• Journal of the Korea Concrete Institute
• /
• v.15 no.3
• /
• pp.377-385
• /
• 2003

Flexural characteristics of the R.C beams strengthened with newly-developed grid-type carbon fiber plastics(CFRP-GRIDS) were investigated. The tests were conducted under the four-points load to the failure to investigate the strengthening effects of CFRP-GRIDS on the beams. Results showed that initial cracks appeared in the boundary layers of fibers embedded in the newly-placed mortar concrete slowly progressed to the direction of supports and showed fracture of fiber plastics and brittle failure of concrete in compression in sequence after the yielding of steel reinforcement. Accordingly, the appropriate area of Grid-type carbon-fiber plastics in the strengthening design of deteriorated RC structures should be limited and given based on the ultimate strength design method to avoid the brittle failure of concrete structures.

• Journal of the Society of Naval Architects of Korea
• /
• v.54 no.4
• /
• pp.335-343
• /
• 2017

The Newman-Raju formula and contour integral-based finite element analyses(FEAs) have been widely used to assess crack growth rates and residual lives at crack locations in ships or offshore structures, but the Newman-Raju formula is known to be less accurate for the complicated weld details and the conventional FEA-based contour integral approach needs concentrated efforts to construct FEA models. Recently, an extended finite element method(XFEM) has been proposed to reduce those modeling efforts with reliable accuracy. Stress intensity factors(SIFs) from the approaches such as the Newman-Raju formula, conventional FEA-based J-integral, and XFEM-based J-integral were compared for an infinitely long plate with a propagating elliptic crack. It was concluded that the XFEM approach was far reliable in terms of prediction ability of SIFs. Assuming a 25 year-aged coast guard patrol ship had the prescribed cracks at the bracket toes attached to longitudinal stiffeners in way of deck and bottom, SIFs were derived based on the three approaches. To obtain axial tension loads acting on the longitudinal stiffeners, long term hull girder bending moments were assumed to obey Weibull distribution of which two parameters were decided from a reference (DNV, 2014). For the complicated weld details, it was concluded that the XFEM approach could cost-effectively and accurately estimate the crack growth rates and residual lives of ship structures.

• Journal of Welding and Joining
• /
• v.6 no.2
• /
• pp.30-39
• /
• 1988

Generally, as the welded region of weld structures has the incomplete bead and welded deposit which are able to behave like the surface cracks occasinally, there is a high possibility that the fatigue fracture of the weld structures is due to the surface cracks on the wlded region. This study was done to investigate the effects of post weld heat treatment (PWHT) on the fatigue behaviors of the surface crack of the heat affected zone (HAZ) for the multi-pass welds under the repetitive pure bending moment. The obtained results are summarized as follows : 1. The crack grows to the depth direction initially as the number of cylces increase, the amount of crack length is increased for the surface dir3ction and cive versa for the depth direction. 2. The fatigue life is increased in a order of as weld, PWHT specimens and parent. 3. As the number of cycles increase, the crack length is increased to th surface direction. The increase of the depth length is blunted at the center of specimen thickness. 4. The fatigue crack growth of PWHT specimens to the surface direction is dependent upon the holding time and applied stress during PWHT. In order words, the crack growth rate decreases with the holding time and increases with the applied stress during PWHT. 5. As the crack grows, the aspect formed in the course of crack propagation approaches to semicircle for parent and ellipse with the largest semidiameter for PWHT ($1/4hr, 15kgf/mm^2$) 6. At depth direction, it is difficult to apply to the paris' equation because of the scattered data between the crack growth rate and the stress intensity factor range.

• Transactions of the Korean Society of Mechanical Engineers A
• /
• v.40 no.3
• /
• pp.253-258
• /
• 2016

The effect of temperature on the fracture energy, crack propagation, and crack tip opening displacement (CTOD) was determined for particulate reinforced composites using the wedge splitting test. The materials that were used consisted of a polymer binder, an oxidizing agent, and aluminum particles. The test rate of the wedge splitting specimen was 50 mm/min, the temperature conditions were $50^{\circ}C$, room temperature, $-40^{\circ}C$, and $-60^{\circ}C$. The fracture energy, calculated from splitting load-crack mouth opening displacement(CMOD) curves, increased with decreasing temperature from $50^{\circ}C$ to $-40^{\circ}C$. In addition, the strength of the particulate reinforced composites increased sharply at $-60^{\circ}C$, and the composites evidenced brittle fracture due to the glass transition temperature. The strain fields near the crack tip were analyzed using digital image correlation.

• International Journal of Highway Engineering
• /
• v.8 no.3 s.29
• /
• pp.105-114
• /
• 2006

A popular alternative to extend the life of aged pavement is asphalt overlay. However, it has a very serious and inherent shortcoming in deterring a reflection crack. Although joint-rehabilitation and stress-relief techniques have been applied to deter such reflection cracks in aged pavement, the techniques had a limited success only in slowing down the progress of a reflection crack. Rubblization technique rubblizes the concrete pavement slab in situ and uses the rubblized slab as the base material. Then, pavement overlay is applied to finish off the rehabilitation of aged pavement. This rubblization technique has the advantage of solving the problem of reflection cracking completely. When rubblization technique is applied, the upper layer of aged concrete pavement is rubblized between 40mm-70mm in depth. However, the lower layer is typically rubblized more than 100mm in depth. Nevertheless, it is difficult to turn the entire concrete pavement of more than 30cm in depth into rubblized aggregate of appropriate size. Thus, a simulation experiment was carried out to find the appropriate rubblized depth, which avoids the reflection cracking and still maintains the function of subbase, by varying the depth of rubblized depth in loom increments of 0cm, 10cm, and 20cm. The result indicated the optimum rubblized depth was 10cm (Lee, 2006). Additionally, a small rubblizinge equipment was developed in order to derive the rubblization technique appropriate for thick concrete pavement. This equipment was tested out on an experimental pavement, which was constructed with the same standard and specification for the road in actual use, by varying its rubblizing head shape and energy as well as the effective area of rubblization. This experiment led to a prototype equipment for rubblization of thick concrete pavement. The prototype was put into use on a highway, undergoing a test construction and monitoring afterwards. This entire process was necessary for the validation of the proposed rubblization technique.

• KSCE Journal of Civil and Environmental Engineering Research
• /
• v.30 no.3A
• /
• pp.309-316
• /
• 2010

This paper proposed a nonlocal anisotropic damage model to simulate the behavior of plain and reinforced concrete structures that are predominantly tensile and compressive load. This model based on continuum damage mechanics, used a symmetric second-order tensor as the damage variable. For quasi-brittle materials, such as concrete, the damage patterns were different in tension and in compression. These two damage states were modeled by damage evolution laws ensuring a damage tensor rate proportional to the total strain tensor in terms of principal components. To investigate the effectiveness of proposed model, the double edge notched specimen experimented by nooru-mohamed and reinforced concrete bending beam were analyzed using the implementation of the proposed model. As the results for the simulation, the nonlocal anisotropic damage model with an adequate control of rupture correctly represented the crack propagation for mixed mode fracture. In the structural failure of reinforced concrete bending beam, the proposed model can be showed up to a very high damage level and yielding of the reinforcements.

• Journal of the Korea institute for structural maintenance and inspection
• /
• v.20 no.5
• /
• pp.109-115
• /
• 2016

A demand of high bearing capacity of piles to resist heavy static loads has been increased. For this reason, the utilization of large diameter PHC piles including a range from 700 mm to 1,200 mm have been increased and applied to the construction sites in Korea recently. In this study, in order to increase the flexural strength capacity of the PHC pile, the large diameter composite PHC pile reinforced by in-filled concrete and reinforcement was developed and manufactured. All the specimens were tested under four-point bending setup and displacement control. From the strain behavior of transverse bar, it was found that the presence of transverse bar was effective against crack propagation and controlling crack width as well as prevented the web shear cracks. The flexural strength and mid-span deflection of LICPT specimens were increased by a maximum of 1.08 times and 1.19 times compared to the LICP specimens. This results indicated that the installed transverse bar is in an advantageous ductility performance of the PHC piles. A conventional layered sectional analysis for the pile specimens was performed to investigate the flexural strength according to the each used material. The calculated bending moment of conventional PHC pile and composite PHC pile, which was determined by P-M interaction curve, showed a safety factor 1.13 and 1.16 compared to the test results.

• Transactions of the Korean Society of Mechanical Engineers A
• /
• v.30 no.7 s.250
• /
• pp.826-832
• /
• 2006

For the improvement of safety and endurance in welded steel structure, it is needed to consider welding residual stress distribution and rolling directional characteristics of materials. In this study, it was investigated experimentally about characteristics of fatigue crack propagation according to welding residual stress and rolling in FCAW(flux cored arc welding) butt-jointed steel plates. SS400 steel plates of 3mm thickness were selected and tested for this study. When the angles between tensile loading direction and rolling direction in welded materials are increased from $0^{\circ}\;to\;90^{\circ}$, their fatigue crack propagation rates are increased. These results are same as predicted increments of fatigue crack propagation rate when stress ratio is increased from 0 to 0.5. When the angles of rolling direction and welding direction to tensile loading direction are $0^{\circ}\;and\;90^{\circ}$ respectively, fatigue crack propagation rate in welded material is lowest.

• Transactions of the Korean Society of Mechanical Engineers A
• /
• v.31 no.7 s.262
• /
• pp.756-763
• /
• 2007

The majority of catastrophic wheel failures are caused by surface opening fatigue cracks either in the wheel tread or wheel flange areas. The inclined cracks at railway wheel tread are initiated and the cracks are caused by wheel damage-spatting after 60,000 km running. Because the failured railway wheel is reprofiled before regular wheel reprofiling, the maintenance cost for the railway wheel is increased. Therefore, it is necessary to analyze the mechanism for initiation of crack. In the present paper, the combined effect on railway wheels of a periodically varying contact pressure and an intermittent thermal braking loading is investigated. To analyze damage cause for railway wheels, the measurements for replication of wheel surface and the effect of braking application in field test are carried out. The result shows that the damages in railway wheel tread are due to combination of thermal loading and ratcheting.

• Journal of the Korean Society of Safety
• /
• v.16 no.1
• /
• pp.18-24
• /
• 2001

The fatigue crack growth behavior of the SA516/70 steel which is used for pressure vessels was examined experimentally at room temperature, $-60^{\circ}C$,$-80^{\circ}C$ and $-100^{\circ}C$ with stress ratio of R=0.05, 0.1 and 0.3. Fatigue crack propagation rate da/dN related with stress intensity factor range ${\Delta}K$ was influenced by stress ratio in stable of fatigue crack growth (Region II) with an increase in ${\Delta}K$. The resistance of fatigue crack growth at low temperature is higher compared with that at room temperature, which is attributed to the extent of plasticity-induced by compressive residual stress according to the cyclic loads. Fractographic examinations reveal that the differences of the fatigue crack growth characteristics between room and low temperatures are mainly explained by the crack closure and the strengthening due to the plasticity induced and roughness induced.