• Composites Research
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• v.14 no.2
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• pp.43-49
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• 2001

The characteristics of smart skin for wireless LAN system under compression load are investigated. The smart skin structure is composed of 3 layers of face material and 2 layers of core material. Theoretical formula for determining buckling load is derived by Rayleigh-Ritz method and compared with experimental result. The maximum length of specimen that buckling does not occur is determined by assuming that the compression load is sustained by only face material. In the experiment, if buckling occurs obviously then it follows the theoretical result well. In the process of buckling, the load supporting capability and the antenna property such as radiation pattern and reflection coefficient were examined.

• Structural Engineering and Mechanics
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• v.60 no.2
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• pp.237-249
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• 2016

There are constraints on truck weight, axle configurations and size imposed by departments of transportation around the globe due to structural capacity limitations of highway pavements and bridges. In spite of that, freight movers demand some vehicles that surpass the maximum size and legal weight limits to use the transportation network. Oversized trucks serve the purpose of spreading the load on the bridge; thus, reducing the load effect on the superstructure. For such vehicles, often a quick structural analysis of the existing bridges along the traveled route is needed to ensure that the structural capacity is not exceeded. For a wide vehicle having wheel gage larger than the standard 1830 mm, the girder distribution factors in the design specifications cannot be directly used to estimate the live load in the supporting girders. In this study, a simple approach that is based on finite element analysis is developed by modifying the AASHTO LRFD's girder distribution factors for slab-on-steel-girder bridges to overcome this problem. The proposed factors allow for determining the oversized vehicle bending moment and shear force effect in the individual girders as a function of the gage width characteristics. Findings of the study showed that the relationship between the girder distribution factor and gage width is more nonlinear in shear than in flexure. The proposed factors yield reasonable results compared with the finite element analysis with adequate level of conservatism.

• Proceedings of the KSR Conference
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• 2005.11a
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• pp.1229-1234
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• 2005

Since the 20th century, the business of railway was invaded by the invention of airplanes and vehicles in the field of the transportation of passenger and commercial products, however, in the 21st century, the fervent development of a high speed railway made possible the huge capacity of transporting passengers and commercial freight, so the railway industry is facing a new era of railway revolution. The 200 years old railway tradition includes the history of railway bridges built in areas of river, valley and metropolitan region and in that, the number of constructions of railway bridges that is composed of cable-stayed bridges is increasing as one of the most optimal bridges considering the quality of materials and the span of continuous-welded long rail. Thanks to the minimized effects of the fixed load on the stiffening girder section by delivering the fixed load which is applied to the pylon with the composition of elastic supporting points by using cables and the effective structural system that can throughly resist extra loads in addition to fixed load, the long-extended span of a bridge becomes possible. In this structural system, the load that is applied to the stiffening girder section forms a now pattern and in the process of these load delivery, there will be a necessity to examine the concentration of stress occurred in the cable-anchor system of the cable.

• Proceedings of the KSR Conference
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• 2006.11b
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• pp.552-557
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• 2006

Since the 20th century, the business of railway was invaded by the invention of airplanes and vehicles in the field of the transportation of passenger and commercial products, however, in the 21st century, the fervent development of a high-speed railway made possible the huge capacity of transporting passengers and commercial freight, so the railway industry is facing a new era of railway revolution. The 200 years old railway tradition includes the history of railway bridges built in areas of river, valley and metropolitan region and in that, the number of constructions of railway bridges that is composed of cable-stayed bridges is increasing as one of the most optimal bridges considering the quality of materials and the span of continuous-welded long rail. Thanks to the minimized effects of the fixed load on the stiffening girder section by delivering the fixed load which is applied to the pylon with the composition of elastic supporting-points by using cables and the effective structural system that can throughly resist extra loads in addition to fixed load, the long-extended span of a bridge becomes possible. In this structural system, the load that is applied to the stiffening girder section forms a flow pattern and in the process of these load delivery, there will be a necessity to examine the concentration of stress occurred in the cable-anchor system of the cable.

• The Transactions of the Korea Information Processing Society
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• v.6 no.12
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• pp.3456-3468
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• 1999

Most of previous parallel join algorithms assume a database partition system(DPS), where each database partition is owned by a single processing node. While the DPS is novel in the sense that it can interconnect a large number of nodes and support a geographically distributed environment, it may suffer from poor facility for load balancing and system availability compared to the database sharing system(DSS). In this paper, we propose a dynamic load balancing strategy by exploiting the characteristics of the DSS, and then extend the conventional hash join algorithms to the DSS by using the dynamic load balancing strategy. With simulation studies under a wide variety of system configurations and database workloads, we analyze the effects of the dynamic load balancing strategy and differences in the performances of hash join algorithms in the DSS.

• Journal of the Society of Naval Architects of Korea
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• v.49 no.2
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• pp.132-145
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• 2012

Mooring fittings mean various devices and fittings to safely fasten vessels to quays, jetties and sea-floating buoys, etc. They include mooing winches, capstans, chocks, fairleads, guide rollers, bollards, and bitts. Not only the seats and reinforced parts for the installation of fittings but also ropes and chains for mooring and chain stoppers can be also considered. Because of damages to mooring fittings during mooring directly related to large-scale accidents such as the drifting of vessels, mooring fittings with strength appropriate for the physical features of the vessels must be installed. The reinforcement of the vessels on which the mooring fittings are installed must be designed to withstand the loads transferred from the fittings as well. Also mooring fittings with efficient strength should be required because damaged ships lead to sea pollution such as oil or fuel oil spillage. This study has been performed by the Finite Element Method for two aspects of closed chocks which are divided into structure-supporting shapes and working load. In the case of structure-supporting shapes, they have been performed in the field of sheet and bulwark. As for working load, it has been analyzed according to working load direction such as chock's side and below. At first, strength analysis for unique closed chocks has been carried out by using the Finite Element Method, they are applied for the situation when vessels pass by the panama canal. And then the experiment has been done to verify the analyzed date obtained by FEM. The experimental results were found to be similar to the numerical results with up to 16% difference. On the basis of the results obtained, standardization has been carried out by the Finite Element Method for various sizes of closed chocks.

• The Journal of Korean Academy of Prosthodontics
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• v.38 no.5
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• pp.675-694
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• 2000

The purpose of this study was to investigate the displacement of and the stress distribution on the prosthesis, abutment, and its supporting tissues under functional load, and the effect of alteration in root length of 2nd abutment. The 3-dimensional finite element method was used and the finite element models were prepared in which the abutments of left mandibular 5 unit axed partial denture were canine, the 1st pre-molar and the 2nd molar, and the root lengths of canines were as follows. Model I : Root length of canine was 2mm longer than the 1st premolar Model II : Root length of canine was 2mm shorter than the 1st premolar Static compressive force of 300N was applied to connector between 2nd premolar & 1st molar, and then von Mises stress, displacement and reaction force were obtained. The results were as follows : 1. In fixed partial denture, prosthesis under load on pontic was rotated around mesio-distal long axis of it from longual side to buccal, and simultaneously bended in buccal and gingival direction with mesial end deformed in gingival direction and distolingual end in occlusal. 2. Clinical crowns of abutments were bended in the same directions with those in which prosthesis deforms. Due to that, roots of anterior abutments were twisted in counterclockwise with concentration of shear stress on distal or distobuccal sides of their cervices, and that of posterior was in clockwise with concentration of shear stress on mesiobuccal side of it in the same level with anterior abutments. 3. In case that root length of the 2nd abutment was longer than that of the 1st abutment, its displacement and reaction force which means the force tooth exerts on the surrounding periodontal tissues were smaller but shear stress on itself was larger than in the case root length of 2nd abutment was shorter.

• Journal of Welding and Joining
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• v.6 no.4
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• pp.44-53
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• 1988

The mechanical strengths of buried lamellar tears located near the weld toe in the welded tee joints were evaluated in terms of the loss of load carrying capacity as a function of tear area. In static loading, the load carrying capacity was significantly reduced when tear intercepted over 10% of the cross-sectional area of the welded joints. However, the welded joints containing buried tears still failed at stresses over the yield strength of the base metal in the through-thickness direction in spite of the presence of tears up to 20-25% of the area. Fatigue strength of welded joints containing tears markedly reduced with increasing tear areas. Lehigh lamellar tearing test used in this study to produce speicmens was described in detail. The load carrying cpapacity in static loading was influenced by the reduction of supporting area whereas that in fatigue loading was influenced by the stress-concentration effects of lamellar tears and the reduction of supporting area. In bend tests, the pre-existing lamellar tears always grew up toward the weld toe. However, in fatigue loading, cracks grew up and down simultaneously form both the weld toe and the top of lamellar tears because of stress concentration. In fatigue loading, delaminations and decohesion of inclusion/matrix interface generated in multipass welds provided crack propagation paths and enhanced crack propagation because the tips of delaminations and deconhesios acted as stress raisers.

• Explosives and Blasting
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• v.29 no.1
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• pp.10-16
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• 2011

To make large slopes or rock structures stable, supporting systems, such as anchor bolt, rock bolt and spiral bolt which are developed recently, are commonly used. In this study, in-situ pull-out tests were carried out to compare the characteristics of rock bolt that is most widely used with ones of spiral bolt that is newly developed. Re-pull-out test for the spiral bolt in which loading and unloading cycles are repeated three times showed that the maximum pull-out load is almost constant irrespective of the number of loading cycles, which may be due to no failure between spiral bolt and filler. On the other hand, the maximum pull-out load for the conventional rock bolt decreases with the number of loading cycles due to the partial failure between rock bolt and filler.

• The Journal of Korean Academy of Prosthodontics
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• v.29 no.2
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• pp.267-284
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• 1991

Since the concept of a direct contact between bone and implants, without interposed soft- tissue layers, was reported by Dr. $Br{\aa}nemark$, there has been increasing necessity for correct under-standing of bone-implant interface and surrounding tissue response. Beside quality of bone, surgical technique, load applied to implants, one must consider implant materials, design and surface characteristics to obtain osseointegration. In this study HA plasma-sprayed implants, TPS implants and $Al_2O_3$ implants were inserted into the alveolar bone of dog and tissue response was observed with radiograph, stereoscope, light microscope, and scanning electron microscope. Results were as follows : 1. There was rapid and active bone formation in the region adjacent to HA plasma-sprayed implants but in the deep supporting bone only slight bone formation was seen. 2. There was considerable lamella bone formation in the region adjacent to TPS implants and the deep supporting bone became more compact. 3. There was some gap and sclerosing bone formation in the adjacent region of $Al_2O_3$ implants, but there was irregular new bone formation in the deep supporting bone. Therefore, it seems that $Al_2O_3$ is not adequate for osseointegrated implants.