• Elastomers and Composites
• /
• v.51 no.1
• /
• pp.24-30
• /
• 2016

Sole in the footwear usually modified with foaming agent on the polymer resin to improve the lightweightness and crush-cushion effect. In this study, we investigated rheological properties for polymer resin filled with the different type and concentration of foaming agent, capsule type foaming agent and organo-chemical foaming agent, under the time sweep test. Curing times of each polymer resin with different kind of foaming agent are delayed than reference material (epoxy resin with curing agent). In case of adding capsule type foaming agent, however, there is appropriate concentration to reduce the curing time, relatively. When foaming agent is activated, foaming force inflates the sample in contrast to condensation force of curing and then axial normal force develop to the (+) direction. Interestingly, by increase concentration of foaming agent, there is a specific point to break down the axial normal force development. The reason for this phenomenon is that coalescence of foams induce the blocking of axial normal force development.

• Fashion & Textile Research Journal
• /
• v.17 no.1
• /
• pp.1-10
• /
• 2015

The concern for living a healthier and more active life has increased and the target market for the leisure-sportswear will broaden. This study suggests ideas and directions to develop horse-riding pants that consider fit satisfaction, demand performance and design requirements. A total of 203 riders were surveyed in Busan, Jeju, and Gwacheon horse racing tracks from November to December 2011 and from September to October 2012. Frequency analysis, ANOVA, t-test, and ${\chi}^2$-test were performed for the statistical analysis of the data using SPSS Win 21.0 program. The results of this study are as follows. The satisfaction of riding pants showed differences according to gender, riding career, BMI, age, and riding level. Females showed lower satisfaction of pant length than males. Riders with 1-4 years riding career showed more satisfaction of the front waist circumference. The group between 10 and 20 years more strongly preferred a rubber band waist than the group over 30 years. Those underweight preferred no pocket on the back. The intermediate-high riding level showed more fit satisfaction than those at the high level. Beginners put more importance on hip cushion, while riders over an intermediate level put more importance to sewing durability. Basic pants with beige and/or black full patch attached to the velcro hem were preferred by most riders. In conclusion, it is confirmed that design strategies in segmented riding pants market are necessary.

• Structural Engineering and Mechanics
• /
• v.66 no.3
• /
• pp.411-421
• /
• 2018

Although a rubber isolation cushion can reduce the dynamic response of a structure itself, it has little influence on the height of a sloshing wave and even may induce magnification action. Vertical baffles are set into a base-isolated Concrete Rectangular Liquid Storage Structure (CRLSS), and baffles are opened as holes to increase the energy dissipation of the damping. Problems of liquid nonlinear motion caused by baffles are described using the Navier-Stokes equation, and the space model of CRLSS is established considering the Fluid-Solid Interaction (FSI) based on the Finite Element Method (FEM). The dynamic response of an isolated CRLSS with various baffles under an earthquake is analyzed, and the results are compared. The results show that when the baffle number is certain, the greater the number of holes in baffles, the worse the damping effects; when a single baffle with holes is set in juxtaposition and double baffles with holes are formed, although some of the dynamic response will slightly increase, the wallboard strain and the height of the sloshing wave evidently decrease. A configuration with fewer holes in the baffles and a greater number of baffles is more helpful to prevent the occurrence of two failure modes: wallboard leakage and excessive sloshing height.

• Steel and Composite Structures
• /
• v.43 no.2
• /
• pp.165-183
• /
• 2022

Most transportation departments have recognized and developed procedures to address the ever-increasing weights of trucks traveling on bridges in a service today. Transportation agencies also recognize the issues with overheight vehicles' collisions with bridges, but few stakeholders have definitive countermeasures. Bridges are becoming more vulnerable to collisions from overheight vehicles. The exact response under lateral impact force is difficult to predict. In this paper, nonlinear impact analysis shows that the degree of deformation recorded through the modeling of the unprotected vehicle-girder model provides realistic results compared to the observation from the US-61 bridge overheight vehicle impact. The predicted displacements are 0.229 m, 0.161 m, and 0.271 m in the girder bottom flange (lateral), bottom flange (vertical), and web (lateral) deformations, respectively, due to a truck traveling at 112.65 km/h. With such large deformations, the integrity of an impacted bridge becomes jeopardized, which in most cases requires closing the bridge for safety reasons and a need for rehabilitation. We proposed different sacrificial cushion systems to dissipate the energy of an overheight vehicle impact. The goal was to design and tune a suitable energy absorbing system that can protect the bridge and possibly reduce stresses in the overheight vehicle, minimizing the consequences of an impact. A material representing a Sorbothane high impact rubber was chosen and modeled in ANSYS. Out of three sacrificial schemes, a sandwich system is the best in protecting both the bridge and the overheight vehicle. The mitigation system reduced the lateral deflection in the bottom flange by 89%. The system decreased the stresses in the bridge girder and the top portion of the vehicle by 82% and 25%, respectively. The results reveal the capability of the proposed sacrificial system as an effective mitigation system.

• Journal of Korean Society of Steel Construction
• /
• v.13 no.4
• /
• pp.381-393
• /
• 2001

The current traffic situation in Korea can be described as rapid change in traffic volume and diversity in vehicle size from compact cars to large trucks. W-beam barrier most widely used in Korea was found not to satisfy the stiffness requirement for the Koran impact condition of 14 ton-60Km/h-15deg. and it was too stiff for small vehicles impacting with more realistic speed to satisfy the safety of vehicle occupants. To develop a guardrail system satisfying the two contradicting goals, a thrie-beam guardrail system, which had the beam thickness of 3.2mm and rubber cushions, was conceived. Even though the height of the thrie-beam(450mm) is increased by 100mm as compared to that of W-beam (350mm), there was only 2% increase in the weight of the thrie-beam. The new thrie-beam barrier system could contain more wide range of vehicle bumper heights, and showed better performance in the viewpoint of stiffness and energy absorbing capability than the W-beam system. The impact performance was evaluated from a crash test. The developed thrie-beam guardrail system satisfied all applicable criteria for NCHRP 350 test designation 3-10.