• Journal of the Korean Wood Science and Technology
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• v.15 no.3
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• pp.44-55
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• 1987

In order to study the effect of sawdustboard combined with plastic chips, 0.5mm($T_1$), 1mm($T_2$), 1.4mm($T_3$) thick nylon fiber. polypropylene rope fiber(RP), and 0.23mm thick moth-proof polypropylene net fiber(NP) were cut into 0.5, 1, 2cm long plastic chips. Thereafter, sawdustboard combined with plastic chips prepared as the above and plastic non-combined sawdustboard(control) were manufactured into 3 types of one-, two-, and three layer with 5 or 10% combination level. By the discussions and results at this study, the significant conclusions of mechanical and physical properties were summarized as follows: 1. The MORs were shown in the order of 3 layer> 2 layer> 1 layer among plastic non-combined boards, and $T_3$ < $T_2$ < $T_1$ < RP (NP(5%) < NP(l0%) among plastic combined boards. In 2cm long plastic chip in 1 layer board, the highest strength through all the composition was recognized. 1 layer board showing the lower strength with 0.5cm plastic chip rendered to the bending strength improvement by 2 or 3 layer board composition. On the other hand, 2 or 3 layer combined with 1, 2cm long polypropylene net fiber chips incurred MOR's conspicuous decrease requiring optimum plastic chip combined level and consideration to combined type. 2. MOE in plastic non-combined 3 layer board exhibited sandwich construction effect by higher resin content application to surface layer in the order of 3layer>1layer>2layer with the highest stiffness of the board combined with polypropylene chip, while nylon chip-combined board had little difference from plastic non-combined board. In relevant to length and layer effect, 3 layer board combined with the 0.5cm long polypropylene net fiber chip in 5% and 10% combined level presented 34-43% and 44-76% stiffness increase against plastic non-combined board(control), respectively. Moreover, in 1 layer board, 30% stiffness increase with 10% against 5% combined level in the 1 and 2cm long polypropylene net fiber chip was obtained. 3. Stress at proportional limit(Spl) showing the fiber relationship (r: 0.81-0.97) between MOR presented in the order of 1 layer<2 layer<3 layer in plastic non-combined board. Correspondingly, combined effect by layer and plastic chip length was similar to MOR's. 4. Differently from previous properties(MOR, MOE, Spl). work to maximum load(Wml) of 2 layer board approached to that of 3 layer board. Conforming the above phenomenon. 2 layer combined with 0.5cm long polypropylene net fiber chip kept the greater work than 1 layer. The polypropylene combined board superior to nylon -and plastic non - combined board seemed to have greater anti - failing capacity. 5. Internal bond strength(IB), in contrast to MOR's tendency. showed in the order of T1

• Proceedings of the Korean Institute Of Construction Engineering and Management
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• autumn
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• pp.180-185
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• 2003

The increase of traffic over a bridge has been emerged as one of the most severe problems in view of bridge maintenance, since the load effect caused by the vehicle passage over the bridge has brought out a long-term damage to bridge structure, and it is nearly impossible to maintain operational serviceability of bridge to user's satisfactory level without any concern on bridge maintenance at the phase of completion. Moreover, bridge maintenance operation should be performed by regular inspection over the bridge to prevent structural malfunction or unexpected accidents front breaking out by monitoring on cracks or deformations during service. Therefore, technical breakthrough related to this uninterested field of bridge maintenance leading the public to the turning point of recognition is desperately needed. This study has the aim of development on automated inspection system to lower surface of bridge superstructures to replace the conventional system of bridge inspection with the naked eye, where the monitoring staff is directly on board to refractive or other type of maintenance .vehicles, with which it is expected that we can solve the problems essentially where the results of inspection are varied to change with subjective manlier from monitoring staff, increase stabilities in safety during the inspection, and make contribution to construct data base by providing objective and quantitative data and materials through image processing method over data captured by cameras. By this system it is also expected that objective estimation over the right time of maintenance and reinforcement work will lead enormous decrease in maintenance cost.

• Journal of Bio-Environment Control
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• v.4 no.1
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• pp.50-58
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• 1995

These studies were carried out to develop a system for non -destructive and continuous measurement of fresh weight and to analyse the growth response of leaf lettuce under the different nutrient solution and light condition with this system. The developed measurement system was consisted of four load cells and a microcomputer. The output from the system was highly positive correlation with the plant fresh weight above the surface of the hydroponic solution. The top fresh weight of plant could be measured within the error $\pm$ 1.0g in the range of 0 - 2000g. The top fresh weight of leaf lettuce increased 44 times at 18th day after transferring to the nutrient solution, and the maximum growth rate was observed at 13th day after transferring. The growth rate was 10.7- 29.6% per day during 18 days. Optimum concentration of the nutrient solution for the growth of lettuce was 1.4 - 2.2 mS/cm of EC level. When the light condition was changed from dark to light, the fresh weight was temporarily decreased, but the fresh weight increased under the opposite condition. Top fresh weight of leaf lettuce in the darkness normally increased within 12 hours after darkness treatment, and then slowly increased until 78 hours under continuous dark condition. After that times, the fresh weight began to decrease.

• International Journal of Highway Engineering
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• v.1 no.1
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• pp.107-119
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• 1999

The joints in the jointed concrete pavement provide a control against transverse or longitudinal cracking at slab, which may be caused by temperature or moisture variation during or after hydration. Without control of cracking, random cracks cause more serious distresses and result in structural or functional failure of pavement system. However, joints nay cause distresses due to its inherent weakness in structural integrity. Thus, the evaluation at joint is very important. and the joint-related distresses should be evaluated reasonably for economic rehabilitation. The purpose of this paper was to develop an evaluation system at joints of jointed concrete pavement using finite element analysis program, ILLI-SLAB, and nondestructive testing device. FWD. To develop an evaluation system for JCP, a sensitivity analysis was performed using ILLI-SLAB program with a selected variables which might affect fairly to on the performance of transverse joints. The most significant variables were selected from precise analysis. An evaluation charts were made for jointed concrete pavement by adopting the field FWD data. It was concluded that the variables which most significantly affect to pavement deflections are the modulus of subgrade reaction(K) and the modulus of dowel/concrete interaction(G), and limiting criteria on the performance of joints at JCP are 300pci. 500,000 lb/in. respectively. Using these variables and FWD test, a charts of load transfer ratio versus surface deflection at joints were made in order to evaluate the performance of JCP. Practically, Chungbu highway was evaluated by these evaluation charts and FWD field data for jointed concrete pavement. For Chungbu highway, only one joint showed smaller value than limiting criterion of the modulus of dowel/concrete interaction(G). The rest joints showed larger values than limiting criteria of the modulus of subgrade reaction(K) and the modulus of dowel/concrete interaction(G).

• Journal of Korean Society of Transportation
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• v.22 no.3 s.74
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• pp.145-157
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• 2004

The cycle length design model of the Korean traffic responsive signal control systems is devised to vary a cycle length as a response to changes in traffic demand in real time by utilizing parameters specified by a system operator and such field information as degrees of saturation of through phases. Since no explicit guideline is provided to a system operator, the system tends to include ambiguity in terms of the system optimization. In addition, the cycle lengths produced by the existing model have yet been verified if they are comparable to the ones minimizing delay. This paper presents the studies conducted (1) to find shortcomings embedded in the existing model by comparing the cycle lengths produced by the model against the ones minimizing delay and (2) to propose a new direction to design a cycle length minimizing delay and excluding such operator oriented parameters. It was found from the study that the cycle lengths from the existing model fail to minimize delay and promote intersection operational conditions to be unsatisfied when traffic volume is low, due to the feature of the changed target operational volume-to-capacity ratio embedded in the model. The 64 different neural network based cycle length design models were developed based on simulation data surrogating field data. The CORSIM optimal cycle lengths minimizing delay were found through the COST software developed for the study. COST searches for the CORSIM optimal cycle length minimizing delay with a heuristic searching method, a hybrid genetic algorithm. Among 64 models, the best one producing cycle lengths close enough to the optimal was selected through statistical tests. It was found from the verification test that the best model designs a cycle length as similar pattern to the ones minimizing delay. The cycle lengths from the proposed model are comparable to the ones from TRANSYT-7F.

• International Journal of Highway Engineering
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• v.8 no.2 s.28
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• pp.55-62
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• 2006

Transverse cracks in continuously reinforced concrete pavement (CRCP) occur at early ages due to temperature and moisture variations. The width and spacing of transverse cracks have a significant effect on pavement performance such as load transfer efficiency and punchout development. Also, crack widths in CRCP depend on 'zero-stress temperature,' which is defined as a temperature where initial concrete stresses become zero, as well as drying shrinkage of concrete. For good long-term performance of CRCP, transverse cracks need to be kept tight. To keep the crack widths tight throughout the pavement life, zero-stress temperature must be as low as practically possible. Thus, temperature control at early ages is a key component In ensuring good CRCP performance. In this study, concrete temperatures were predicted using PavePro, a concrete temperature prediction program, for a CRCP construction project, and those values were compared with actual measured temperatures obtained from field testing. The cracks were also surveyed for 12 days after concrete placement. Findings from this study can be summarized as follows. First, the actual maximum temperatures are greater than the predicted maximum temperature in the ranges of 0.2 to 4.5$^{\circ}C$. For accurate temperature predictions, hydration properties of cementitious materials such as activation energy and adiabatic constants, should be evaluated and accurate values be obtained for use as input values. Second, within 24 hours of concrete placement, temperatures of concrete placed in the morning are higher than those placed in the afternoon, and the maximum concrete temperature occurred in the concrete placed at noon. Finally, from the 12 days of condition survey, it was noted that the rate of crack occurrence in the morning placed section was 25 percent greater than that in the afternoon placed section. Based on these findings, it is concluded that maximum concrete temperature has a significant effect on crack development, and boner concrete temperature control is needed to ensure adequate CRCP performance.

• The Journal of Korean Obstetrics and Gynecology
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• v.31 no.4
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• pp.16-38
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• 2018

Objectives: The objective of this in vivo study is to observe the anti-osteoporotic activities of Gojineumja aqueous extracts (GJEJ) on the ovariectomized (OVX) mice as compared to those of risedronate sodium (RES). Methods: Thirty five days after bilateral OVX, GJEJ was orally administered, for 35 days once a day and then the changes on the body weight and gain during experimental periods, femur weights, bone mineral density (BMD), bone strength (failure load), mineral contents - calcium (Ca) and inorganic phosphorus (IP), histological profiles and histomorphometrical analyses at sacrifice were conducted with serum biochemistry - osteocalcin contents and bone specific alkaline phosphatase (BALP) activities. And the results of GJEJ were compared with RES orally administered OVX mice. Results: As a result of OVX, noticeable increase of body weight and gains and serum osteocalcin levels, decrease of serum BALP activities, femur weights, femur Ca and IP contents, BMD and strength were observed as compared to those of sham control mice, respectively. Also, the decrease of all histomorphometrical indices indicating the bone mass and structure, and the increase of indices about resorption were also detected in the femur of OVX control. However, these estrogen-deficient osteoporotic signs were significantly and dose-dependently inhibited by 35 days of continuous oral treatment of GJEJ, at dose levels of 500, 250 and 125 mg/kg, respectively. Especially, GJEJ 500 mg/kg showed favorable inhibitory activities against estrogen-deficient osteoporosis symptoms induced by OVX as comparable to those of RES 2.5 mg/kg. Conclusions: The results in this study suggest that oral administrations of GJEJ have clear dose-dependent favorable anti-osteoporotic activities in OVX mice.

• The Journal of Korean Academy of Prosthodontics
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• v.50 no.4
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• pp.279-284
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• 2012

Purpose: This study evaluated the effect of glass fiber pre-impregnated with light-curing resin on the fracture strength and fracture modes of a maxillary complete denture. Materials and methods: Maxillary acrylic resin complete dentures reinforced with glass fiber pre-impregnated with light-curing resin (SES MESH, INNO Dental Co., Yeoncheongun, Korea) and without reinforcement were tested. The reinforcing material was embedded in the denture base resin and placed different regions (Control, without reinforcement; Group A, center of anterior ridge; Group B, rugae area; Group C, center of palate; Group D, full coverage of denture base). The fracture strength and fracture modes of a maxillary complete denture were tested using Instron test machine (Instron Co., Canton, MA, USA) at a 5.0 mm/min crosshead speed. The flexure load was applied to center of denture with a 20 mm diameter ball attachment. When fracture occurred, the fracture mode was classified based on fracture lines. The data were analyzed with one-way ANOVA at the significance level of 0.05. Results: There were non-significant differences (P>.05) in the fracture strength among test groups. Group A showed anteroposterior fracture and posterior fracture mainly, group B, C and control group showed partial fracture on center area mostly. Most specimen of group D showed posterior fracture. Conclusion: The location and presence of the fiber reinforcement did not affect the fracture strength of maxillary complete denture. However, reinforcing acrylic resin denture with glass fiber has a tendency to suppress the crack.

• The Journal of Korean Academy of Prosthodontics
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• v.50 no.4
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• pp.243-248
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• 2012

Purpose: The purpose of this study is to compare the removal torque between prefabricated and customized implant abutment screw. Materials and methods: Three types of implant system (Osstem, Astra, Zimmer) were used. For each system, prefabricated abutment screw (control group) and customized abutment screw (test group) were used to connect the fixture and the abutment (n = 6). Digital torque gauze was used to control the tightening torque and the screws were tightened under each manufacturer's recommendation. 10 minutes after the connection the same tightening torque was applied, and 5 minutes after the second connection, the removal torque was measured. This procedure was repeated 10 times. In the cyclic loading test, 10 minutes after the first connection to the 6 groups (n = 3), the same tightening torque was applied, and a total of 1,000,000 time loading was applied at 30 degree angle to long axis with 50 N load. Repeated measures of ANOVA test (${\alpha}$=.05) was used as statistics to evaluate the effect of repeated loading number on the removal torque. Independent t-test was used to evaluate the difference in removal torque after cyclic loading. Results: The removal torque significantly decreased as the number of loading repetition increased (P<.05). In the 10 time repetition test, there was no significant difference between the prefabricated and customized implant abutment screw of the 3 implant system (P<.05). Also in the cyclic loading test, there was no significant difference between the prefabricated and customized implant abutment screw of the 3 implant system (P<.05). Conclusion: Within the limitation of this study, there was no significant difference in the removal torque between the prefabricated abutment screw and customized abutment screws.

• Journal of the Korea Institute of Building Construction
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• v.9 no.4
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• pp.55-61
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• 2009

Recently, the number of high-rise buildings being built in Korea by major construction companies for residential and commercial use has been increasing. When constructing a high-rise building, it is necessary to apply massive amounts of concrete to form a mat foundation that can withstand the huge load of the upper structure. However, it is of increasing concern that due to limitations in terms of the amount of placing equipment, available job-sites and systems for mass concrete placement in the construction field, it is not always possible to place a great quantity of concrete simultaneously in a large-scale mat foundation, and for this reason consistency between placement lift cannot be secured. In addition, a mat foundation Is likely to crack due to the stress caused by differences inhydration heat generation time. To derive a solution for these problems, this study provides test results of a hydration heat crack reduction method by applying placement lift change and setting time control with a super retarding agent for mass concrete in a large-scale mat foundation. Mock-up specimens with different mixtures and placement liftswere prepared at the job-site of a newly-constructed high-rise building. The test results show that slump flow of concrete before and after adding the super retarding agent somewhat Increases as the target retarding time gets longer, while the air content shows no great difference. The setting time was observed to be retarded as the target retarding time gets longer. As the target retarding time gets longer, compressive strength appears to be decreased at an early stage, but as time goes by, compressive strength gets higher, and the compressive strength at 28 days becomes equal or higher to that of plain concrete without a super retarding agent. For the effect of placement lift change and super retarding agent on the reduction of hydration heat, the application of 2 and 4 placement lifts and a super retarding agent makes it possible to secure consistency and reduce temperature difference between placement lifts, while also extending the time to reach peak temperature. This implies that the possibility of thermal crack induced by hydration heat is reduced. The best results are shown in the case of applying 4 placement lifts.