• Computers and Concrete
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• v.24 no.6
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• pp.527-539
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• 2019

In this paper, the fracture characteristics of concrete specimens with different notch depths under three-point flexural loads are studied by finite element and fracture mechanics methods. Firstly, the concrete beams (the size is 700×100×150 mm) with different notch depths (a=30 mm, 45 mm, 60 mm and 75 mm respectively) are tested to study the influence of notch depths on the mechanical properties of concrete. Subsequently, the concrete beams with notch depth of 60 mm are loaded at different loading rates to study the influence of loading rates on the fracture characteristics, and digital image correlation (DIC) is used to monitor the strain nephogram at different loading rates. The test results show that the flexural characteristics of the beams are influenced by notch depths, and the bearing capacity and ductility of the concrete decrease with the increase of notch depths. Moreover, the peak load of concrete beam gradually increases with the increase of loading rate. Then, the fracture energy of the beams is accurately calculated by tail-modeling method and the bilinear softening constitutive model of fracture behavior is determined by using the modified fracture energy. Finally, the bilinear softening constitutive function is embedded into the finite element (FE) model for numerical simulation. Through the comparison of the test results and finite element analysis, the bilinear softening model determined by the tail-modeling method can be used to predict the fracture behavior of concrete beams under different notch depths and loading rates.

• Journal of Environmental Science International
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• v.24 no.11
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• pp.1393-1404
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• 2015

Ten empirical disinfection models for the plasma process were used to find an optimum model. The variation of model parameters in each model according to the operating conditions (first voltage, second voltage, air flow rate, pH, incubation water concentration) were investigated in order to explain the disinfection model. In this experiment, the DBD (dielectric barrier discharge) plasma reactor was used to inactivate Phytophthora capsici which cause wilt in tomato plantation. Optimum disinfection models were chosen among ten models by the application of statistical SSE (sum of squared error), RMSE (root mean sum of squared error), $r^2$ values on the experimental data using the GInaFiT software in Microsoft Excel. The optimum models were shown as Log-linear+Tail model, Double Weibull model and Biphasic model. Three models were applied to the experimental data according to the variation of the operating conditions. In Log-linear+Tail model, $Log_{10}(N_o)$, $Log_{10}(N_{res})$ and $k_{max}$ values were examined. In Double Weibull model, $Log_{10}(N_o)$, $Log_{10}(N_{res})$, ${\alpha}$, ${\delta}_1$, ${\delta}_2$, p values were calculated and examined. In Biphasic model, $Log_{10}(N_o)$, f, $k_{max1}$ and $k_{max2}$ values were used. The appropriate model parameters for the calculation of optimum operating conditions were $k_{max}$, ${\alpha}$, $k_{max1}$ at each model, respectively.

• The Korean Journal of Financial Management
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• v.23 no.2
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• pp.189-208
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• 2006

In this paper we are concerned with estimation of tail related risk measures for heteroscedastic financial time series and VaR limits that VaR tells us nothing about the potential size of the loss given. So we use GARCH-EVT model describing the tail of the conditional distribution for heteroscedastic financial series and adopt Expected Shortfall to overcome VaR limits. The main results can be summarized as follows. First, the distribution of stock return series is not normal but fat tail and heteroscedastic. When we calculate VaR under normal distribution we can ignore the heavy tails of the innovations or the stochastic nature of the volatility. Second, GARCH-EVT model is vindicated by the very satisfying overall performance in various backtesting experiments. Third, we founded the expected shortfall as an alternative risk measures.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.39 no.2
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• pp.163-168
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• 2015

In order to perform estimations with high reliability, it is necessary to deal with the tail part of the cumulative distribution function (CDF) in greater detail compared to an overall CDF. The use of a generalized Pareto distribution (GPD) to model the tail part of a CDF is receiving more research attention with the goal of performing estimations with high reliability. Current studies on GPDs focus on ways to determine the appropriate number of sample points and their parameters. However, even if a proper estimation is made, it can be inaccurate as a result of an incorrect threshold value. Therefore, in this paper, a GPD based on the Akaike information criterion (AIC) is proposed to improve the accuracy of the tail model. The proposed method determines an accurate threshold value using the AIC with the overall samples before estimating the GPD over the threshold. To validate the accuracy of the method, its reliability is compared with that obtained using a general GPD model with an empirical CDF.

• Journal of the Korean Society for Railway
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• v.15 no.6
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• pp.543-549
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• 2012

This study describes the tail vibration reduction for the next generation high speed EMU(HEMU-430X). The model of 6 cars was generated and the calculation was performed using VAMPIRE(railway vehicle dynamic software). In view of ride characteristics, HEMU-430X was expected to sway at the tail because of the yaw damper direction. The lateral acceleration of vehicle body exceeded the criteria because of hunting. To reduce this hunting motion, some methods such as wheel profile change, the change of damping coefficient for the 2nd lateral damper, the damping coefficient change of yaw damper were tested, but had little effect. Finally, the yaw damper direction was changed and the tail vibration disappeared. In real running test, the tail vibration appeared at the speed of 150km/h and the yaw damper direction change made the vehicle stable at the speed of 300km/h. The maximum test speed of HEMU-430X is 430km/h. If the tail vibration appears at higher speed, some other methods in this study may be considered to reduce it.

• Transactions of the Korean Society of Automotive Engineers
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• v.10 no.4
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• pp.85-92
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• 2002

To investigate the safety of the in-use vehicles emission against the tail-pipe emission regulation, in-use vehicles emission trend according to vehicle mileage should be known. But it is impossible to collect all vehicles emission data In order to know that. Therefore, it is necessary to establish a statistically meaningful inference method that can be used generally to estimate in-use vehicles emissions distribution according to the vehicle mileage with relatively less in-use vehicles emission data. To do this, a linear regression model that solved the problems of data normality and common variance of error was studied. As a way that can secure the data normality, In(emission) instead of emission itself was used as a sampled data. And a reciprocal of mileage was suggested as a factor to secure common variance of error. As an example, 36 data of FTP-75 test were handled in this study. As a result, using average value and standard deviation at each mileage which were inferred from a linear regression model, probability density distribution and cumulative distribution of emissions according to the vehicle mileage were obtained and it was possible to predict the deterioration factor through full useful life mileage and also possible to decide whether those in-use vehicles will meet the tail-pipe emission regulations or not.

• Proceedings of the KSME Conference
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• 2003.11a
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• pp.1708-1713
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• 2003

The acceptance test of KTX has been performed in Korea. During the test, lateral vibration of carbody over the accepted value called swat was found. KTX has 20 car trainsed formation whose trailer cars are linked by articulate bogies. So this study is performed to see the effects of long trainsed formation on vehicle dynamics and the train stability by 20 car vehicle model. Firstly the reliable vehicle model which shows well the tendencies appeared in the tests on the high speed test line is required to find the cause of lateral vibration and the countermeasure. Vehicle model was made for the analysis with VAMPIRE. The analysis results show that secondary air spring lateral stiffness is the most significant parameter to cause carbody lateral vibration. Mode analysis results show that he least damped mode shape is similar to the vibration pattern shown in the tests that the amplitude of the motion increases along the train set and decreases in the tail part. For the case of short train formation with 7 or 10cars, sway does not happen. But in the case of longer train formation with 16 or 20 cars, sway was found.

• Proceedings of the KSR Conference
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• 2003.10c
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• pp.126-131
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• 2003

The acceptance test of KTX has been performed in Korea. During the test, lateral vibration of carbody over the accepted value called sway was found. KTX has 20 car trainset formation whose trailer cars are linked by articulate bogies. So this study is performed to see the effects of long trainset formation on vehicle dynamics and the train stability by 20 car vehicle model. Firstly the reliable vehicle model which shows well the tendencies appeared in the tests on the high speed test line is required to find the cause of lateral vibration and the countermeasure. Vehicle model was made .for the. analysis with VAMPIRE. The analysis results show that secondary air spring lateral stiffness is the most significant parameter to cause carbody lateral vibration. Mode analysis results show that the least damped mode shape is similar to the vibration pattern shown in the tests that the amplitude of the motion increases along the train set and decreases in the tail part. For the case of short train formation with 7 or 10cars, sway does not happen. But in the case of longer train formation with 16 or 20 cars, sway was found.

• Journal of the Korean Society for Railway
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• v.6 no.2
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• pp.122-128
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• 2003

The acceptance test of KTX has been performed in Korea. During the test, lateral vibration of carbody over the accepted value called sway was found. Many activities have been taken to find the cause of the vibration and the counter-measure. KTX has 20 car trainset formation whose trailer cars are linked by articulate bogies. So this study is performed to see the effects of long trainset formation on vehicle dynamics and the train stability by 16 car vehicle model. Firstly the reliable vehicle model which shows well the tendencies appeared in the tests on the high speed test line is required to find the cause of lateral vibration and the countermeasure. Vehicle model was made for the analysis with VAMPIRE. The analysis results show that secondary air spring lateral stiffness is the most significant parameter to cause carbody lateral vibration. Mode analysis results show that the least damped mode shape is similar to the vibration pattern shown in the tests that the amplitude of the motion increases along the train set and decreases in the tail part. The lateral vibration was "appeared at the speed range between 100km/h and 200km/h and disappeared at the low speed and the high speed.

• International Journal of Stem Cells
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• v.16 no.1
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• pp.66-77
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• 2023

Background and Objectives: We compared the efficacy and safety of human bone marrow-derived mesenchymal stem cells (hBMSC), delivered at different doses and via different injection routes in an animal model of chronic kidney disease. Methods and Results: A total of ninety 12-week-old rats underwent 5/6 nephrectomy and randomized among nine groups: sham, renal artery control (RA-C), tail vein control (TV-C), renal artery low dose (RA-LD) (0.5×10⁶ cells), renal artery moderate dose (RA-MD) (1.0×10⁶ cells), renal artery high dose (RA-HD) (2.0×10⁶ cells), tail vein low dose (TV-LD) (0.5×10⁶ cells), tail vein moderate dose (TV-MD) (1.0×10⁶ cells), and tail vein high dose (TV-HD) (2.0×10⁶ cells). Renal function and mortality of rats were evaluated after hBMSC injection. Serum blood urea nitrogen was significantly lower in the TV-HD group at 2 weeks (p<0.01), 16 weeks (p<0.05), and 24 weeks (p<0.01) than in the TV-C group, as determined by one-way ANOVA. Serum creatinine was significantly lower in the TV-HD group at 24 weeks (p<0.05). At 8 weeks, creatinine clearance was significantly higher in the TV-MD and TV-HD groups (p<0.01, p<0.05) than in the TV-C group. In the safety evaluation, we observed no significant difference among the groups. Conclusions: Our findings confirm the efficacy and safety of high dose (2×10⁶ cells) injection of hBMSC via the tail vein.