• Journal of Nuclear Fuel Cycle and Waste Technology(JNFCWT)
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• v.21 no.4
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• pp.439-450
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• 2023

In this study, the impact load resulting from collision with the fuel rods of surrogate spent nuclear fuel (SNF) assemblies was measured during a rolling test based on an analysis of the data from surrogate SNF-loaded sea transportation tests. Unfortunately, during the sea transportation tests, excessive rolling motion occurred on the ship during the test, causing the assemblies to slip and collide with the canister. Hence, we designed and conducted a separate test to simulate rolling in sea transportation to determine whether such impact loads can occur under normal conditions of SNF transport, with the test conditions for the fuel assembly to slide within the basket experimentally determined. Rolling tests were conducted while varying the rolling angle and frequency to determine the angles and frequencies at which the assemblies experienced slippage. The test results show that slippage of SNF assemblies can occur at angles of approximately 14° or greater because of rolling motion, which can generate impact loads. However, this result exceeds the conditions under which a vessel can depart for coastal navigation, thus deviating from the normal conditions required for SNF transport. Consequently, it is not necessary to consider such loads when evaluating the integrity of SNFs under normal transportation conditions.

• Korean Journal of Mineralogy and Petrology
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• v.36 no.1
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• pp.55-72
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• 2023

This study aims to identify the fault zone architecture and geometric and kinematic characteristics of the Yeongdeok Fault, based on the geometry and kinematic data of various structural elements obtained by detailed field survey and anisotropy of magnetic susceptibility (AMS) of the fault rocks. The Yeongdeok Fault extends from Opo-ri, Ganggu-myeon, Yeongdeok-gun to Gilgok-ri, Maehwa-myeon and Bangyul-ri, Giseong-myeon, Uljin-gun, and cuts various rock types from the Paleo-proterozoic to the Mesozoic with a range of 4.6-5.0 km (4.77 km in average) of right-lateral offset or forms the rock boundaries. The fault is divided into four segments based on its geometric features and shows N-S to NNW strikes and dips of an angle of ≥ 54° to the east at most outcrops, even though the outcrops showing the westward dipping (a range of 54°-82°) of fault surface increase as it goes north. The Yeongdeok Fault shows the difference in the fault zone architecture and in the fault core width ranging from 0.3 to 15 m depending on the bedrock type, which is interpreted as due to differences in the physical properties of bedrock such as ductility, mineral composition, particle size, and anisotropy. Combining the results of paleostress reconstruction and AMS in this and previous studies, the Yeongdeok Fault experienced (1) sinistral strike-slip under NW-SE maximum horizontal principle stress (σ_Hmax) and NE-SW minimum horizontal principle stress (σ_Hmin) in the late Cretaceous to early Cenozoic, and then (2) dextral strike-slip under NE-SW maximum horizontal principle stress (σ_Hmax) and NW-SE minimum horizontal principle stress (σ_Hmin) in the Paleogene. It is interpreted that the deformation caused by the Paleogene dextral strike-slip movement was the most dominant, and the crustal deformation was insignificant thereafter.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.20 no.5
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• pp.593-604
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• 2007

Although composite construction has more mechanical advantages compared to noncomposite construction, the design of noncomposite construction for skew bridges with large skew angels has been often checked because composite construction may cause large stresses in the bridge deck. In this study, the analytical model considered dynamic behaviors for noncomposite skew bridges was proposed. Using the proposed analytical model, the validity of the application of noncomposite construction to skew bridges was checked. Also, the effects of interactions between the concrete deck and steel girders such as composite construction, partial composite construction, and noncomposite construction on the dynamic characteristics and dynamic behaviors of simply supported skew bridges were investigated. A series of parametric studies for the total 27 skew bridges was conducted with respect to parameters such as girder spacing, skew angle, and deck aspect ratio. Although the slip at the interfaces between the concrete deck and steel girders results in the reduction of seismic total base shear in the transverse direction due to period elongation, it causes an undesirable behavior of skew bridges by the modification in mode shapes and distributions of stiffness. Shear connectors placed by minimum requirements for partial composite action have an effect on reducing the girder stresses and deck stresses; except case of some skew bridges, the magnitude of the girder stresses and deck stresses obtained from partial composite skew bridges is similar to or slightly more than those acquired from composite skew bridges.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.19 no.2 s.72
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• pp.203-212
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• 2006

Although composite construction has many mechanical advantages over noncomposite construction, the design of noncomposite construction for skew bridges with large skew angels has been often checked because composite construction caused large stresses in the bridge deck. But there is somewhat difficulty to apply noncomposite construction in the field because of the structural problem such as the slip at the interface between the concrete deck and steel girders. In this study, the validity of the application of the composite construction to skew angles with large skew angles is investigated by analyzing effects of two interactions such as composite and noncomposite actions between the concrete deck and steel girders on the behavior of skew bridges. A series of parametric studies for the total 27 simply supported skew bridges was conducted with respect to parameters such as girder spacing, skew angle, and deck aspect ratio. The improvement of the behavior of composite skew bridges was examined by using the concept of the stiffness adjustment of bearings which I suggested in previous research. Results of analyses show that a more desirable behavior of skew bridges can be obtained from composite construction instead of noncomposite construction and the method of the stiffness adjustment of bearings results in a more rational and economical design of composite skew bridges and substructures.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.20 no.6
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• pp.472-482
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• 2019

This paper describes the stabilization of underwater TAS winch system Deploy/Recover operation performance. TAS winch installed on the stern of submarine performs to deploy/recover sensor, towing cable and rope tail which is deployed from the stern and separated from submarine itself. Also TAS winch provides transmission path of power to the sensor and data transmitting/receiving path which data are acquired from underwater environment like sound, depth and temperature. At the step of TAS winch evaluation test, sporadic standstill and rotating speed oscillation phenomenon were occurred. Winch motor provides the available torque to deploy/recover TAS and root cause analysis to the winch motor was done to find exact reason to sporadic malfunction. When winch motor was disassembled, eccentricity of rotor, slip-ring and the other composition part for winch motor were found. These might cause magnetic field distortion. To make TAS winch system more stable and block magnetic field distortion, this paper suggests methods to enhance fixing status installed in winch motor. For reliable data acquisition for TAS winch operation, the deploy/recover function of the improved type of TAS winch was verified in LBTS making similar condition with sea status. At the end of stage, improved type of TAS winch was tested on some functions not only deploy/recover function, but sustainability of TAS operation on specific velocity, steering angle of submarine in the sea trial. Improved type of TAS winch was verified in accordance with design requirement. Also, validity of suggested methods were verified by the sea trial.

• Journal of Korean Neurosurgical Society
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• v.47 no.5
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• pp.338-344
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• 2010

Objective : This study assessed the safety and efficacy of one level unilateral laminotomy bilateral decompression (ULBD) with the placement of a device for intervertebral assisted motion (DIAM) compared with one level ULBD only in elderly patients with degenerative lumbar spinal stenosis (DLSS). Methods : A non randomized prospective analysis was performed on 16 patients who underwent one level ULBD with DIAM (Group A) and 20 patients with one level ULBD only (Group B) between February 2007 and March 2008. Radiographic imaging, visual analog scale (VAS) and MacNab outcome scale were obtained before and after surgery at a mean interval of 21 months (range 17-27 months). Results : The disc height, interpedicular distance, slip distance and segmental lordotic angle were similar between two groups. In the group A, there was no significant difference between the pre- and post-operative imaging in terms of the sagittal balance and disc height. Both groups showed significant improvement in the clinical outcomes. In addition, there was significantly less low-back pain in the group A than in the group B at the last follow up, while the clinical improvement of the leg pain and MacNab outcome scale showed no significant difference in the two groups. There were no major complications or DIAM associated complications. Conclusion : ULBD with DIAM is a safe and efficacious treatment for selective elderly patients with DLSS, particularly for relieving low back pain comparing to ULBD. ULBD with DIAM did not alter the disc height or sagittal alignment at the mean 21 months follow-up interval.

• Journal of the Society of Naval Architects of Korea
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• v.43 no.5 s.149
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• pp.568-577
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• 2006

With the increase of ship size and speed, the loading on the propeller is increasing, which in turn increases the rotational speed in the propeller slipstream. The rudder placed in the propeller slip stream is therefore subject to severe cavitation with the increased angle of attack due to the increased rotational induction speed of the propeller. In the present paper the surface panel method, which has been proved useful in predicting the sheet cavitation on the propeller blade, is applied to solve the cavity boundary value problem on the rudder. The problem is then solved numerically by discretizing the rudder and cavity surface elements of the quadrilateral panels with constant strengths of sources and dipoles. The strengths of the singularities are determined satisfying the boundary conditions on the rudder and cavity surfaces. The extent of the cavity, which is unknown a priori, is determined by iterative procedure. Series of numerical experiments are performed increasing the degree of complexity of the rudder geometry and oncoming flows from the simple hydrofoil case to the real rudder in the circumferentially averaged propeller slipstream. Numerical results are presented with experimental results.

• Journal of Korean Society of Steel Construction
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• v.12 no.3 s.46
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• pp.259-268
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• 2000

In the friction-type joints the external applied load is transmitted by frictional force acting on the contact area of the plates fastened by the high strength bolts. This frictional force is proportional to the product of the bolt clamping force and slip coefficient of the faying surface. But the bolt clamping force is dependent on many factors when the turn-of-nut method is used. The preserved thread length and length-to-diameter ratios are one of the major factors governing the bolt clamping force. This paper presents the correct method of high strength bolt tightening through the experiment on the mechanical properties on sets of high strength bolts in accordance with preserved thread length and length-to-diameter ratios.

• Journal of the Korea Concrete Institute
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• v.21 no.6
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• pp.781-788
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• 2009

Mechanical properties of steel-concrete interface were evaluated on the basis of experimental observations. The properties included bond strength, unbounded and bonded friction angles, residual level of friction angle, mode I fracture energy, mode II bonded fracture energy and unbonded slip-friction energy under different levels of normal stress, and shape parameters to define geometrical shape of failure envelope. For this purpose, a typical type of constitutive model of describing steel-concrete interface behavior was presented based on a hyperbolic three-parameter Mohr-Coulomb type failure criterion. The constitutive model depicts the strong dependency of interface behavior on bonding condition of interface, bonded or unbounded. Values of the interface parameters were determined through interpretation of experimental results, geometry of failure envelope and sensitivity analysis. Nonlinear finite element analysis that incorporates steel-concrete interface as well as material nonlinearities of concrete and steel were performed to predict the experimental results.

• Maxillofacial Plastic and Reconstructive Surgery
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• v.17 no.4
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• pp.379-388
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• 1995

This study was based on a series of 369 patients with Oral and Maxillofacial injuries treated at Kumi Hospital, College of Medicine, Soon-Chun-Hyang University from Jan. 1992 to Dec. 1994. The results obtained were as follows : 1. The number of male patient was 310 and that of female was 59, leading to 5.3 : 1 of male-female ratio, and the 3rd decade was the highest age group in incidence. 2. Weekly incidence was the highest in Sun. & Sat. and monthly incidence was the highest in Nov.& Oct. 3. Causes as follows : traffic accident 41.9%, slip& fall down 25.4%, human trouble 16.5%, industrial accident 7.5%, sports 6.7%, etc. 4. Site distribution as follows : mandible fracture 32.3%, maxilla fracture 4.8%, zygoma fracture 21.4%, nasal bone fracture 34.1%, orbital& ethmoidal fracture 4.6%. 5. The most common site of mandible was symphysis & angle, and the ratio of OR & CR was 1.3 : 1. 6. The most common site of maxilla was Le Fort 1, 2, and the ratio of OR & CR was 3 : 1. 7. The most common site of zygoma was body, the ratio of OR & CR was 3.3 : 1. 8 . The mean period of intermaxillary fixation was 4.33weeks. 9. Combined injury in facial fracture was 35.8% : The facial fracture were most frequently combind with head & neck(47.0%), upper extremities and abdomen(9.8%). 10. The mean elapsed time from injury to hospital was 1.9days, and that to operation was 5.1days. 11. The mean number of combined teeth injury was 0.6, and percent of combined soft tissue injury of face was 51.3%. 12. Post-operative complication occurred in 4 out of 323 cases. all of that was infection.