• Proceedings of the Korean Society for Technology of Plasticity Conference
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• 2000.04a
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• pp.30-34
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• 2000

In this paper we analyzed bulging condition which affect the quality of continuous casting steel by using the numerical analytic method. First solidification analyses are performed for each cooling zones. Solidification analysis are carried out by one-dimensuional finite difference method. The bulging deformation of cast slab has been calculated with a two-dimensional elasto-plastic and creep finite element model. The adequacy of the model has been checked against the experimental results. From this study the effects of the process variables such as casting speed cooling condition roll pitch are examined. The results from these analyses would be able to apply to the design of continuous casting process.

• Transactions of Materials Processing
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• v.25 no.2
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• pp.124-129
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• 2016

Recently, global railway car makers are competing desperately in developing high-speed railway vehicles. Ensuring passenger safety during a crash is essential. The design and the manufacturing of energy absorbing components are becoming more and more important. A deformation tube is a typical passive energy absorbing component for railway cars. In the current study the slab method was used to predict the energy absorbing capability of a deformation tube during the early design stage. The usefulness of the prediction method is verified through the comparisons between the results of FE simulations and those of the prediction method.

• Proceedings of the Korea Concrete Institute Conference
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• 2003.05a
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• pp.1035-1040
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• 2003

This research investigates the actual data and construction technology of the massive bottom slab placed by $23,000m^3$ concrete quantity in site of the in-ground type LNG receiving terminal having 20,000kl storage capacity. The purpose of this study is to determine the optimum mix design and control the actual concreting procedures including concrete production, transportation, placement, vibrating and curing in site. For this purpose, the optimum mix design using ternary blended cement(furnace slag cement＋fly ash) and under piping method having 11 gates and 7 distributors are selected. As test results of actual construction, concrete placement is finished during 68hours with good success and obtained the good quality of the fresh and hardened concrete including slump, air contents, no-segregation, compressive strength and low hydration heat. Also, actual data for all of concrete procedures are proved successful and satisfied with our specifications.

• Proceedings of the Computational Structural Engineering Institute Conference
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• 1997.10a
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• pp.55-62
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• 1997

The support deflection effects in slabs with beams and girders are reviewed for both cases of the uniformly distributed and concentrated wheel loads. The differences in structural behavior according to the variation of support stiffness namely, the moment of inertia of beam and gilder, and the slab thickness, are calculated using the finite element method. Besides. the correction factors which can consider the support deflection effects in slab design are proposed by regression based on the obtained numerical results. Through the comparision studies of slabs with different boundary conditions, the importance for the consideration of support deflection effects in design are emphasized.

• 한국방재학회:학술대회논문집
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• 2008.02a
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• pp.333-336
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• 2008

U-Channel Bridge is effective bridge type, because its edge beam performs role of barrier and enables to reduce additional dead loads. Nevertheless, there is possibility of bridge collapse under impact load due to car crash. Also, edge beam must have ability to induce safe driving and prevent falling accidents. Therefore, this study carries out analysis of behavior of edge beam and slab and evaluation of structural stability under impact loads, based on Korean Highway Bridge Design Specifications and AASHTO LRFD Bridge Design Specification. According to analysis result, the maximum stress of edge beam and slab satisfies specification of allowable stress.

• Steel and Composite Structures
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• v.11 no.3
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• pp.233-250
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• 2011

An experimental study has been carried out to reveal the shear-bond failure mechanism of composite deck slabs. Thirteen full scale simply supported composite slabs are studied experimentally, with the influence parameters like span length, slab depth, shear span length and end anchorage provided by steel headed studs. A dozen of strain gauges and LVDTs are monitored to capture the strain distribution and variation of the composite slabs. Before the onset of shear-bond slip, the longitudinal shear forces along the span are deduced and found to be proportional to the vertical shear force in terms of the shear-bond strength in the m-k method. The test results are appraised using the current design procedures. Based on the partial shear-bond connection at the ultimate state, an improved method is proposed by introducing two reduction factors to assess the moment resistance of a composite deck slab. The new method has been validated and the results predicted by the revised method agree well with the test results.

• Journal of the Korea Concrete Institute
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• v.28 no.1
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• pp.3-11
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• 2016

The concern about hollow core PC slab has been increased to improve the workability during a construction of building by reducing self weight of structural members. In this manner, recently, TRS (Tripple Ribs Slab) was developed as a new type of half PC slab system. TRS member consists of the triple webs and the bottom flange prestressed by strands. The slab system is completed by casting of topping concrete on the TRS after filling styrofoam between the webs. This paper, presents a flexural experiment to investigate the flexural capacity of the TRS. Five full scale TRS members were made and tested under simple support condition to be failed by flexure and their strength was evaluated by code equations; the variables in the test are the depth and the presence of topping or raised spot formed when slip-forming. In addition, a nonlinear sectional analysis was performed for the specimens and the result was compared with the test results. From the study, it was found that the TRS has enough flexural strength and ductility to resist the design loads and its strength can be suitably predicted by using code equations. The raised spot did not affect the strength so that the spot need not to be removed by doing additional work. For the more accurate prediction of TRS's flexural behavior by using nonlinear sectional analysis, it is recommended to consider the concrete's brittle property due to slip-forming process in the modeling.

• Journal of the Korea Concrete Institute
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• v.29 no.1
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• pp.23-32
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• 2017

The joints between precast PSC slabs of the intermediate road slab in double deck tunnel are inevitably generated in the road traffic vehicle traveling direction. Therefore, it is important to make the behavior of parts on the joint in one piece. The imtermediate road slab system of double deck tunnel in great depth proposed in this study will be constructed with precast PSC slab in order to minimize the construction period. And the joint connection between the precast slab has been developed in two methods: the 'Transverse tendon reinforcement method' and 'High strength bolts connection method'. Also, the experiments were performed for the full scale model in order to evaluate the performance of the intermediate road deck slab with two type joints systems, the structural stability was verified through the F.E.M analsysis. The results of static loading test and F.E.M analysis investigated a very stable behavior of intermediate road deck slab in double deck tunnel applying the joint methods developed in this study, in the cracks and deflections to satisfy the design standards of Highway Roads Bridges (2011), it was determined that there is no problem even servicebility.

• Journal of the Korean Society of Hazard Mitigation
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• v.10 no.5
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• pp.35-40
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• 2010

The present study proposes the strengthening method to use Conclinic Advanced FiberWrep(CAF) so as to improve Load Carrying Capacity of the RC slab bridge. In order to evaluate the strengthening performance, we strengthen 50cm per unit-width of CAF to the slab's bottom of the test bridge that designed with DB 18, then perform Static and Dynamic Field Load Test. As a result of this, 14.7% of the maximum displacement, 5.0% of the strain and 33.7% of the impact factor are reduced after strengthening. At the middle of the test spans, nominal resisting ratio is increased by 27% and Service Load Carrying Capacity is increased by 44.6%, 48.9% of each span 1 and 2. In conclusion, this study indicates that the strengthening method using CAF is very effective to improve the deteriorated RC slab bridge designed with DB 18, to the DB 24 of the first class bridge design load.

• Journal of the Korean housing association
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• v.17 no.3
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• pp.61-69
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• 2006

Vertical vibrations on the slab of buildings are affected by types of vibration sources, transfer paths, and the material property and the size of members. Among these parameters, the vibration sources and the transfer path can not be controlled, but the property and the size of members can be controlled in the phase of design the members. In this study, the vibration responses according to the property and size of members were obtained by using a prediction program based on dynamic-stiffness matrix. Three parameters which are not usually considered as major factors for architecral planning were selected fur these analyses. They are the strength of materials, the thickness of wall and the thickness of slab. The ground vibration source located near a building was used as vibration input data in the analyses. This study has its originality on presenting appropriate property and size of structural members in order to reduce vertical vibration of slab in shear-wall structures. Analysing the results from the vibration estimation program according to the variations of parameters, the appropriate ratio among the sizes of structural members were proposed. From these results, the vibration level on the slab which is not constructed yet would be predicted and the vibration peak level can be reduced or shifted into the desirable frequency range. Therefore, the vertical vibration could be controlled in the phase of designing buildings.