.20 no.4
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• pp.105-112
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• 2021

In the case of harbor structures, it is important to understand the characteristics of structures that are subjected to repeated loads as they are structures that receive repetitive loads such as wave pressure as well as static loads. In this study, the lateral resistance according to the pile embeded depth of the block breakwater reinforced with piles by cyclic lateral loads was obtained through an model experiment. As the depth of embedment of the pile increased, the lateral resistance showed a tendency to increase. As the load was repeated, the gradient of the lateral resistance gradually appeared to be gentle. The bending moment of the rear pile was larger than that of the front pile. The bending moment of piles in the ground was similar to that when the pile head was free in the cohesionless of Broms (1964).

• Structural Engineering and Mechanics
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• v.84 no.3
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• pp.375-391
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• 2022

This paper discussed and analyzed the interfacial stress distribution characteristic of adjacent cracks in Carbon Fiber Reinforced Polymer (CFRP) plate strengthened concrete slabs. One un-strengthened concrete test beam and four CFRP plate-strengthened concrete test beams were designed to carry out four-point flexural tests. The test data shows that the interfacial shear stress between the interface of CFRP plate and concrete can effectively reduce the crack shrinkage of the tensile concrete and reduces the width of crack. The maximum main crack flexural height in pure bending section of the strengthened specimen is smaller than that of the un-strengthened specimen, the CFRP plate improves the rigidity of specimens without brittle failure. The average ultimate bearing capacity of the CFRP-strengthened specimens was increased by 64.3% compared to that without CFRP-strengthen. This indicites that CFRP enhancement measures can effectively improve the ultimate bearing capacity and delay the occurrence of debonding damage. Based on the derivation of mechanical analysis model, the calculation formula of interfacial shear stress between adjacent cracks is proposed. The distributions characteristics of interfacial shear stress between certain crack widths were given. In the intermediate cracking region of pure bending sections, the length of the interfacial softening near the mid-span cracking position gradually increases as the load increases. The CFRP-concrete interface debonding capacity with the larger adjacent crack spacing is lower than that with the smaller adjacent crack spacing. The theoretical calculation results of interfacial bonding shear stress between adjacent cracks have good agreement with the experimental results. The interfacial debonding failure between adjacent cracks in the intermediate cracking region was mainly caused by the root of the main crack. The larger the spacing between adjacent cracks exists, the easier the interfacial debonding failure occurs.