• Steel and Composite Structures
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• v.46 no.4
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• pp.497-512
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• 2023

Using light weight concrete as infill material in conventional cold-formed steel (CFS) shear wall systems can considerably increase their load bearing capacity, ductility, integrity and fire resistance. The compressive strength of the filler concrete is a key factor affecting the structural behaviour of the composite wall systems, and therefore, achieving maximum compressive strength in lightweight concrete while maintaining its lightweight properties is of significant importance. In this study a new type of optimum polystyrene lightweight concrete (OPLC) with high compressive strength is developed for infill material in composite CFS shear wall systems. To study the seismic behaviour of the OPLC-filled CFS shear wall systems, two full scale wall specimens are tested under cyclic loading condition. The effects of OPLC on load-bearing capacity, failure mode, ductility, energy dissipation capacity, and stiffness degradation of the walls are investigated. It is shown that the use of OPLC as infill in CFS shear walls can considerably improve their seismic performance by: (i) preventing the premature buckling of the stud members, and (ii) changing the dominant failure mode from brittle to ductile thanks to the bond-slip behaviour between OPLC and CFS studs. It is also shown that the design equations proposed by EC8 and ACI 318-14 standards overestimate the shear force capacity of OPLC-filled CFS shear wall systems by up to 80%. This shows it is necessary to propose methods with higher efficiency to predict the capacity of these systems for practical applications.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.5A
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• pp.873-880
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• 2006

PSC composite bridge with precast decks which was designed by the proposed horizontal shear equation was fabricated. Fatigue test was performed to evaluate the endurance of shear connection and the behavior of PSC composite bridge. After all the fatigue loading were applied, no crack and no residual slip were occurred. The flexural stiffness of PSC composite bridge was maintained the initial value, and demage of shear connection was not occurred. To verify the applicability of horizontal shear equation and shear connection detail and to evaluate the strength of PSC composite bridges, static test was also executed. PSC composite bridges with precast decks had 2.08 safety factor which was the ratio of crack to serviceability load and showed ductile behavior after ultimate load. Test results showed that the proposed design equation of the shear connection gave reasonable horizontal shear connection design. Fast and easy construction would be achieved using the suggested precast system.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.60 no.2
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• pp.161-169
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• 2024

This study employs Bayesian network analysis to quantitatively evaluate the risk of incidents in trap boats, utilizing accident compensation approval data spanning from 2018 to 2022. With a dataset comprising 1,635 incidents, the analysis reveals a mortality risk of approximately 0.011 across the entire trap boat. The study significantly identifies variations in incident risks contingent upon fishing area and fishing processes. Specifically, incidents are approximately 1.22 times more likely to occur in coastal compared to offshore, and the risk during fishing processes outweighs that during maintenance operations by a factor of approximately 23.20. Furthermore, a detailed examination of incident types reveals varying incidence rates. Trip/slip incidents, for instance, are approximately 1.36 times more prevalent than bump/hit incidents, 1.58 times more than stuck incidents, and a substantial 5.17 times more than fall incidents. The study concludes by providing inferred mortality risks for 16 distinct scenarios, incorporating fishing areas, processes, and incident types. This foundational data offers a tailored approach to risk mitigation, enabling proactive measures suited to specific circumstances and occurrence types in the trap boat industry.

• The Journal of the Petrological Society of Korea
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• v.25 no.3
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• pp.195-209
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• 2016

The understanding of geometric complexity of strike-slip Fault system can be an important factor to control fault reactivation and surface rupture propagation under the regional stress regime. The Kumamoto earthquake was caused by dextral reactivation of the Futagawa-Hinagu Fault system under the E-W maximum horizontal principal stress. The earthquakes are a set of earthquakes, including a foreshock earthquake with a magnitude 6.2 at the northern tip of the Hinagu Fault on April 14, 2016 and a magnitude 7.0 mainshock which generated at the intersection of the two faults on April 16, 2016. The hypocenters of the main shock and aftershocks have moved toward NE direction along the Futagawa Fault and terminated at Mt. Aso area. The intersection of the two faults has a similar configuration of ${\lambda}$-fault. The geometries and kinematics, of these faults were comparable to the Yansan-Ulsan Fault system in SE Korea. But slip rate is little different. The results of age dating show that the Quaternary faults distributed along the northern segment of the Yangsan Fault and the Ulsan Fault are younger than those along the southern segment of the Yansan Fault. This result is well consistent with the previous study with Column stress model. Thus, the seismic activity along the middle and northern segment of the Yangsan Fault and the Ulsan Fault might be relatively active compared with that of the southern segment of the Yangsan Fault. Therefore, more detailed seismic hazard and paleoseismic studies should be carried out in this area.

• Composites Research
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• v.34 no.3
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• pp.192-198
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• 2021

Due to enormous market growing of electric vehicles without combustion engine, reducing unwanted BSR (buzz, squeak, and rattle) noise is highly demanded for vehicle quality and performance. Particularly, innerbelt weatherstrips which not only block wind noise, rain, and dust from outside, but also reduce noise and vibration of door glass and vehicle are required to exhibit high damping properties for improved BSR performance of the vehicle. Thermoplastic elastomers (TPEs), which can be recycled and have lighter weight than thermoset elastomers, are receiving much attention for weatherstrip material, but TPEs exhibit low material damping and compression set causing frictional noise and vibration between the door glass and the weatherstrip. In this study, high damping EPDM (ethylene-propylene-diene monomer)/PP (polypropylene) thermoplastic vulcanizates (TPV) were investigated by varying EPDM/PP ratio and ENB (ethylidene norbornene) fraction in EPDM. Viscoelastic properties of TPV materials were characterized by assuming that the material damping is directly related to the viscoelasticity. The optimum material damping factor (tanδ peak 0.611) was achieved with low PP ratio (14 wt%) and high ENB fraction (8.9 wt%), which was increased by 140% compared to the reference (tanδ 0.254). The improved damping is believed due to high fraction of flexible EPDM chains and higher interfacial slippage area of EPDM particles generated by increasing ENB fraction in EPDM. The stick-slip test was conducted to characterize frictional noise and vibration of the TPV weatherstrip. With improved TPV material damping, the acceleration peak of frictional vibration decreased by about 57.9%. This finding can not only improve BSR performance of electric vehicles by designing material damping of weatherstrips but also contribute to various structural applications such as urban air mobility or aircrafts, which require lightweight and high damping properties.

• Journal of the Korean Geotechnical Society
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• v.15 no.1
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• pp.113-125
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• 1999

In this study the occurrence and mineralogical characteristics of clay minerals from the Munhyun-dong landslide area in Pusan city were examined by XRD, SEM, and chemical analyses. Several types of clay minerals such as halloysite, vermiculite, mica/vermiculite interstratified mineral, vermiculite/smectite interstratified mineral, kaolinite and illite are found abundantly in the area. The occurrence of clay minerals suggest that they have been formed by weathering of andesite which is the bedrock of the area. It is believed that halloysite was formed in the early stage of weathering, and vermiculite, mica/vermiculite interstratified mineral and mica/vermiculite interstratified mineral were formed in the middle stage, and finally, kaolinite was formed. The clay minerals occurring in the central part of the landsliding area and within the slip surface are dominated by expandable minerals such as halloysite, vermiculite and vermiculite/smectite interstratified mineral. These clay minerals expand by absorbing water and effectively decrease the shear resistance of the rock mass, and therefore, they could be an important factor for the landslide. The analyses of geology and mineralogical characteristics of the area suggest that the landslide was caused by combination of various factors including steep slope, heavy rainfall, abundant joints, alteration of the rocks, and occurrence of expandable clay minerals. The result of this study suggests that the investigation for the prevention of possible landslide must include the examination of clay mineralogy as well as the site geology.

• Clinics in Shoulder and Elbow
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• v.3 no.2
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• pp.61-67
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• 2000

Purpose: Most proximal humeral fractures are minimally displaced and can be treated satisfactorily with a conservative method. But in many comminuted fractures, hemiarthroplasty is usually done as a primary treatment. The authors evaluated how much functional improvement was achieved after hemiarthroplasty and which factors influence on the final functional results. Materials and Methods: Eleven hemiarthroplasties were performed for three- and four-part fractures(including fracture-dislocation) between April 1992 and June 1999. There were eight women and three men, and the mean age was 65 years. According to Neer classification, six was three-part fracture and five was four-part fracture. Six patients were injured on their right shoulder and five on the left shoulder. Among the five four-part fractures, three had axillary nerve injury and among the six three-part fractures, only one patient had axillary nerve injury. The average follow-up period was 2.4 years(1 year-7 years) after operation. The functional results were evaluated with the UCLA scoring system(Modification for hemiarthroplasty). In addition to the overall results, we compared the results according to the classification of the fracture, the cause of injury, and whether the axillary nerve was injured. Results: At the last follow-up, average total UCLA score was 18.2. The mean score for pain was 7.0, mean muscle power and motion score was 5.5 and 5.7 respectively. The pain relief was more satisfactory than any other functional results. The average score for three-part fractures was 22, and the average for four-part fractures was 13.6. The average score for the patients fractured by vehicle accidents was 15.3, and 19.3 for the patients fractured by slip-down injury. In patients without axillary nerve injury, the average score was 20, and with axillary nerve injury, the score was 15. Conclusion: Shoulder hemiarthroplasty, for the treatment of proximal humeral fractures, cannot restore the shoulder function to normal, but can achieve the functional result to some degree, especially for the activity of daily living. And as for pain, we think that it is relatively effective measure. And we think that the severer the comminution, the more the chance of axillary nerve injury, and the poorer the functional results. In conclusion, the severity of initial injury seems to be the major prognostic factor.

• Journal of Korean Society of Steel Construction
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• v.21 no.1
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• pp.63-70
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• 2009

Failure modes result in fracture or tearing, which may cause deterioration of resistance and reduction of inelastic deformation capacity. The potential failure modes for Special Concentrically Braced Frames (SCBFs) include fracture or tearing of the brace, net section fracture of the brace or gusset plate, fracture of the gusset plate welds, shear fracture of the bolts, block shear, excessive bolt bearing deformation, and buckling of the gusset plate. HSS tubular braces are commonly used in SCBFs, and net section fracture of the tubular brace may also occur through the brace net section at the end of the slot cut into the tube to slip over the gusset plate. This failure mode is categorized as a tension failure mode, and may cause dramatic loss of resistance and brittle behavior. Net section reinforcement is required according to AISC design specifications (AISC 2001). In this paper, the need to reinforce the net section area was discussed. Initially, the results of the net section fracture tests done by the University of California in Berkeley were presented with the modeling of these tests using FE models. To investigate the possibility of net section fracture in an actual frame, the slot end hole model was adapted to the frame FE model, and alternate near-fault histories were applied with tension-dominated cycles, since previous analyses showed that loading history was the most critical factor in net section fracture. The need for this reinforcement (cover plate) and the tension-dominated near-fault history were investigated.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.16 no.11
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• pp.7934-7940
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• 2015

The raise of the acceleration can be one of possible methods to increase the scheduled speed of the metropolitan railway system. It is possible to raise the acceleration to the some point by increasing the traction power of the motor. However, there is a limit of the acceleration because the traction power over some level related to the adhesion causes a slip, which prevents from accomplishing the target acceleration. The running resistance is also an important factor to consider. Both the adhesion and the running resistance as well as the traction power vary according to the velocity. Therefore, the standardization of the acceleration needs the analysis of these factors as a function of velocity. In this study, we focus on the advanced urban transit unit(AUTS) for the standardization. We derive a novel equation of the adhesion suitable for the AUTS by investigation of the traction and adhesion equation as well as the experiment data. And finally we propose the standard of the acceleration based on this analysis.

• Journal of Animal Environmental Science
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• v.8 no.3
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• pp.135-144
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• 2002

A computer simulation was carried out to investigate the optimum capacity of liquid manure tank spreader which is used as a tractor attachment. Soil physical properties, such as soil moisture content, bulk density, soil hardness and soil types were measured in the 10 major rice production area for computer simulation. Mathematical model which include soil physical properties and vehicle factor was used for computer simulation. Most of the soil type of the investigated area was sandy clay loam. Soil moisture content ranged between 30 and 40% mostly. Soil bulk density was in the range of 1,500 to 1,700 kg/$m^3$. Soil hardness ranged between 1 to 18 $cm^2$. Soil hardness incorporate the effects of many soil physical properties such as soil moisture content, soil type and soil bulk density, and so the range of soil hardness is greater than any other physical properties. The capacity of liquid manure tank spreader was above 3,000 kg$_{f}$ for the most of the investigated areas, and mostly in the range of 4,000 to 6,000 $kg_f$ depending upon the slip. But for the soft soil area such as Andong and Asan, the tractor itself has mobility problem and shows no pulling force for some places. For this area, the capacity of liquid manure tank spreader ranged between 1,000 and 2,000 $kg_f$ mostly, so the capacity of liquid manure tank spreader should be designed as a small capacity trailer compared to the other area.mpared to the other area.