• Journal of the Korea institute for structural maintenance and inspection
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• v.18 no.3
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• pp.125-132
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• 2014

Steel fiber is a effective composite for crack resistance and improve structural performance under tensile loading. This study presents an evaluation of crack resistance and structural performance in cement mortar with steel fiber and expansion agent through internal chemical prestressing. For this work, cement mortar samples with 10% replacement of cement binder with CSA (Calcium-Sulfo-Aluminate) expansion agent and 1% volume ratio of steel fiber are prepared. Including basic mechanical properties, initial cracking load and fracture energy are evaluated in cement mortar beam with notch. Initial cracking load and fracture energy in cement mortar with CSA and steel fiber increase by 1.75 and 1.41~1.53 times compared with those in cement mortar with steel fiber. With optimum mix design for steel fiber and CSA expansive agent, the composite with chemical prestressing can be applied to various members and effectively improve crack resistance to external loading.

• International Journal of Highway Engineering
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• v.9 no.4
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• pp.149-158
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• 2007

Evaluation of the asphalt mixture modified with crumb rubber modifier(CRM) was performed to estimate possibility of using it as a paying material. OACs(optimum asphalt content) of CRM modified asphalt mixtures by dry process and wet process were determined by Marshall mix design and Wheel tracking test and moisture susceptibility test by freezing and thawing were carried out with CRM modified asphalt mixtures at OACs. The results from these tests, resistance of permanent deformation of CRM modified asphalt mixtures were superior to one of AP-5 while showing very low resistance of moisture sensitivity by freezing and thawing. This means that CRM modified asphalt mixtures are very sensitive to freezing and thawing. However, CRM modified asphalt mixture with anti-stripping material showed high improvement to resistance of moisture susceptibility by freezing and thawing. Therefore, it is recommended that when CRM mixtures were used in domestic, CRM modified asphalt mixtures should be with prevention against freezing and thawing resistance by moisture susceptibility.

• Magazine of the Korea Concrete Institute
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• v.10 no.6
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• pp.281-289
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• 1998

This study has been performed to test the flowability and filling ability of high flowing concrete as well as distribution of aggregate and pore of core specimen, heat of hydration, compressive strength and core strength of concrete. In addition, the resistance to chloride ion penetration and chemical solutionof concrete was tested in order to evaluate the resistance to sea water of concrete and its application of high flowing concrete using blended low heat cement in the field of Seohae Grand Bridge. The properties of high flowing concrete with blended low heat cement were compared with ordinary 25-240-15 concrete using Type V cement. As the results of this study, the flowability and filling ability of high flowing concrete with blended low heat cement is satisfied without vibration. Though the cement content of high flowing concrete with blended low heat cement was 400kg/m$^2$, the rising temperature of it was relatively lower than that of the ordinary 25-240-15 concrete with Type V cement. Also, the compressive of high flowing concrete with blended low heat cement is similar to that of the ordinary 25-240-15 concrete with Type V cement.

• Journal of the Korea Concrete Institute
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• v.27 no.5
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• pp.569-577
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• 2015

The aim of this study is to qualitatively evaluate the cracking control effects of expansive concrete used in reinforced concrete building. The result of experiments in laboratory shows that autogenous shrinkage and drying shrinkage are suppressed by using expansive additive. The tensile stress-strength ratio is lower in expansive concrete than normal concrete under fully restrained condition. Compression stress could be effectively generated in early age in the walls in buildings by the use of expansive additive, and tensile stress due to drying shrinkage at later age eventually decreased. Additionally, visual observation at long-term ages shows that the cracking area of expansive concrete was approximately 35% of normal concrete, which confirms that the use of expansive additive reduces concrete cracking in reinforced concrete buildings.

• Plant Journal
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• v.17 no.1
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• pp.38-49
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• 2021

In order to increase power plant efficiency, the steam temperature was increased to 610 ℃ which deteriorates the durability of the boiler tube and as the use of low-calorie coal increases the post combustion and delayed combustion phenomenon, the overheating of the final reheater and the tube rupture are becoming frequent. In order to prevent overheating of the final reheater, desuperheater water injection was increased, leading to a decrease in boiler efficiency. In this study install a baffle plate at the back of some overheated tube groups, thereby reduce the temperature of the tube by reducing the amount of combustion gas, and the reduced combustion gas moves to an adjacent place to increase the temperature of other tubes. As a result of the study, the temperature deviation between tubes decreased 1.5. And the heat-reducing injection amount was reduced to 6,929 kg/h and the maximum tube temperature was reduced to 623.4℃ which is 6.6℃ more below than the control standard of 630℃.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.43 no.5
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• pp.621-630
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• 2023

In this study, to investigate an energy reduction effect by field application of cylindrical baffle arrays, the 3D Debris flow numerical analysis was conducted with various baffle configurations for the simulation of a real-scale valley, where the cylindrical baffle arrays were installed. For this, the valley of the watershed was modeled using terrestrial LiDAR data from the real-scale experiment site. Numerical analysis simulated the flow behavior of debris flow and the structures using Smooth Particle Hydrodynamics (SPH) technique of ABAQUS (Ver. 2021). The numerical analysis results that the case without cylindrical baffle arrays had a similar velocity change to that of the real-scale experiment. Also, the installation of baffles significantly reduced the frontal velocity of debris flow. Furthermore, increasing the baffle height increased the downstream energy reduction because of the higher flow impedance of taller baffles.

• Journal of Ocean Engineering and Technology
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• v.29 no.1
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• pp.9-15
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• 2015

We investigated the Reynolds number effects on the flow over a twisted offshore structure in the range of 3×10³≤ Re ≤ 1 × 10⁴. To analyze the effect of the twisted surface treatment, a large eddy simulation (LES) with a dynamic subgrid model was employed. A simulation of the cylindrical structure was also carried out to compare the results with those of the twisted offshore structure. As Re increased, the mean drag and lift coefficient of the twisted offshore structure increased with the same tendency as those of the cylindrical structure. However, the increases in the mean drag and lift coefficient of the twisted offshore structure were much smaller than those of the cylindrical structure. Furthermore, elongated shear layer and suppressed vortex shedding from the twisted offshore structure occurred compared to those of the cylindrical cylinder, resulting in a drag reduction and suppression of the vortex-induced vibration (VIV). In particular, the twisted offshore structure achieved a significant reduction of over 96% in VIV compared with that of the cylindrical structure, regardless of increasing Re. As a result, we concluded that the twisted offshore structure effectively controlled the flow structures with reductions in the drag and VIV compared with the cylindrical structure, irrespective of increasing Re.

• Transactions of the Korean Society of Automotive Engineers
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• v.25 no.2
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• pp.207-218
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• 2017

Improving fuel consumption, particularly that of commercial vehicles, has become a global concern. The reduction in logistics cost has been a key issue in efforts to improve fuel economy and efficiency of transportation equipment. Typical technologies for reducing reduce fuel usage include air resistance reduction technologies, tire rolling resistance technologies, and idle technologies among others. Air resistance technology is a highly effective method that can be easily applied in a short period. As with air resistance technology, several devices involving side skirt, boat tail and gap fairing have been developed based on an analytical 3-D modeling technique for reducing air resistance attributed to the vehicle configuration. The devices were on a 45 feet tractor-trailer and the emission test was done using PEMS equipment. Fuel economy was evaluated by introducing several devices to reduce outer air resistance. The test was conducted by changing the experimental method of SAE J1321 Joint TMC/SAE Fuel Consumption Test Procedure - Type II test. As a result, air resistance decreased by at least 15 % and fuel economy improved by at least 13 %. This study sought to reduce greenhouse gas and improve fuel economy by applying several devices to a test vehicle to lower air resistance.

• Journal of Energy Engineering
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• v.24 no.4
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• pp.71-80
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• 2015

Steel stiffener is required for reinforcing the structure of the window frame made of versatile but weak PVC material. Steel stiffener however becomes a source of greater heat loss and frequently plays a role of thermal bridge due to its high thermal conductivity. To maintain thermal resistance similar to PVC frame, steel stiffener is perforated to reduce the effective heat transfer area. To compensate the structural strength of the steel stiffener which is weakened by the perforation, the thickness is increased. Increase in thickness will also increase the thermal heat resistance. Five samples which are PVC frame, PVC frame + original steel stiffener, PVC frame + 30% perforated steel stiffener, PVC frame + 50% perforated steel stiffener, PVC frame + 65% perforated steel stiffener are modeled and simulated for 2nd moment of area and thermal resistance. Therm/window version 6.3 is used for thermal analysis. The results show that among the five samples analyzed, PVC frame + 65% perforated steel stiffener best satisfies both structural strength and thermal resistance.

• Journal of the Society of Naval Architects of Korea
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• v.52 no.1
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• pp.8-18
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• 2015

Reduction of the fuel oil consumption and corresponding greenhouse gas exhausted from ships is an important issue for today's ship design and shipping. Several concepts and devices on the superstructure of a container ship were suggested and tested in the wind tunnel to estimate the air drag reduction. As a preliminary performance evaluation, air drag contributions of each part of the superstructure and containers were estimated based on RANS simulation respectively. Air drag reduction efficiency of shape modification and add-on devices on the superstructure and containers was also estimated. Gap-protectors between containers and a visor in front of upper deck were found to be most effective for drag reduction. Wind tunnel tests had been carried out to confirm the drag reduction performance between the baseline(without any modification) configuration and two modified superstructure configurations which were designed and chosen based on the computation results. The test results with the modified configurations show considerable aerodynamic drag reduction, especially the gap-protectors between containers show the largest reduction for the wide range of heading angles. RANS computations for three configurations were performed and compared with the wind tunnel tests. Computation result shows the similar drag reduction trend with experiment for small heading angles. However, the computation result becomes less accurate as heading angle is increasing where the massively separated flow is spread over the leeward side.