• Journal of Advanced Marine Engineering and Technology
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• v.6 no.1
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• pp.34-40
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• 1982

The characteristics of typical 17 kinds of fuel oils are studied to fine the calculation formulae for the required amount of air and the combustion gas amount. 1) The author's calculation formulae are as follows; (1) Theoretically required amount of air (2) Theoretical amount of combustion gas 2) Theoretical amount of the required air in combustion and combustion gas of fuel oils are always estimated less with Rosin's formula than with author's one. 3) Theoretical amount of the required air and the amount of combustion gas of fuel oils are more reasonable with author's formula than Rosin's one in comparison with results of actual analysis.

• Journal of Advanced Marine Engineering and Technology
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• v.5 no.1
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• pp.28-33
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• 1981

The characteristics of typical 35 kinds of domestic anthracites among 155 kinds are studied to find the calculation formula for the required quantity of air and the combustion gas quantity. 1) The author's calculation formulae are as follows: ${A_0}={\frac{1, 000}{1, 064}}{H_1}+0.086(Nm^3/kg)$ ${G_0}={\frac{1, 000}{1, 110}}{H_1}+0.234(Nm^3/kg)$(1) Theoretically required quantity of air (2) Theoretical quantity of combustion gas 2) Theoretical quantity of air in combustion of domestic anthracite is always estimated more with Rosin's formula than author's one in the typical domestic anthracites which have the lower calorific value between 3, 000-8, 000 Kcal/kg and the difference of the calculated quantity of air becomes small, as the calorific value increases. 3) Theoretical quantity of combustion gas is estimated more by author's formula than by Rosin's one with the domestic anthracites which have more calorific value than 6, 700 Kcal/kg and is estimated less in the under range of the above calorific value. 4) Theoretical quantity of required air and quantity of combustion gas of domestic anthracite show ${\pm}$4% difference by Rosin's formulae in comparison with results of actual analysis, and about ${\pm}$1.5% by the author's one.

• Steel and Composite Structures
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• v.32 no.4
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• pp.467-478
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• 2019

Running safety and ride comfort of high speed railway largely depend on the track geometry that is dependent on the bridge deformation. This study presents a theoretical study on mapping the bridge vertical deformations to the change of track geometry. Analytical formulae are derived through the theoretical analysis to quantify the track geometry change, and validated against the finite element analysis and experimental data. Based on the theoretical formulae, parametric studies are conducted to evaluate the effects of key parameters on the track geometry of a high speed railway. The results show that the derived formulae provide reasonable prediction of the track geometry change under various bridge vertical deformations. The rail deflection increases with the magnitude of bridge pier settlement and vertical girder fault. Increasing the stiffness of the fasteners or mortar layer tends to cause a steep rail deformation curve, which is undesired for the running safety and ride comfort of high-speed railway.

• Steel and Composite Structures
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• v.27 no.1
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• pp.95-108
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• 2018

A new composite reinforced method, namely self-compacting concrete filled circular CFRP-steel jacketing, was proposed in this paper. Experimental tests on eight RC square short columns reinforced with the new composite reinforced method and four RC square short columns reinforced with CFS jackets were conducted to investigate their eccentrically compressive behaviour. Nine reinforced columns were subjected to eccentrically compressive loading, while three reinforced columns were subjected to axial compressive loading as reference. The parameters investigated herein were the eccentricity of the compressive loading and the layer of CFRP. Subsequently, the failure mode, ultimate load, deformation and strain of these reinforced columns were discussed. Their failure modes included the excessive bending deformation, serious buckling of steel jackets, crush of concrete and fracture of CFRP. Moreover, these reinforced columns exhibited a ductile failure globally. Both the eccentricity of the compressive loading and the layer of CFRP had a significant effect on the eccentrically compressive behaviour of reinforced columns. Finally, formulae for the evaluation of the ultimate load of reinforced columns were proposed. The theoretical formulae based on the ultimate equilibrium theory provided an effective, acceptable and safe method for designers to calculate the ultimate load of reinforced columns under eccentrically compressive loading.

• Bulletin of the Korean Chemical Society
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• v.35 no.3
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• pp.749-752
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• 2014

New software was developed for the assignment of elemental formulae based on high-resolution mass spectra and subsequent hydrogen/deuterium exchange data. Entire peaks in high-resolution mass spectra were grouped by their Kendrick mass defect values, and the weighted RMS deviations between theoretical and experimental values were used to determine elemental formulae. After this initial assignment, formulae containing deuterium atoms were sorted in order to interpret hydrogen/deuterium exchange spectra. The software was successfully applied to hydrogen/deuterium exchange spectra of resins and aromatic fractions from heavy crude oil.

• Bulletin of the Society of Naval Architects of Korea
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• v.4 no.1
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• pp.59-65
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• 1967

Since the screw propellers were adopted as ship propulsion devices, the replacement of propeller shaft due to damage was mostly of fatigue failure due to the alternative stresses [1],[2]. To prevent such a failure, hence, it is suggested that careful attention should be paid to account of the alternative stresses on the design stage of the propeller shafts. In connection with this fact the Ship Classification Societies' Rules are regarded simply as guidance for preliminary determination of the shaft diameter. In this paper, limiting the topic to the small and medium-sized motor ships, an evaluation of the Rules formulae to a theoretical based on Soderberg's correlation [5] between the factor of safety and the resultant stresses obtained by application of the maximum shear theory is done. For this purpose eleven (11) ships built recently in Korea were taken as a species(refer to table 2. in text). In the end the following conclusions are made: (1) In general the Rules formulae give considerably larger size of the propeller shaft diameter than that derived from theoretical calculation, that is, about 7% more in AB and BV Rules, and about 20% more in LR and KR-NK Rules. (2) LR Rule gives the largest size of all, and AB Rule is mostly closed value to the theoretical. (3) The formular of the AB Rule is considered to be of the simplest in utilization and of the reasonable.

• Computers and Concrete
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• v.14 no.5
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• pp.613-633
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• 2014

A double-skinned composite tubular (DSCT) column, which consists of concrete and inner and outer tubes, was finally developed to overcome the weaknesses of concrete filled tube columns by reducing the self-weight of the column and confining the concrete triaxially. Research pertaining to the stiffness and strength of the column and the confining effect in a DSCT column has been carried out. However, detailed studies on the confining stress, especially the internal confining stress in a DSCT column, have not been carried out. Internal and external confining stresses should be evaluated to determine the effective confining stress in a DSCT column. In this paper, the confining stresses of concrete before and after insertion of an inner tube were studied using finite element analysis. The relationship between the internal or external confining stresses and the theoretical confining stress was investigated by parametric studies. New modified formulae for the yield and buckling failure conditions based on the formulae suggested by former researchers were proposed. Through analytical studies, the modified formulae were verified to be effective for economic and reasonable design of the inner tubes in a DSCT column under the same confining stress.

• Journal of Advanced Marine Engineering and Technology
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• v.7 no.2
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• pp.22-28
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• 1983

In former papers which were published already, authors had derived calculation formulae for the axial stiffness and the radial force conversion factor of crankshaft. In this paper, crankthrow axial stiffness and radial force conversion factors of actual engines are calculated by these theoretical formulae and then their characteristics are investigated. As the results, the axial stiffness and the radial force conversion factor of the latest super-long stroke engine are smaller than those of old-type engines. The influence of the former brings down the resonance speed of engine and the latter reduces the exciting force of axial vibration, but as the harmonic component of axial vibration force becomes rather strong, its effect of reducing is considerably canceled. In conclusion, as the latest super-long stroke engine is seemed to be liable to axial vibration of crankshafat, it is recommend that, in the design stage of propulsion shaft, its axial vibration condition must be more carefully checked.

• Journal of Korean Institute of Industrial Engineers
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• v.15 no.2
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• pp.103-108
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• 1989

PERT formulae for the mean and variance of activity time are near exact only over a short interval of the concentration parameter which is defined as the sum of the two shape parameters of the beta distribution. Aiming a better estimation of the mean and variance of activity time, we propose a method of subjectively estimating this concentration parameter via estimating the probability of completing the activity within a specified time interval.

• Structural Engineering and Mechanics
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• v.8 no.4
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• pp.421-438
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• 1999

In this paper a practical limit load estimating procedure is proposed for general pipe-elbow structures subjected to complex loading (in-plane and out-of-plane bending, internal pressure and axial force). The explicit calculating formulae are presented on the basis of theoretical analysis combined with numerical simulation. Von Mises' yield criterion is adopted in both analytical and numerical calculation. The finite element examination shows that the method provides a simple but satisfactory prediction of pipe structures in engineering plastic analysis.