• Proceedings of the Computational Structural Engineering Institute Conference
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• 2007.04a
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• pp.321-326
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• 2007

The joined-wing is a new concept of the airplane wing. The fore-wing and the aft-wing arc joined together in the joined-wing. The range and loiter are longer than those of a conventional wing. The joined-wing can lead to increased aerodynamic performances and reduction of the structural weight. The structural behavior of the joined-wing has a high geometric nonlinearity according to the external loads. The gust loads are the most critical loading conditions in the structural design of the joined-wing. The nonlinear behavior should be considered in the optimization of the joined-wing. It is well known that conventional nonlinear response optimization is extremely expensive: therefore, the conventional method is almost impossible to use in large scale structures such as the joined-wing. In this research, geometric nonlinear response structural optimization is carried out using equivalent loads. Equivalent loads are the load sets which generate the same response field in linear analysis as that from nonlinear analysis. In the equivalent loads method, the external loads are transformed to the equivalent loads (EL) for linear static analysis, and linear response optimization is carried out based on the EL.

• Proceedings of the International Microelectronics And Packaging Society Conference
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• 2002.11a
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• pp.21-26
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• 2002

Solder flip chip bumping and subsequent coining processes on PCB were investigated to solve the warpage problem of organic substrates for high pin count flip chip assembly by providing good co-planarity. Coining of solder bumps on PCB has been successfully demonstrated using a modified tension/compression tester with height, coining rate and coining temperature variables. It was observed that applied loads as a function of coined height showed three stages as coining deformation : (1) elastic deformation at early stage, (2) linear increase of applied load, and (3) rapid increase of applied load. In order to reduce applied loads for coining solder bumps on PCB, effects of coining process parameters were investigated. Coining loads for solder bump deformation strongly depended on coining rates and coining temperatures. As coining rates decreased and process temperature increased, coining loads decreased. Among the effect of two factors on coining loads, it was found that process temperature had more significant effect to reduce applied coining loads during the coining process. Lower coining loads were needed to prevent substrate damages such as micro-via failure and build-up dielectric layer thickness change during applying loads. For flip chip assembly, 97Pb/Sn flip chip bumped devices were successfully assembled on organic substrates with 37Pb/Sn coined flip chip bumps.

• Proceedings of the Korea Concrete Institute Conference
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• 2006.11a
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• pp.369-372
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• 2006

Flat plate slab systems have been commonly used as a gravity force resisting systems, which should be constructed with lateral force resisting systems such as shear walls and moment resisting frame. ACI 318(2005) allows the Direct design method, the equivalent frame method (ACI-EFM) under gravity loads and the finite-element models, effective beam width models and equivalent frame models under lateral loads. ACI-EFM can be used for gravity loads as well as lateral loads analysis. But the method may not predict the behavior of flat plate slabs under lateral loads. Thus Previous study developed a Modified equivalent frame method(Modified-EFM) which could give more precise answer for flat plate slab under lateral loads. This study is to verified the accuracy of a Modified-EFM under combined lateral and gravity loads. The accuracy of this model is verified by comparing the results using the Modified-EFM with the results of finite element analysis. For this purpose, 7 story building is considered. The analysis results of other existing models are included. The analysis results show that Modified-EFM produces comparable drift and slab internal moments with those obtained from finite element analysis.

• Proceedings of the Korean Society of Agricultural Engineers Conference
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• 2005.10a
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• pp.580-585
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• 2005

Natural environment of Weolgok-ri watershed has been well preserved as a traditional agricultural watershed. A year record of streamflow, $NO_3-N$, T-N and T-P concentrations data(Apr, 2004-Mar. 2005) was examined to estimate annual and seasonal patterns of pollutnat loads in streamflow and baseflow from the agriculture watershed. To estimate pollutant loads from baseflow, baseflow component from total stream flow was seperated using digital filter method in the Web-based Hydrograph Analysis Tool system. Loads of $NO_3-N$, T-N and T-P from streamflow and baseflow were evaluated to investigate pollutant loads contribution by baseflow. The $NO_3-N$, T-N, and T-P loads from streamflow were 13.85 kg/ha, 45.92 kg/ha and 1.887 kg/ha, respectively. $NO_3-N$, T-N and T-P loads from baseflow were 7.43 kg/ha, 24.70 kg/ha, 0.582 kg/ha, respectively. It was found that $NO_3-N$ and T-N loads were contributed by the baseflow(53% and 53% of Total-loads) than the direct runoff(47% and 47% of Total loads). However, only 30% of total T-P was contributed by the baseflow. It is recommended that one needs to assess pollutant load contribution by the baseflow to identify appropriate control strategies for effective watershed management.

• Wind and Structures
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• v.27 no.6
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• pp.399-416
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• 2018

In order to reveal the independent relationship between track irregularity and wind loads, the stochastic characteristics of train-bridge coupling systems subjected to wind loads were investigated by the multi-sample calculation. The vehicle was selected as 23 degrees of freedom dynamical model, and the bridge was described by three-dimensional finite element model. It was assumed that the wind loads were random processes with strong spatial correlation, while the track irregularities were stationary random ones. As a case study, a high-speed train running on a cable-stayed bridge subjected to wind loads was studied. The effect of rail irregularities was deemed to be independent of the effect of wind excitations on the coupling system in the same wind circumstance for the same project, leading to the conclusion that the effect of wind loads and moving vehicle could be calculated separately. The variance results of the stochastic responses of vehicle-bridge coupling system under the action of wind loads and rail irregularities together were equivalent to the sum of the variance of the responses induced by each excitation. Therefore, when one of the input excitations is different, only the effect of changed loads needs to be assessed. Moreover, the new calculated results were combined with the effect of unchanged loads to present the stochastic response of coupling system subjected to the different excitations, reducing the cost of computations. The stochastic characteristics, the CFD (cumulative distribution function) of the coupling system with different wind velocities, vehicle speed, and vehicle marshalling were studied likewise.

• Journal of Environmental Science International
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• v.16 no.3
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• pp.333-345
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• 2007

As analyzed the estimated values of the daily delivery loads from thirteen major side streams such as Naesung-river, Keumho-river, Hwang-river, Nam-river during five years (from 1999 to 2003), the daily BOD inflow into the main stream of Nakdong river in 2003 shows the highest quantity as 31.1 ton and the daily BOD inflows in 1999, 2000, 2001, and 2002 are 26.7 ton, 22.5 ton, 21.0 ton, 25.8 ton, respectively. The daily TN in-flow into the main stream of Nakdong river in 2003 shows also the highest quantity as 64.9 ton and the daily TN inflows in 1999, 2000, 2001, and 2002 are 55.19 ton, 46.27 ton, 39.5 ton, 53.38 ton, respectively. The daily TP inflow into the main stream of Nakdong river in 2003 shows the highest quantity as 2.70 ton likewise and the daily TP inflows in 1999, 2000, 2001, and 2002 are 2.17 ton, 1.87 ton, 1.60 ton, 2.10 ton, respectively The rate of BOD loads from each side main stream into the main stream of Nakdong river shows that the BOD loads of Keumho-river are the highest as the values range from 32.8 % (2002) ${\sim}$ 35.1 % (2003) and the BOD loads of Nam-river, Naesung-river, Hwang-river are high in the order named. The rate of TN loads to the main stream is also similar to the trend of BOD loads. The contribution of the TN loads of Geumho-river to the contamination of the main stream is also the highest having a range from 27.0 % (2002) to 28.8 % (1999) among the main side streams and the TN loads of Naesung-river, Nam-river, and Heachun-river are high in the order named. The rate of TP loads is quite different from the trend of BOD and TN loads. The TP rate of Keumho-river, however, is still the highest as ranging 58.6 % (2002) to 61.7 % (2003) and the river has the biggest portion (over 50%) of the entire pollution to the main stream of Nakdong river.

• Proceedings of the Computational Structural Engineering Institute Conference
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• 2000.04b
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• pp.27-34
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• 2000

The elastic critical loads of prismatic compression members can be easily determined by the conventional analytic method. In the cases of sinusoidally tapered members, however, the determination of elastic critical loads become impossible when one relies on the analytic method. In this paper, the critical loads of sinusoidally tapered members were determined by finite element method. Generally the output or results of numerical analysis are valid only when the governing parameters of a given system(or problem) have particular values. To make the practical applications easy, the critical loads determined by finite element method are expressed by some algebraic equations. The constants contained in the algebraic equations were determined by regression technique. The elastic critical loads estimated by the proposed algebraic equations coincide well with those by finite element method.

• Proceedings of the Computational Structural Engineering Institute Conference
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• 2008.04a
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• pp.561-566
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• 2008

Recently, because of development of the high speed train technology, the vibration loads by train is significantly increased ever than before. This buried gas pipelines are exposed to both repeated impact loads, and, moreover, they have been influencing by vibration loads than pipeline which is not located under vehicle loads. The vibration characteristic of pipeline is examined by dynamic analysis, and variable is only train speed. Since an effect of magnitude of vibration loads is more critical than cover depth, as increasing the train speed, the vibration speed of buried pipelines is also increased. The slope of vibration velocity is changed by attenuation of wave, at train speed, 300 km/h. From the analysis results, the vibration velocity of pipelines is satisfied with the vibration velocity criteria which are established by Korea Gas Corporation. The results present operation condition of pipelines under rail loads has fully sound integrity based on KOGAS specification.

• Wind and Structures
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• v.23 no.5
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• pp.385-403
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• 2016

The across-wind dynamic loads on L-shaped tall buildings with various geometric dimensions were investigated through a series of wind tunnel testing. The lift coefficients, power spectral densities and vertical correlation coefficients of the across-wind loads were analyzed and discussed in details. Taking the side ratio and terrain category as key variables, empirical formulas for estimating the across-wind dynamic loads on L-shaped tall buildings were proposed on the basis of the wind tunnel testing results. Comparisons between the predictions by the empirical formulas and the wind tunnel test results were made to verify the accuracy and applicability of the proposed formulas. Moreover, a simplified procedure to evaluate the across-wind dynamic loads on L-shaped tall buildings was derived from the proposed formulas. This study aims to provide a simple and reliable way for the estimation of across-wind dynamic loads on L-shaped tall buildings.

• The Journal of Engineering Geology
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• v.7 no.3
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• pp.207-216
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• 1997

Estimation of loads on tunnel lining is one of the major issues to be addressed in the design of a tunnel. The existing analytical methods do not consider important details of construction and the variation of geology along the tunnel axis. The measured loads obtained from several sanitary and subway tunnels in Edmonton, Alberta, Canada, are compared with the lining loads calculated using the existing analytical methods. However, the existing methods are determined to be not fully satisfactory for the estimation of lining loads. To account for face and heading effects occurring prior to lining installation, the stress reduction factor determined using Eisenstein and Negro's method is used coupled with an analytical solution for calculation of lining loads.