• Earthquakes and Structures
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• v.20 no.1
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• pp.29-38
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• 2021

According to ACI 224.3R-95 (ACI, 2013), construction joints (cold joint) in the column are to be provided at the top of floor slab for column continuing to the next floor and underside of floor slab and beam. A recent study reveals that providing cold joint of the mentioned location significantly reduced the seismic performance of the frame structures. Since, the construction joints in multi-story frame structures normally provided at the top of the floor slabs and at soffit of the beam in the column. This study investigated the effect of construction joint at various location in the column of beam-column joint such as at the top of floor slab, soffit level of the beam, half the depth of beam below the soffit of the beam and at a full depth of the beam below the soffit of the beam. The study revealed that there is an improvement in seismic capacity of the specimens as the location of cold joint is placed away from the soffit of the beam for lower story column.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.36 no.1
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• pp.20-36
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• 2024

In this study, probabilistic models for the wave- and lifting forces were derived directly from long-term in-situ wave data embedding the Korean marine environment characteristics varying from sea to sea based on the Three-Parameter Weibull distribution. Korean marine environment characteristics varying from sea to sea carved out their presence on the probability coefficients of probabilistic models for wave- and lifting forces. Energetic wave conditions along the southern coast of Korea distinguish themselves from the others with a relatively large scale coefficient, small location coefficient, and shape coefficient around 1.3. On the other hand, mild marine environment along the western coast has a small variability, leading to small scale-coefficient, large location coefficient and shape coefficient around 2.0. In the sea off Mokpo, near the boundary between the South- and West Seas, marine environment was characterized by small scale-coefficient, large location coefficient, and shape coefficient around 1.2, implying that marine environments characteristics of the South-and West Sea coexist in the sea off Mokpo.

• Proceedings of the Korean Society of Precision Engineering Conference
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• 2008.06a
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• pp.11-12
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• 2008

• Journal of the Korean Geotechnical Society
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• v.25 no.4
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• pp.69-75
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• 2009

The load distribution and deformation of pile-bent structures are investigated using a numerical study. A numerical analysis that takes into account the effects of varying cross-sectional area was performed for different pier diameters, loading steps, and soil conditions. Through the comparison study, it is shown that the location of maximum bending moment is almost the same per each loading step, regardless of varying cross-sections. However, the member force (i.e., stress of pile material) has the largest value at the ground surface when the cross-section is changed. Based on the results obtained, it is found that the location of maximum member force influences highly the behavior of pile-bent structure with varying cross-sections for repair works.

• Proceedings of the KIEE Conference
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• 2006.07a
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• pp.218-219
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• 2006

This paper is about modeling on 1500V DC electric railroad system. Electric railroad systems have peculiar characteristics against other electric system. The characteristics arc that the railroad systems have electric vehicle loads which are power-varying and location-varying with time. Because of this load characteristic, the electric railroad system modeling which reflects its own characteristics on EMTDC simulation could not be achieved. However, to reflect load characteristic on EMTDC, this paper suggests electric railroad system modeling by using TPS (Train Performance Simulator) that was developed in Korea Railroad Research Institute. A TPS program has various kinds of input data, such as operation condition, vehicle condition, and power system condition. By these data, TPS calculates mechanical power consumption and location, especially it decide electric power consumption on the basis of the fact that consumed electric and mechanical power are equal. Moreover, on this paper, movement of vehicle is reflected on EMTDC simulation as variation of feeder impedance. Also, an electric vehicle load is modeled as time-varying constant power load model.

• Proceedings of the KSR Conference
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• 2002.10a
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• pp.119-124
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• 2002

This paper considers the sound radiation characteristics of a craked rectangular vibrating plate, varying the orientation angle of a line crack. The vibration response of the cracked vibrating plate is obtained by using ANSYS, the acoustic theory based on the lumped parameter model is used to calculate radiated sound power. The radiated sound powers are computed with varying the orientation angle of the crack: i.e, 0$^{\circ}$, 45$^{\circ}$, and 90$^{\circ}$. It is found that characteristics of the radiated sound power are very closely related to the crack orientation, vibration mode and crack location.

• Journal of Astronomy and Space Sciences
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• v.16 no.2
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• pp.139-148
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• 1999

Bow shock formation, in case the supersonic solar wind flow is hindered by the atmosphere of Mars, is investigated. The atoms newly ionized from the extensive neutral atmosphere of Mars are loaded to the solar wind. By the conservation of momentum, the solar wind velocity is decreased. Then the supersonic flow velocity drops to the subsonic flow velocity in front of Mars at certain region, which is called the bow shock. The location of Mars subsolar bow shock is highly varying in the range of 1.3 to 2.5 Rm. Martian bow shock location is estimated by one-dimensional flux tube equations reduced from full three-dimensional MHD equations. The variability of Mars bow shock location effected by the solar wind conditions is studied. It is evident that the solar wind dynamic pressure change is able to make the Mars bow shock location variable.

• Proceedings of the KIEE Conference
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• 2007.07a
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• pp.73-74
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• 2007

For a safe operation of HVDC systems, the fault location and clearance of faults in the HVDC lines are important. Past methods for fault location on HVDC cable depend on existence of assistance cables and fault resistance, broken cable and environment of fault location. For complement these problems, in this paper, fault location method using traveling wave and cross correlation function is proposed for HVDC cables. Voltage controlled source and current controlled source HVDC were modeled by EMTDC/PSCAD. The proposed algorithm were verified varying with fault distance, fault resistance.

• The Transactions of The Korean Institute of Electrical Engineers
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• v.57 no.8
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• pp.1311-1317
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• 2008

In this paper, a fault location algorithm using wavelet transform is proposed for HVDC cable lines. The arriving instants of the first and second fault-induced backward travelling waves can be detected by using wavelet transform. The fault distance is estimated by using the time difference between the two instants of backward travelling waves and the velocity of the travelling wave. To distinguish between the backward wave from fault point and the backward wave from the remote end, polarities of backward waves are used. The proposed algorithm is verified varying with fault distances and fault resistances in underground cables of VSC(voltage source converter) HVDC system and CSC(Current Source Converter) HVDC respectively. Performance evaluations of the proposed algorithm shows that it has good ability for a fault location of HVDC cable faults.

• Proceedings of the Korean Operations and Management Science Society Conference
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• 2004.05a
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• pp.660-663
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• 2004

The vehicle routing problem with time-varying speed(VRPTVS) is difficult to handle with regular problem solving approaches. An approach by partitioning the service zone into three sub-zones to reduce computing time and vehicle traveling distance is suggested in this paper. To develop a partitioning algorithm for VRPTVS, all customer locations are divided into two sections such as morning zone and evening zone, excluding daytime zone. And then each service zone is calculated to find a possible number of delivery points and chosen by time window having more number of possible delivery points by considering customer location and varying speeds. A temporary complete route that can serve all target points is developed by this procedure and a pairwise exchange method is applied to reduce the traveling time.