• Proceedings of the Korean Institute of Building Construction Conference
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• 2007.04a
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• pp.37-40
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• 2007

As a demand for underground structure is increasing with more parking and retail spaces required. Various construction methods are reviewed and selected for each specific site for economical and fast construction. In this study, factors for selecting construction methods were categorized for substructure construction. Construction processes of substructure are consisted of methods for excavation, earth retaining systems, and placement of slabs. Factors for the selection of substructure construction method are the condition of surrounding, geotechnical, information and constraint by comfortness for others nearby. After survey for the construction data of 5 different sites, analysis about reliable substructure construction selection method was suggested.

• International Journal of Railway
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• v.6 no.2
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• pp.59-63
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• 2013

The purpose of this paper was to evaluate the effectiveness of geogrid for conventional ballasted track and asphalt concrete underlayment track using PLAXIS finite element program. Geogrid element was modeled at various locations that include subballast/subgrade, subballast/ballast interfaces, middle of the ballast, and one-third depth of the ballast. The results revealed that the effectiveness of geogrid reinforcement appeared to be larger for ballasted track structure compared to asphalt concrete underlayment track. Particularly, in case of installing geogrid at one-third depth of ballast layer in a conventional ballasted track, the most effectiveness of geogrid reinforcement was achieved. The influence of geogrid axial stiffness on track substructure response was not clear to conclude. Further validations using a discrete element method along with experimental investigation are considered as a future study. The effect of asphalt concrete layer modulus was evaluated. The results exhibited that higher layer modulus seems to be effective in controlling displacement and strain of track substructure. However it also yields slightly higher stresses within track substructure. It infers that further validations are required to come up with optimum asphalt concrete mixture design to meet economical and functional criteria.

• Journal of Korean Association for Spatial Structures
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• v.18 no.3
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• pp.75-82
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• 2018

Large space structures exhibit different natural vibration characteristics depending on the aspect ratio of structures such as half-open angle. In addition, since the actual large space structure is mostly supported by the lower structure, it is expected that the natural vibration characteristics of the upper structure and the entire structure will vary depending on the lower structure. Therefore, in this study, the natural vibration characteristics of the dome structure are analyzed according to the natural frequency ratio by controlling the stiffness of the substructure. As the natural frequency of the substructure increases, the natural frequency of the whole structure increases similarly to the natural frequency of the upper structure. Vertical vibration modes dominate at $30^{\circ}$ and $45^{\circ}$, and horizontal vibration modes dominate at $60^{\circ}$ and $90^{\circ}$.

• Structural Engineering and Mechanics
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• v.14 no.1
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• pp.57-70
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• 2002

This work presents an iterative mesh partitioning approach to improve the efficiency of parallel substructure finite element computations. The proposed approach employs an iterative strategy with a set of empirical rules derived from the results of numerical experiments on a number of different finite element meshes. The proposed approach also utilizes state-of-the-art partitioning techniques in its iterative partitioning kernel, a cost function to estimate the computational cost of each submesh, and a mechanism that adjusts element weights to redistribute elements among submeshes during iterative partitioning to partition a mesh into submeshes (or substructures) with balanced computational workloads. In addition, actual parallel finite element structural analyses on several test examples are presented to demonstrate the effectiveness of the approach proposed herein. The results show that the proposed approach can effectively improve the efficiency of parallel substructure finite element computations.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 1996.10a
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• pp.118-123
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• 1996

The purpose of this study is to develop acoustic substructure synthesis method that can be applied to acoustic modal analysis of complex acoustic systems. Acoustic modal analysis method to be introduced here is a method that analyze acoustic natural mode shape of the complex acoustic system by the principle of CMS(component mode synthesis method). This paper describes the acoustic modal analysis of the acoustic finite element model of simple expansion pipe by acoustic substructure synthesis method. The results of acoustic modal analysis analyzed by Acoustic substructure synthesis method and the results, by FEM(finite element method) shows good agreement.

• Earthquakes and Structures
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• v.17 no.1
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• pp.101-113
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• 2019

Earthquake-induced pounding is one of the major reasons for structural failure in earthquake prone cities. An accurate description of the pounding phenomenon of two buildings requires the consideration of systems with a large number of degrees of freedom including adequate contact impact formulations. In this paper, firstly, a node to surface formulation for the realization of state-of-the-art pounding models for structural beam elements is presented. Secondly, a hierarchical substructure technique is introduced, which is adapted to the structural pounding problem. The numerical accuracy and efficiency of the method, especially for the contact forces, are verified on an academic example, applying four different impact elements. Error estimations are carried out and compared with the classical modal truncation method. It is demonstrated that the hierarchical substructure method is indeed able to significantly speed up the numeric integration procedure by preserving a required level of accuracy.

• Journal of Dental Rehabilitation and Applied Science
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• v.31 no.1
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• pp.26-32
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• 2015

Purpose: The main purpose of this study is to suggest application plan of dipping method by comparing & analysing the difference between addition method and dipping method in the manufacture of metal-ceramic substructure of maxillary central incisor (#1), followed by assessing the work efficiency. Materials and Methods: Master die and hard plaster-copied one were produced and then a total of 20 copies, 10 copies for each through addition method and dipping method, were manufactured and experimented. Copings were fixed on the abutment model and invested in epoxy mounting cup. Samples were cut in labial and lingual direction, using cutter and then rubbed on sandpaper, whose 4 points were measured by using digital microscope. Results: The comparison of mean values by using t-test, parametric statistical method, shows overall significant difference (P < 0.05). Conclusion: The result of this study can be suggested as an application plan, since there is no significant difference between addition method and dipping method in the manufacture of metal-ceramic substructure.

• The Journal of Advanced Prosthodontics
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• v.6 no.4
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• pp.253-258
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• 2014

PURPOSE. To compare marginal and internal gaps of zirconia substructure of single crowns with those of three-unit fixed dental prostheses. MATERIALS AND METHODS. Standardized Co-Cr alloy simulated second premolar and second molar abutments were fabricated and subsequently duplicated into type-III dental stone for working casts. After that, all zirconia substructures were made using $Lava^{TM}$ system. Marginal and internal gaps were measured in 2 planes (mesial-distal plane and buccal-palatal plane) at 5 locations: marginal opening (MO), chamfer area (CA), axial wall (AW), cusp tip (CT) and mid-occlusal (OA) using Replica technique. RESULTS. There were significant differences between gaps at all locations. The $mean{\pm}SD$ of marginal gap in premolar was $43.6{\pm}0.4{\mu}m$ and $46.5{\pm}0.5{\mu}m$ for single crown and 3-unit bridge substructure respectively. For molar substructure the $mean{\pm}SD$ of marginal gap was $48.5{\pm}0.4{\mu}m$ and $52.6{\pm}0.4{\mu}m$ for single crown and 3-unit bridge respectively. The largest gaps were found at the occlusal area, which was $150.5{\pm}0.5{\mu}m$ and $154.5{\pm}0.4{\mu}m$ for single and 3-unit bridge premolar substructures respectively and $146.5{\pm}0.4{\mu}m$ and $211.5{\pm}0.4{\mu}m$ for single and 3-unit bridge molar substructure respectively. CONCLUSION. Independent-samples t-test showed significant differences of gap in zirconia substructure between single crowns and three-unit bridge (P<.001). Therefore, the span length has the effect on the fit of zirconia substructure that is fabricated using CAD/CAM technique especially at the occlusal area.

• Journal of the Korean GEO-environmental Society
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• v.16 no.2
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• pp.45-52
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• 2015

To minimize the cost of maintenance, repair and over-design of track substructure, an accurate evaluation of strength and stiffness of the track substructure is necessary. In this study, a cone penetrometer with impact penetration rod (CPI) is developed for the evaluation of track substructure. For applicability test, the chamber and field tests were performed. As the experimental results of the CPI, dynamic cone penetration endex (DCPI), cone tip resistance ($q_c$), friction resistance ($f_s$) and friction ratio (Fr) were obtained. In the chamber test, the experimental results show reasonable values for the simulated track substructure. In the field test, the CPI clearly detects the interface between the ballast and the subgrade. Also, discontinuous layers are detected in the subgrade. It is expected that the developed CPI may be an effective tool for the evaluation of track substructure by evaluating the ballast layer by dynamic penetration and the subgrade by static penetration of the inner rod.

• Proceedings of the Computational Structural Engineering Institute Conference
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• 2008.04a
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• pp.387-390
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• 2008

The importance of the life cycle cost analysis for construction projects of bridge has been recognized over the last decades. Accordingly, theoretical models, guidelines, and supporting softwares have been developed for the life cycle cost analysis of bridges. However, it is difficult to predict life cycle cost considering uncertainties precisely. This paper presents methodology for optimal design of substructure for a steel box bridge. Total life cycle cost for the service life is calculated as sum of initial cost, damage cost considering uncertainty, maintenance cost, repair and rehabilitation cost. The optimization method is applied to design of a bridge substructure with minimal cost, in which the objective function is set to life cycle cost and constraints are formulated on the basis of Korean Bridge Design Specification. Initial cost is calculated based on standard costs of the Korea Construction Price Index and damage cost on the damage probabilities to consider the uncertainty of load and resistance. An advanced first-order second moment method is used as a practical tool for reliability analysis using damage probability. Maintenance cost and cycle is determined by a stochastic method and user cost includes traffic operation costs and time delay costs.