• Journal of the Korea institute for structural maintenance and inspection
• /
• v.23 no.1
• /
• pp.71-77
• /
• 2019

Recently, most of the pile foundations have been applied as a method to transfer the heavy load of the structure to the ground with high bearing capacity. In this study, the pile-cap behavior between foundation and hollow-head precast reinforced concrete(HPC) pile reinforced with longitudinal rebar and filling concrete was experimentally evaluated depending on the cyclic load and reinforcement ratio. As the drift ratio increases, it was found that the cracks pattern and fracture behavior of two types of pile-cap specimens according to the reinforcement ratio were evaluated to be similar. As the reinforcement ratio increases by 1.77 times, the BS-H25 specimen increases the maximum load by 1.47 times compared to the BS-H19 specimen. However, the ductility ratio of positive and negative was decreased by 76% and 70% respectively. After the yielding of the pile-cap reinforcing rebars, the positive and negative stiffness of the all specimens were decreased by a range from 66% to 71% and a range from 54% to 57% respectively, and the average stiffness of BS-H25 specimen is 13% higher than that of BS-H19 specimen. The cumulative dissipated energy capacity of BS-H19 and BS-H25 specimen under ultimate load state is 5.5 times and 6.6 times higher than that of service load state.

• Journal of the Korea Academia-Industrial cooperation Society
• /
• v.20 no.5
• /
• pp.627-635
• /
• 2019

A programmable drone is a drone developed not only to experience the basic principles of flight but also to control drones through Arduino-based programming. Due to the nature of the training drones, the main users are students who are inexperienced in controlling the drones, which often cause frequent collisions with external objects, resulting in high damage to the drones' frame. In this study, the structural stability of the drone was evaluated by means of a structural dynamics based collision simulation for educational drone frame. Collision simulations were performed on three cases according to the impact angle of $0^{\circ}$, $+15^{\circ}$ and $-15^{\circ}$, using an analytical model with approximately 240,000 tetrahedron elements. Using ANSYS LS-DYNA, which provides excellent functions for the simulation of the dynamic behavior of three-dimensional structures, the stress distribution and strain generated on the drone upper, the drone lower, and the ring assembly were analyzed when the drones collided against the wall at a rate of 4 m/s. Safety factors resulting from the equivalent stress and the yield strain were calculated in the range of 0.72 to 2.64 and 1.72 to 26.67, respectively. To ensure structural stability for areas where stress exceeds yield strain and ultimate strain according to material properties, the design reinforcement is presented.

• Journal of Korean Society of Disaster and Security
• /
• v.12 no.1
• /
• pp.1-9
• /
• 2019

The basic analysis of Soil and structural mechanics for the bridge substructure affected by the flow of water is sufficient in the construction of such bridges, but the stability of scour resulting from hydraulic phenomena is insufficient. In addition, it is not enough to estimate the scour depth of the bridge which reflects the watershed characteristics of the domestic river because it uses the formula for calculating the scour depth of the overseas piers in calculating the scour depth of the bridge. In this study, the application of the CSU (1993) formula, which is currently applied to the national river design criteria, was reviewed between the two formulas after calculating the scour after calculating the scour by applying another bridge deck scour calculation formula to take into account the uncertainty in the calculation of scour. In this study, in addition to the CSU (1993) formula, which is currently applied to Korean river design criteria, another scour depth calculation formula is applied to calculate uncertainty in scour depth calculation, was reviewed between the two formulas. The review confirmed that the SSE (%) showed a difference of at least 2.08%, up to 91.23%, and SSEn(%) at least 0.19%, up to 415.91%, when compared to the measured depth of the pier based on the hydraulic model experiment and the depth of the pier calculated with the nine scour depth formulas in use. In other words, it is confirmed that there are many differences between the scouring formulas of piers. The results of this study are expected to be used to estimate scour depth in future river design.

• Journal of the Korea Academia-Industrial cooperation Society
• /
• v.20 no.4
• /
• pp.489-496
• /
• 2019

This paper is a study on the evaluation of loss factor of damping treatment materials to reduce the noise and vibration for panels of railway vehicles and automobiles. In order to determine the modal parameters of damping materials, beam excitation tests were carried out using different type PVC coated aluminum and steel base beam specimens. The specimens were excited from 10 Hz to 1000 Hz frequency range using sinusoidal force, and transfer mobility data were measured by using an accelerometer. The loss factors were determined by using integrated program, based on theories of Half Power Method, Minimum Tangent Error Method, Minimum Angle Error Method and Phase Change Method, which enable to evaluate the parameters using modal circle fit and least squares error method. In the case of lower loss factor and data of linear characteristics, any method could be applied for evaluation of parameters, however the case of higher loss factor or data including non-linear characteristics, the minimum angle error method could reduce the loss factor evaluation. The obtained dynamic properties of the coating material could be used for application of Finite Element Method analyzing the noise control effects of complex structures such as carbody or under-floor boxes of rolling stock. The damping material will be very useful to control the structural noise, because the obtained modal loss factors of each mode show very good effect on over $2^{nd}$ mode frequency range.

• Applied Chemistry for Engineering
• /
• v.30 no.3
• /
• pp.384-388
• /
• 2019

In winter season, the snow and ice accretion on the bottom of the high speed railway rolling stock and boogie part has fallen at a high speed from the ballast section (gravel section for the transmission of the rolling stock load received by sleepers and fixing sleepers), causing the gravel to be scattered, thereby damaging the railway rolling stock structures and facilities. In order to solve these problems, the gravel scattering prevention net, manual de-icing, and movable hot air machine were used, but their efficiency was low. For the more efficient de-icing than ever before, an optimum material for de-icing fluid for high speed railway rolling stock was developed by evaluating the ice melting capacity, kinematic viscosity, evaporation of the material used as a chemical de-icing fluid. Four kinds of organic acid salts (sodium formate, sodium acetate, potassium formate and potassium acetate) and two different alcohols (propylene glycol, glycerol) were used as evaluation materials. Potassium formate, potassium acetate, and propylene glycol had similar ice melting capacities in the indoor test, but the propylene glycol showed the best ice melting capacity in spraying the system simulation test. This is because the kinematic viscosity of propylene glycol was 2.989029 St, which is higher than those of other materials therefore, it could stay longer on the ice and de-icing. In addition, potassium formate and potassium acetate were difficult to be used since the crystals precipitated and adversely affected the appearance of the rolling stock. The propylene glycol is the most optimum as an de-icing fluid for the high speed railway rolling stock.

• Journal of the Korean GEO-environmental Society
• /
• v.12 no.1
• /
• pp.41-50
• /
• 2011

Three-dimensional(3D) numerical analyses have been conducted to study the behaviour of a single pile to adjacent tunnelling conducted in the lateral direction of the pile. In the numerical analyses, the interaction between the tunnel, the pile and the soil next to the pile has been analysed. The study includes the pile settlement, the relative shear displacement between the pile and the soil, the shear stresses at the soil next to the pile and the axial force on the pile. In particular, the shear stress transfer mechanism along the pile related to the tunnel advancement has been rigorously analysed. Due to changes in the relative shear displacement between the pile and the soil next to the pile during the tunnel advancement, the shear stress and the axial force distributions along the pile have been changed. Downward shear stress developed above the tunnel springline (Z/L=0.0-0.7~0.8), while upward shear stress is mobilised below the tunnel springline (Z/L=0.7~0.8-1.0) resulting in compressive force on the pile, where Z is the pile location and L is the pile length. Maximum compressive force of about $0.475P_a$ was developed on the pile after completion of tunnel advancement, where $P_a$ is the allowable pile capacity. Some insights into the pile behaviour to tunnelling obtained from the numerical analyses will be reported and discussed.

• Journal of the Korea institute for structural maintenance and inspection
• /
• v.25 no.1
• /
• pp.67-74
• /
• 2021

This paper evaluated the structural safety of an aging PSC I-girder bridge with rebar corrosion in the deck. The geometry and rebar of the bridge were designed based on an actual PSC I-girder bridge, and the numerical analysis was performed considering the crack of concrete and yielding of steel rebar. According to the evaluation criteria of Korea Infrastructure Safety and Technology Corporation, this study defined two criteria of rebar exposure and corrosion rates to construct a total of 32 corrosion scenarios. Rebar exposure was defined as the exposure of tensile rebars in the bridge deck due to the removal of cover concrete. The results of the analysis showed that the safety and rating factors of the bridge decreased with increasing rebar exposure and corrosion rates. For the rebar corrosion rate more than 50%, the safety grade of the bridge should be carefully evaluated for all the rebar exposure rate. When the rebar corrosion rate exceeds 57%, the bridge was evaluated as E grade regardless of rebar exposure rate. A correlation analysis for a 2% of rebar exposure rate found that the bridge was evaluated as A grade up to 55.8% corrosion rate, C grade up to 56.9%, D grade up to 58.5%, and E grade for corrosion rate greater than 58.5%. This study indicates the necessity of a quantitative evaluation of rebar corrosion for evaluating the structural safety of aging bridges.

• Journal of the Korea institute for structural maintenance and inspection
• /
• v.25 no.5
• /
• pp.24-31
• /
• 2021

The soundproof tunnels have been generally designed with H-beam girders, and the high weight of H-beam may cause the excessive design of the substructure. To solve this problem, this paper proposes a new soundproof tunnel girder design composed of pipes and discontinuous plates. First, the structural behavior of the straight girder according to the design parameters was examined through finite element analysis. The arrangement and shape of the plates were determined as the design parameter, to obtain the optimal design of girder. After then, the structural behavior and buckling stability of the arched girder were subsequently evaluated. As a result of the parameter analysis, it was confirmed that the axial force acting on the girder increased and the moment decreased as the ratio of unsupported sections decreased or the number of supporting plates increased. The stress concentration on the pipe member was relieved by increasing the long axis length of the elliptical plate. Arched girder analysis showed that the structural efficiency increase as the long axis of elliptical plate increase. As a result of the buckling evaluation, the buckling threshold load of the three connected girders was about 3.7 times higher than the design load. Consequently, it was confirmed that the proposed soundproof tunnel structure design satisfies both light weight and structural safety.

• Composites Research
• /
• v.35 no.5
• /
• pp.322-327
• /
• 2022

Composite lap joints have been extensively used due to their excellent properties and the demand for light structures. However, due to the weak mechanical properties in the thickness direction, the lap joint is easily fractured. various reinforcement methods that delay fracture by dispersing stress concentration have been applied to overcome this problem, such as z-pinning and conventional stitching. The Z-pinning is reinforcement method by inserting metal or carbon pin in the thickness direction of prepreg, and the conventional stitching process is a method of reinforcing the mechanical properties in the thickness direction by intersecting the upper and lower fibers on the preform. I-fiber stitching method is a promising technology that combines the advantages of both z-pinning and the conventional stitching. In this paper, the static and fatigue strengths of the single-lap joints reinforced by the I-fiber stitching process were evaluated. The single-lap joints were fabricated by a co-curing method using an autoclave vacuum bag process and I-fiber reinforcing effects were evaluated according to adherend thickness and stitching angle. From the experiments, the thinner the composite joint specimen, the higher the I-fiber reinforcement effect, and Ifiber stitched single lap joints showed a 52% improvement in failure strength and 118% improvement in fatigue strength.

• Journal of the Society of Disaster Information
• /
• v.19 no.3
• /
• pp.737-746
• /
• 2023

Purpose: Ground subsidence due to cavity can bring about various problems, such as casualties, decrease of the safety of the structures, and indirect social costs. Therefore, ground subsidence should be prevented through the exploration and recovery of the cavity under the pavements. Method: In this study, GPR exploration method was carried out on both actual roadway and mock-up site to compensate for the problems caused by excavation and restoration process. Result: This study compared the cavity scales obtained from GPR exploration results and the direct excavation of the identified cavity. It was confirmed that the predicted soil depth by GPR exploration was similar to the identified soil depth, but the predicted cavity scale by GPR exploration overestimated the longitudinal and cross-sectional widths compared to the identified cavity scale. Conclusion: Based on the correlation between the predicted cavity scales by GPR exploration, it is possible to qualitatively estimate the cavity scales using the empirical formula proposed in this study.