• 대한수학회지
• /
• 제58권3호
• /
• pp.571-595
• /
• 2021

In this paper we study the algebraic structure of ℤ_pℤ_p[u]/k>-cyclic codes, where u^k = 0 and p is a prime. A ℤ_pℤ_p[u]/k>-linear code of length (r + s) is an R_k-submodule of ℤ^r_p × R^s_k with respect to a suitable scalar multiplication, where R_k = ℤ_p[u]/k>. Such a code can also be viewed as an R_k-submodule of ℤ_p[x]/r - 1> × R_k[x]/s - 1>. A new Gray map has been defined on ℤ_p[u]/k>. We have considered two cases for studying the algebraic structure of ℤ_pℤ_p[u]/k>-cyclic codes, and determined the generator polynomials and minimal spanning sets of these codes in both the cases. In the first case, we have considered (r, p) = 1 and (s, p) ≠ 1, and in the second case we consider (r, p) = 1 and (s, p) = 1. We have established the MacWilliams identity for complete weight enumerators of ℤ_pℤ_p[u]/k>-linear codes. Examples have been given to construct ℤ_pℤ_p[u]/k>-cyclic codes, through which we get codes over ℤ_p using the Gray map. Some optimal p-ary codes have been obtained in this way. An example has also been given to illustrate the use of MacWilliams identity.

• Journal of Animal Science and Technology
• /
• 제55권4호
• /
• pp.231-235
• /
• 2013

Carcass weight (CW) is one of the most important economic traits in pigs, directly affecting the income of farmers. In this study, a genome wide association study was performed to detect significant single nucleotide polymorphisms (SNPs) affecting CW in pigs derived from a $F_2$ intercross between Landrace and Korean native pig (KNP). Using high-density porcine SNP chips, highly significant SNPs were identified on SSC12. Two candidate genes, LOC100523510 and LOC100621652, were subsequently selected within this region and further investigated. Within these candidate genes, five SNPs were identified and genotyped using the VeraCode GoldenGate assay. The results revealed that one SNP in the LOC100621652 gene and four SNPs in the LOC100523510 gene are highly associated with CW. These SNP markers can thus have significant applications for improving CW in KNP. However, the functions of these candidate genes are not fully understood and require further study.

• Bulletin of the Korean Chemical Society
• /
• 제24권1호
• /
• pp.19-22
• /
• 2003

For CHNO explosives, two new correlations of the form $P_{CJ}\;=\;8.7({\alpha}T_c')^{1/2}{\rho}_0^2-5\;and\;P_{CJ}\'=\'9.5({\alpha}T_c')^1/2{\rho}_0^2-9$ have been demonstrated, which relate detonation pressure, $P_{CJ}$; combustion temperature of the explosive in gas phase, $T_c$; combustion temperature of the explosive in crystalline state, $T_c'$; and the number of moles of gaseous products per unit weight of explosive, α; at initial density of the explosive, ${\rho}_0$. Experimental and semi-empirical PM3 procedures were used for the computation of $T_c$. Detonation pressures derived in this manner have a simple form without need to use computer code.

• 한국자동차공학회논문집
• /
• 제14권5호
• /
• pp.155-163
• /
• 2006

Car seat is one the most important element to make comfortable drivability. It can absorb the impact or vibration during driving state. In addition to those factors, it is needed to have enough strength for passenger safety. From energy efficiency and environmental point of view lighter passenger car seat frame becomes hot issue in the auto industry. In this paper, weight optimization methodology is investigated for commercial car seat frame using CAE. Optimized designs for seat frame are developed using commercially available finite element code(ANSYS) and design of experiment method. At first, car seat frame is modelled using 3-D computer aided design tool(CATIA) and simplified for finite element modelling. Finite element analysis is carried out for the case of FMVSS 202 Head Restraint test to check the strength of the original seat frame. Two base brackets are selected as optimized elements that are the heaviest parts in the seat frame. After finite element analysis for the brackets with similar load condition to the previous test optimization technique is applied for 10% to 50% weight reduction. Design of experiment is utilized to obtain optimization design for the bracket based on the modified 50% weight reduction model in which outer shape of the bracket is conserved. Weight optimization models result in the decrease of the strength in spite of weight reduction. The more design points should be considered to get better optimized model. The more advanced optimization technique may be utilized for more parts of the seat frame to increase whole seat frame characteristics in the future.

• 한국도로학회논문집
• /
• 제17권6호
• /
• pp.37-45
• /
• 2015

PURPOSES : The purpose of this study is to validate the design criteria of the concrete modular road system, which is a new semi-bridge-type concept road, through a comparison of numerical analysis results and actual loading test results under static axial loads. METHODS : To design the semi-bridge-type modular road, both the bridge design code and the concrete structural design code were adopted. The standard truck load (KL-510) was applied as the major traffic vehicle for the design loading condition. The dimension of the modular slab was designed in consideration of self-weight, axial load, environmental load, and combined loads, with ultimate limit state coefficients. The ANSYS APDL (2010) program was used for case studies of center and edge loading, and the analysis results were compared with the actual mock-up test results. RESULTS : A full-scale mock-up test was successfully conducted. The maximum longitudinal steel strains were measured as about 35 and 83.5 micro-strain (within elastic range) at center and edge loading locations, respectively, under a 100 kN dual-wheel loading condition by accelerating pavement tester. CONCLUSIONS : Based on the results of the comparison between the numerical analysis and the full-scale test, the maximum converted stress range at the edge location is 32~51% of the required standard flexural strength under the two times over-weight loading condition. In the case of edge loading, the maximum converted stresses from the Westergaard equation, the ANSYS APDL analysis, and the mock-up test are 1.95, 1.7, and 2.3 times of that of the center loading case, respectively. The primary reason for this difference is related to the assumption of the boundary conditions of the vertical connection between the slab module and the crossbeam module. Even though more research is required to fully define the boundary conditions, the proposed design criteria for the concrete modular road finally seems to be reasonable.

• Steel and Composite Structures
• /
• 제17권4호
• /
• pp.471-495
• /
• 2014

The responses of steel buildings with perimeter moment resisting frames (PMRF) with medium size columns (W14) are estimated and compared with those of buildings with deep columns (W27), which are selected according to two criteria: equivalent resistance and equivalent weight. It is shown that buildings with W27 columns have no problems of lateral torsional, local or shear buckling in panel zone. Whether the response is larger for W14 or W27 columns, depends on the level of deformation, the response parameter and the structural modeling under consideration. Modeling buildings as two-dimensional structures result in an overestimation of the response. For multiple response parameters, the W14 columns produce larger responses for elastic behavior. The axial load on columns may be significantly larger for the buildings with W14 columns. The interstory displacements are always larger for W14 columns, particularly for equivalent weight and plane models, implying that using deep columns helps to reduce interstory displacements. This is particularly important for tall buildings where the design is usually controlled by the drift limit state. The interstory shears in interior gravity frames (GF) are significantly reduced when deep columns are used. This helps to counteract the no conservative effect that results in design practice, when lateral seismic loads are not considered in GF of steel buildings with PMRF. Thus, the behavior of steel buildings with deep columns, in general, may be superior to that of buildings with medium columns, using less weight and representing, therefore, a lower cost.

• Steel and Composite Structures
• /
• 제15권4호
• /
• pp.379-397
• /
• 2013

Conoidal shells are doubly curved stiff surfaces which are easy to cast and fabricate due to their singly ruled property. Application of laminated composites in fabrication of conoidal shells reduces gravity forces and mass induced forces compared to the isotropic constructions due to the high strength to weight ratio of the material. These light weight shells are preferred in the industry to cover large column free open spaces. To ensure design reliability under service conditions, detailed knowledge about different behavioral aspects of conoidal shell is necessary. Hence, in this paper, static bending, free and forced vibration responses of composite conoidal shells are studied. Lagrange's equation of motion is used in conjunction with Hamilton's principle to derive governing equations of the shell. A finite element code using eight noded curved quadratic isoparametric elements is developed to get the solutions. Uniformly distributed load for static bending analysis and three different load time histories for solution of forced vibration problems are considered. Eight different stacking sequences of graphite-epoxy composite and two different boundary conditions are taken up in the present study. The study shows that relative performances of different shell combinations in terms of static behaviour cannot provide an idea about how they will relatively behave under dynamic loads and also the fact that the points of occurrence of maximum static and dynamic displacement may not be same on a shell surface.

• 한국정밀공학회지
• /
• 제16권9호
• /
• pp.179-190
• /
• 1999

To automate the polishing process, a polishing robot with two axes which is attached to a machining center with three axes has been developed by our previous research. This automatic polishing robot is able to keep the polishing tool normal to the curved surface of die and is able to maintain a constant pneumatic pressure. Therefore, in the case of a curved surface die, the surface roughness to be polished by the system with five axes is improved superior than the surface by a three-axis machining center. However, because the polishing robot was big and heavy, a polishing workspace was limited and then it was difficult to attach the robot to machining center. In this study, the smaller and lighter polishing robot than the previous has been designed to improve defects due to the magnitude and weight of the robot. And the sliding mode control ins applied to polishing robot to improve the tracking performance. To obtain switching parameters of sliding mode control, the signal compression method is used. Code separation program to separate the date for a three-axis machining center and a two-axis polishing robot from a five-axis NC data is improved for users to check conveniently the separated trajectory and to handle many data by using the graphic user interface. To evaluate the polishing performance of the developed robot, the polishing experiment for shadow mask was carried out. The result shows the automatic polishing robot has a good trajectory tracking performance and obtains a good polished workpiece efficiently under recommended polishing conditions.

• 한국도로학회논문집
• /
• 제14권4호
• /
• pp.113-124
• /
• 2012

PURPOSES : In This study two different concrete barrier systems have been proposed to be established at the small vehicle driveway. One is for median barrier, and the other is for roadside barrier. METHODS : In order to determine the suitable shape of barrier, the impact parameters including vehicle weight, impact angle, impact velocity and impact level have been analyzed. The real crash test has been carried out with 0.9 ton and 2.5 ton vehicles, respectively by using the 2m segment type concrete barriers connected by steel plates that are totally 40m barrier systems. RESULTS : The numerical results obtained by LS/DYNA-3D software are compared with real crash tests from the viewpoints of vehicle stability, vehicle trajectory, occupant risk, etc. CONCLUSIONS : From the above results, the dynamic performance of proposed barrier systems satisfies the specification of Korean Code for roadside safety structures.

• 한국전산구조공학회:학술대회논문집
• /
• 한국전산구조공학회 1997년도 가을 학술발표회 논문집
• /
• pp.171-178
• /
• 1997

This paper describes the application of discretized continuum-type optimality criteria (DCOC) for the multispan partially prestressed concrete beams. The cost of construction as objective function which includes the costs of concrete, prestressing steel, non-prestressing steel and formwork is minimized. The design constraints include limits on the maximum deflection, flexural and shear strengths, in addition to ductility requirements, and upper and lower bounds on design variables as stipulated by the design code. Based on Kuhn-Tucker necessary conditions, the optimality criteria are explicitly derived in terms of the design variables-effective depth, eccentricity of prestressing steel and non-prestressing steel ratio. The prestressing profile is prescribed by parabolic functions. The self-weight of the structure is included in the equilibrium equation of the real system, as is the secondary effect resulting from the prestressing force. Two numerical examples of multispan PPC beams with rectangular cross-section are solved to show the applicability and efficiency fo the DCOC-based technique.