• The Journal of the Petrological Society of Korea
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• v.13 no.2
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• pp.64-80
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• 2004

The Miocene volcanic rocks in the Eoil Basin, which is one of the pull-apart basins in the southeastern Korean Peninsula, are bimodal in composition: felsic (67.2-70.5wt.% SiO$_2$) and mafic(49.3-55.2wt.% SiO$_2$). The bimodal volcanic activities in the basin appear to be closely associated with the basin development. The volcanic rocks are intercalated with thick Files of sedimentary sequence. They show evidence of magma mixing. which has produced mafic and felsic volcanic rocks. We are able to identify the petrographic characteristics (disequilibrium phenocryst assemblages) of the volcanic rocks that were mixed. In basaltic lava, phenocrysts of olivine and orthopyroxene coexist with corroded quartz phenocryst. Dacitic to rhyolitic welded ash-flow tuff contains phenocrysts of clinopyroxene and orthopyroxene. It suggests that phenocryst disequilibrium have been affected and mixed by magmas, which have different compositions.

• Structural Engineering and Mechanics
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• v.81 no.6
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• pp.715-728
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• 2022

A new type of buckling-restrained braces (BRBs) with a longitudinally profiled steel plate working as the core (LPBRB) is proposed and experimentally investigated. Different from conventional BRBs with a constant thickness core, both stiffness and strength of the longitudinally profiled steel core along its longitudinal direction can change through itself variable thickness, thus the construction of LPBRB saves material and reduces the processing cost. Four full-scale component tests were conducted under quasi-static cyclic loading to evaluate the seismic performance of LPBRB. Three stiffening methods were used to improve the fatigue performance of LPBRBs, which were bolt-assembled T-shaped stiffening ribs, partly-welded stiffening ribs and stiffening segment without rib. The experimental results showed LPBRB specimens displayed stable hysteretic behavior and satisfactory seismic property. There was no instability or rupture until the axial ductility ratio achieved 11.0. Failure modes included the out-of-plane buckling of the stiffening part outside the restraining member and core plate fatigue fracture around the longitudinally profiled segment. The effect of the stiffening methods on the fatigue performance is discussed. The critical buckling load of longitudinally profiled segment is derived using Euler theory. The local bulging behavior of the outer steel tube is analyzed with an equivalent beam model. The design recommendations for LPBRB are presented finally.

• Transactions of Materials Processing
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• v.32 no.1
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• pp.12-19
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• 2023

The armature core is a part responsible for the skeleton of the steering wheel. Currently, in the case of commercial trucks, the main parts of the parts are manufactured separately and then the product is produced through welding. In the case of this production method, quality and cost problems of the welded parts occur, and an integrated armature core made of magnesium alloy is used in passenger vehicles. However, in the case of commercial trucks, there is no application case and research is insufficient. Therefore, this study aims to develop an all-in-one armature core that simultaneously applies a magnesium alloy material and a die casting method to reduce the weight and improve the quality of the existing steel armature core. The product was modeled based on the shape of a commercial product, and finite element analysis (FEA) was performed through Ls-dyna, a general-purpose analysis program. Through digital image correlation (DIC) and uniaxial tensile test, the accurate physical properties of the material were obtained and applied to the analysis. A total of four types of compression were applied by changing the angle and ground contact area of the product according to the actual reliability test conditions. analysis was carried out. As a result of FEA, it was confirmed that damage occurred in the spoke area, and spoke thickness (t_spoke), base thickness (t_base), and rim and spoke connection (R) were designated as design variables, and the total weight and maximum equivalent stress occurring in the armature core We specify an objective function that simultaneously minimizes . A prediction function was derived using the sequential response surface method to identify design variables that minimized the objective function, and it was confirmed that it was improved by 22%.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.19 no.6
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• pp.581-586
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• 2018

Cast iron manhole lids cause environmental pollution during the manufacturing process, and the work environment is very poor. In addition, if the height of the manhole cover does not match the height of the road surface, it causes considerable inconvenience and safety problems. This study proposes a height - adjustable steel manhole cover that can replace cast iron manhole covers and easily match the road surface with the upper surface of the manhole cover. Structural analysis was performed to grasp the design variable of the structure of the manhole cover, satisfying the required quality performance. To fabricate a manhole cover that satisfies the required load capacity, the optimal design for the U-shaped reinforcement structure was made. The cylindrical shape of the height adjustment part and the low frame were formed by bending the steel sheet into a circular shape and then welding. Reinforcing bars were also made by bending a steel plate. The height adjustment groove was machined by a CNC milling machine. Four prototypes were fabricated and a load bearing test was carried out, and new manhole cover was made reflecting results of the test. In the load bearing test, there was no breakage of the welded part, and deformation occurred mainly at the contact area between the groove and gusset plate. Deformation of 1 to 2.7mm occurred due to a load of 450kN. On the other hand, after removing the load, there was almost no residual deformation, and the load bearing evaluation was judged to be satisfactory because the manhole cover could be disassembled and reassembled.

• Journal of Korean Society of Steel Construction
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• v.21 no.6
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• pp.575-583
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• 2009

As the height of buildings rises, new structural systems are being applied other than theexisting S, RC, and SRC to decrease the weight of buildings and to make their construction more efficient, CFT structureshad been applied in many building construction projects due to their superior structural performance and construction efficiency. CFT structures need a diaphragm to harmoniously transmit the beam flange load to the column and the opponent beam in connections. Especially, on the right and left sides of the column other beams are connected, The establishment of a diaphragm for the lower part flange load delivery of the beam and guarantee for concrete filing capacity difficulty have (What does this mean?). In this paper, connection details are proposed in the form of a welded vertical plate with a circular hole on the CFT column's interior to harmoniously transmit the lower-part beam flange load to the column and the opponent beam. Thesediaphragm details use the concrete anchor effect in the beam flange load delivery, with the concrete-filled CFT column interior piercing the hole of the perforated plate, and a perforated board is established vertically to improve the concrete filling capacity. To analyze the structural performance of the proposed connection details, five simple tension specimens were made with the following parameters: with our without vertical and horizontal perforated plates, shear hole number, concrete filled or not, thickness of the perforated plate, etc. Then experimental tests were performed on these specimens.

• Journal of the Korea institute for structural maintenance and inspection
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• v.15 no.2
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• pp.98-106
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• 2011

The deck of steel box girder bridges is composed of deck plate, longitudinal rib, and transverse ribs. The orthotropic steel decks have high possibility to fatigue damage due to numbers of welded connection part, the heavy contact loadings, and the increase of repeated loadings. Generally, the local stress by the repeated loadings of heavy vehicles causes the orthotropic steel deck bridge to fatigue cracks. The increase of traffic volume and heavy vehicle loadings are promoted the possibility of fatigue cracks. Thus, it is important to exactly evaluate the structural behavior of bridge considering the contact loading area of heavy vehicles and real load patterns of heavy trucks which have effects on the bridge. This study estimated the effect of contact area of design loads and real traffic vehicles through the finite element analysis considering the real loading conditions. The finite element analysis carried out 4 cases of loading patterns in the orthotropic steel deck bridge. Also, analysis estimated the influence of contact area of real truck loadings by the existence of diaphragm plate. The result of finite element analysis indicated that single tire loadings of real trucks occurred higher local stress than one of design loadings, and especially the deck plate got the most influence by the single tire loading. It was found that the diaphragm attachment at joint part of longitudinal ribs and transverse ribs had no effects on the improvement of structural performance against fatigue resistance in elastic analysis.

• Journal of the Korean earth science society
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• v.21 no.6
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• pp.663-674
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• 2000

A total of 165 independently oriented core samples were collected from 19 Cretaceous Yuchon Group sites in Kosong area, the southernmost part of the Miryang subbasin of the Kyongsang Basin in southern Korea. Stepwise AF and thermal cleaning revealed antipodal ChRM from 95 samples from 14 sites. Mean ChRM direction is d=26.0$^{\circ}$, i=49.4$^{\circ}$ (${\alpha}_{95}$=8.2$^{\circ}$, k=24.5, n= 14) before bedding correction and d=28.1$^{\circ}$, i=54.2$^{\circ}$ (${\alpha}_{95}$=4.8$^{\circ}$, k=70.6, n= 14) after bedding correction. A 2.88-fold increase of the precession parameter k by bedding correction indicates pre-folding age of the ChRM with 99% confidence level. Palaeomagnetic pole position calculated from the mean ChRM is 67.0$^{\circ}$N, 210.6$^{\circ}$E (dp=4.7$^{\circ}$, dm=6.7$^{\circ}$), which is significantly different neither from the poles of other part of the Kyongsang Basin nor those of Eurasia including SCB and NCB. This suggests stable relative position of the study area with regard to other parts of the Kyongsang Basin as well as to Eurasia continent since Cretaceous. Three ploarity reversals in the Kosong Formation in addition to the coexistence of normal and reversed polarities in the overlying Andesites and Welded Tuff suggest, in reference to the worldwide geomagnetic polarity time scale, an Albian to Maastrichtian (polarity chron 32r-31r) age of the Yuchon Group of the study area. An alleged hypothesis of stratigraphical correspondence between the Kosong Formation in the study area and the Tadaepo Formation in Pusan area is, however, not tenable: Not only because the latter shows a short reverse polarity only in its lowest part of the sequence but also because the Andesites overlying it is wholly normally magnetized, in contrast to the frequent reverals in the case of both the Kosong Formation and Andesites above it.

• The Journal of the Petrological Society of Korea
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• v.22 no.1
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• pp.49-62
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• 2013

The Dongmakgol Tuff is divided into 8 lithofacies based on their grain size and depositional structures: massive tuff breccia(TBm), welded tuff and lapilli tuff(LTw), rheomorphic tuff and lapilli tuff(LTr), massive lapilli tuff(LTm), stratified lapilli tuff(LTs), gradedly bedded lapilli tuff(LTg), crudely bedded lapilli tuff(LTb) and massive fine tuff(Tm). They can be divided into 3 pyroclastic rock group based on their constituents of the lithofacies. The lower group(LI) is composed of LTm, LTw and LTr, which are interpreted to have resulted from emplacement of voluminous pyroclastic flows due to ignimbrite-form eruption to boiling-over eruption. The middle group(LT+MI) consists of LTs, LTg and LTm associated with Tm in the lower part, and of LTm, LTw and LTr in the middle and upper parts; these suggest that started with deposition of pyroclastic surges from phreatoplinian eruption by poor eternal water, passed through emplacement of pyroclastic flows from ignimbrite-form eruption and ended with deposition of voluminous pyroclastic flows from boiling-over eruption. The upper group(lUT+uUT+UI) is composed of LTs, LTg and Tm in the lowermost, TBm, LTb, LTb and Tm in the lower part, and LTm and LTw in the middle and upper part, suggesting that began with deposition of surges from phreatoplinian eruption, passed through deposition of pumice- and ash-fallouts from plinian eruption and transformed into emplacement of pyroclastic flows due to boiling-over eruption. As result, eruptive processes in the Dongmakgol Tuff approximately began with phreatoplinian or/and plinian eruption, transformed into ignimbrite-forming eruption and proceeded into boiling-over eruption in each volcanism, but proceeded presumably without phreatoplinian or plinian eruption in the earlier stage of 1st volcanism.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.19 no.3
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• pp.52-60
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• 2018

In the automobile industry, in order to increase the fuel efficiency and conform to the safety regulations, it is necessary to make the vehicles as light as possible. Therefore, it is crucial to manufacture dual phase steels, complex phases steels, MS steels, TRIP steels, and TWIP from high strength steels with a tensile strength of 700Mpa or more. In order to apply ultra-high tensile strength steel to the body, the welding process is essential. Resistance spot welding, which is advantageous in terms of its cost, is used in more than 80% of cases in body welding. It is generally accepted that ultra-high tensile strength steel has poor weldability, because its alloy element content is increased to improve its strength. In the case of the resistance spot welding of ultra-high tensile steel, it has been reported that the proper welding condition area is reduced and interfacial fracture and partial interfacial fracture occur in the weld zone. Therefore, research into the welding quality judgment that can predict the defect and quality in real time is being actively conducted. In this study, the dynamic resistance of the weld was monitored using the secondary circuit process variables detected during resistance spot welding, and the factors necessary for the determination of the welding quality were extracted from the dynamic resistance pattern. The correlations between the extracted factors and the weld quality were analyzed and a regression analysis was carried out using highly correlated pendulums. Based on this research, a regression model that can be applied to the field was proposed.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.18 no.12
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• pp.644-649
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• 2017

In the automobile industry, there is growing demand for lightweight vehicles due to environmental problems and rising oil prices. Therefore, aluminum alloys and special materials are being used to reduce the weight of vehicles, but there are still many difficulties to overcome in terms of cost and strength. Therefore, the application of advanced high strength steel (AHSS)is increasing. AHSS has good strength and formability.Safety regulations are becoming stricter, and 1.2-GPa super-high-strength steels are gradually being applied for the center pillar and roof rails. Thus, the application of different kinds of steels in automobile bodiesis also increasing gradually. This study evaluates the resistance point weldability and the characteristics of a welded part of SGAFC1180 1.2t steel. A simulation was used to observe the nugget formation and its growth behavior. The prediction performance showed a similar tendency within an error rate of 10%. Also, the effect of this behavior on the process resistance and dynamic resistance was investigated,along with the correlation between the shear tensile strength and nugget diameter.