• Journal of the Korea Concrete Institute
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• v.13 no.5
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• pp.457-465
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• 2001

Shrinkage strains of concrete slab in multi-story building are restrained by structural members such as columns or walls, then can induce cracks due to excessive shrinkage stress over tensile strength of member. In this study, a shrinkage stress analysis method of concrete slab in multi-story building considering not only material properties such as shrinkage, creep and reinforcement effect but also construction sequence is proposed. Tensile stresses of slab due to shrinkage are calculated by converting shrinkage strains into equivalent temperature gradients, creep that can release shrinkage stress can be considered by replacing the modulus of elasticity of concrete, Ec , to the effective secant modulus of elasticity of concrete, E$\_$eff/ Reinforcements are also considered by modeling them as equivalent beam elements in FEM program. Results of step by step analysis reflecting construction sequence summed up to calculate stresses of the whole building considering that shrinkage stresses of the building come from the difference of shrinkage between i-th floor and (i-1)-th floor, named as effecitive shrinkage, and it can be varied by construction sequence. The results of 10-story example building show that shrinkage stresses of lower floors are greater than those of upper floors, that is, stresses of lower floors(1∼2FI.) exceed modulus of rupture of concrete, but stress ratios of higher floors are in the range of 27.9∼92.8%.

• Journal of the Korea institute for structural maintenance and inspection
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• v.22 no.1
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• pp.208-215
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• 2018

The causes of column shrinkage and the codes that have been studied up to now are discussed. The documents mentioned in the code deal with the drying shrinkage, creep, compressive strength and elastic modulus of the specimen, and the elastic deformation calculated from the structural analysis. However, the deformation due to the temperature caused by the long term monitoring is less than that caused by the factors generated by the previous studies. In the previous studies, it was found that dehydration shrinkage, creep, and elastic deformation were not considered for temperature-induced deformation, while for the specimen experiments, the temperature-related items were replaced with the humidity-related terms The compensation value by the proposed equation showed error of 4.9 mm in the upper direction and 1.0mm in the lower direction when calculating column shortening, and it was found that its value by the proposed equation almost coincided with the measurement value in Site. Therefore, it is necessary to further study the temperature that can be omitted in calculating the existing column shortening, to consider the influence factors, and to supplement the criteria for the temperature measurement of the structure as well as the specimen tests.

• Magazine of the Korea Concrete Institute
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• v.14 no.3
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• pp.18-23
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• 2002

구조재료로써 콘크리트의 물리적 특성은 강재와는 달리 시간 의존적이라고 할 수 있다. 즉, 타설 후 재령이 경과함에 따라 압축강도와 탄성계수가 증가함은 물론, 콘크리트 내의 수분이 대기 상태로 증발하면서 부재가 수축하는 건조수축 및 외력의 증감없이 변형률이 증가하는 크리프 특성 등을 가지고 있다. 또한, 콘크리트는 시멘트의 수화반응에 의해 시공초기에 재료의 온도가 급격히 상승하는 발열특성도 동시에 가지고 있다. 이러한 특성들은 구조물의 설계시 무시할 수 없으며, 각 시공단계 및 완성단계의 구조물의 응력에 커다란 영향을 미치게 된다.(중략)

• Journal of Energy Engineering
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• v.9 no.3
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• pp.184-191
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• 2000

본 연구에서는 국내 10MW급 기력발전소의 소형 터빈 로터에 대한 응력 해석을 실시하였다. 터빈 로터의 기하학적 형상, 증기의 온도 및 압력 등의 기동조건 변화, 로터 재료의 온도에 따른 물성값 등을 고려하여 대류 열 전달계수를 계산하는 사용자 부프로그램을 구성하였으며, 이를 바탕으로 열해석을 실시하여 로터의 온도 분포를 결정하였다. 이 온도분포 조건에서 시간 경과에 따른 열응력 해석을 실시하여 로터의 응력 분포를 결정하였으며 그 결과 취약부위에서의 응력변동 범위 및 가동중 정상상태 응력수준을 결정하였다. 이 취약부위의 응력값과 운전이력을 이용하여 크리프 수명과 피로수명을 계산하고 로터의 잔여수명을 결정하는 방법을 논의하였다.

• Composites Research
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• v.32 no.6
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• pp.382-387
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• 2019

A single frequency strain mode test, a stress relaxation mode test, and a creep test using RH-DMA were performed to investigate the effects of relative humidity and temperature on the viscous properties of PET film. The relative humidity was 10%, 30%, 50%, 70%, and 90%. The temperature was considered to be 30~95℃ for single frequency strain mode tests, 30℃ and 70℃ for stress relaxation mode test, and 5~95℃ for creep test. According to the results, higher relative humidity results in lower storage modulus and loss modulus, but the maximum value of the loss modulus is not significantly affected by changes in relative humidity and is almost constant. Relaxation modulus decreases rapidly at the beginning and becomes constant, and as the temperature increases, it is susceptible to changes in relative humidity. Strain recovery also increases rapidly at the beginning and is susceptible to changes in relative humidity as the temperature increases. In addition, as the temperature increases, the degree of increase in creep compliance increases, and as the temperature rises above the glass transfer temperature, the degree of increase becomes very large. The master curve determined by the time-temperature superposition provides the information to predict the long-term performance under operating conditions such as relative humidity and temperature.

• Journal of the Korea Concrete Institute
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• v.14 no.4
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• pp.521-529
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• 2002

A restraint coefficient for creep and dry shrinkage deformation of concrete in a composite section was derived to calculate the residual stress, and an equation for the loss rate of the pre-compression force was proposed. The derived restraint coefficient was computed by using the transformed section properties for the age-adjusted effective modulus of elasticity. The long-term behavior of complicate composite sections could be analyzed easily with the restraint coefficient. The articles of the current design code was examined for PSC and steel composite sections. The dry shrinkage strains of $150 ~ 200$\times$10^{-6}$ for the computations of the statically indeterminate force and the expansion joint could be under-estimated for less restrained sections such as the reinforced concrete. The dry shrinkage strain of $180$\times$10^{-6}$ for the computation of residual stress in the steel composite section was unreasonably less value. The loss rate of 16.3% of the design code for the PSC composite section in this study was conservative for the long-term deformation of the ACI 205 but could not be used safely for that of the Eurocode 2. For pre-compressed concrete slab in the steel composite section, the loss rate of prestressed force with low strength reinforcement was much larger than that with high strength tendon. The loss rate of concrete pre-compression increased, while that of pre-tension decreased due to the restraint of the steel girder.

• Journal of the Korean Recycled Construction Resources Institute
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• v.5 no.1
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• pp.117-124
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• 2010

The aggregate, which does not satisfy the standard of KS F 2573, was selected for this investigation. The 28day compressive strength of recycled aggregate concrete without pozzolan material was 21.7MPa, which was less than the strength of concrete made with crushed stone. However, the compressive strength at 28 days was improved by mixing early rapid hardening cement to the cement at the weight ratio of 2.5%. Furthermore, the compressive strength at 91 days and 180 days increased significantly by adding fly ash, slag powder, and diatom powder. The tensile strength of recycled aggregate concrete with pozzolan material also increased about 40% compared to the general concrete. Futhermore, the shrinkage and creep of recycled aggregate concrete with fly ash and slag powder was a little decreased that of recycled aggregate concrete with fly ash and diatom powder. Relationship between compressive strength and creep coefficient was shown to the linear relation like as ${\sigma}_c=-30CF+404$.

• Journal of the Korean Society for Railway
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• v.17 no.1
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• pp.14-18
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• 2014

Wheel/rail contact is a significant problem in railway dynamics. In this paper, the wheel/rail contact is examined analytically and numerically as a contact problem between two cylinders where torque and friction have effect. Furthermore, the contact of a real wheel and rail is investigated numerically where the normal and shear force act. This study demonstrates that the wheel/rail contact is a process that generates traction force through creep where rolling and sliding occurs simultaneously depending on the shape of the wheel and rail, and the friction coefficient between them.

• Proceedings of the Korean Institute of Building Construction Conference
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• 2009.11a
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• pp.81-85
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• 2009

In the recent years, the high strength concrete has increasingly been used according to extending market of tall buildings. However, Ministry of Land, transport and Maritime Affairs was established by law with an alternative plan after June 2008 because of the weakness of high strength concrete accompanied spalling phenomena in fire. The mix design of concrete has to properly meet standards which are the spalling resistance of concrete and limited temperature of steel reinforcement. The fire proof concrete mixed fiber has widely been used to meet spalling safety on the many construction sites, the most researches about the fire proof concrete mixed fiber had being carried out focused on fire resistance, compressive strength and cast in place of concrete. But the most important thing is column shortening used the fire proof concrete within the vertical members. In this paper, the fire proof concrete filled spalling safety standards was experimented by required material when the column shortening is revised between normal concrete and fire proof concrete mixed fiber and then the results have done a comparative analysis. Also, The paper aimed to indicate a basic data for revision of column shortening of fire proof concrete.

• 한국도로학회:학술대회논문집
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• 2002.10a
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• pp.89-92
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• 2002

The objective of this research is to evaluate engineering properties of recycled aggregates, slag as coarse & fine aggregate and waste foundry sand(WFS) as fine aggregate, in hot mix asphalt(HMA). In this research, soundness, gradation and particle analysis, abrasion, specific gravity and absorption test were carried out. The optimum asphalt binder content(OAC) for various HMA combinations of recycled aggregate was determined by Marshall Mix Design. The ranges determined is between 7.2% and 7.5%. Indirect tensile test, resilient modulus test, creep test were carried out for characterization of rutting behavior of various combination of HMA. Judging from the limited tests, the HMA with recycled aggregates is not as good rutting resistance as the HMA with common aggregates. After finishing the Wheel tracking test, the application or feasibility for the use of recycled aggregate as asphalt paving material will be determined.