• Journal of the Korea Concrete Institute
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• v.21 no.1
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• pp.65-74
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• 2009

Glass fiber reinforced polymer (GFRP) bars are sometimes used when corrosion of conventional reinforcing steel bar is of concern. In this study, a total of 36 beams and one-way slabs reinforced using GFRP bars were tested in flexure. Four different GFRP bars of 13 mm diameter were used in the test program. In most test specimens, the GFRP bars were lap spliced at center. All beams and slabs were tested under 4-point loads so that the spliced region be subject to constant moment. Test variables were splice lengths, cover thicknesses, and bar spacings. No stirrups were used in the spliced region so that the tests result in conservative bond strengths. Average bond stresses that develop between GFRP bars and concrete were determined through nonlinear analysis of the cross-sections. An average bond stress prediction equation was derived utilizing two-variable linear regression. A splice length equation based on 5% fractile concept was then developed. As a result of this study, a rational equation with which design splice lengths of the GFRP bars can be determined, was proposed.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.38 no.5
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• pp.559-566
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• 2014

Plasma coatings have been conducted to improve the mechanical properties of thermal resistance, wear resistance, corrosion resistance and thermal shock with respect to Great-Bar which is used as a carrier device for ironstone sintering under $700^{\circ}C$. The surface coatings on the upper side of the Great-Bar exposed on extreme environments of high temperature, severe wear, corrosion and thermal shock extended the life time due to the barrier coating layer. $Al_2O_3$, $Cr_2O_3$, WC coatings were applied to Great-Bar and their mechanical and chemical properties are analyzed by several experimental tests such as thermal resistance, wear resistance, corrosion resistance and thermal shock resistance. It shows excellent advantages with respect to wear, thermal shock and corrosion.

• Journal of the Korea Concrete Institute
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• v.17 no.1 s.85
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• pp.43-49
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• 2005

In the concrete structures, the magnitude and distribution of the temperature due to the heat of hydration are related to the thermal properties of each component composed of the concrete, the initial temperature, the type of formwork, and the ambient temperature of exposed surfaces. Even though the reinforcing steel bar has completely different thermal properties, it has been excluded. In the thermal analysis on the concrete structures. In this study, finite element analysis was performed on the concrete structures including the reinforcing steel in order to investigate their effect on temperature and stress distribution due to the heat of hydration. As the steel ratio increased, the maximum temperature and the internal-external temperature difference decreased by 32.5% and 10%, respectively. It is clear that the inclusion of reinforcing steel bars on the heat of hydration analysis is indispensable to obtain realistic solutions for the prediction of the maximum temperature and stresses

• Proceedings of the Korea Concrete Institute Conference
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• 2008.11a
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• pp.685-688
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• 2008

Concrete is strong on the compressive property, but weak on the tensile and flexural properties. To improve these problems, the reinforcing bar is used in concrete. But porous concrete with steel fiber has a weak point when exposed to air, because porous concrete has the vast continuous void on its inside and steel fiber is easily rusted by air. For these reasons, this study investigated the void ratio, compressive strength, bending strength and bending toughness as steel fiber mixing ratio and target void ratio. From test results, actual void ratio and strength properties increased as the mixing ratio of steel fiber increase. In case the mixing ratio of steel fiber over the fixed ratio, strength is decreased. And from the toughness evaluation, compared to the porous concrete which isn't mixed with steel fiber, the deflection variation efficiency is remarkably improved. Consequently we can confirm the possibility of porous concrete with steel fiber for the secondary product and pavement material to improve strength and bending resistance efficiency.

• Journal of Korean Society of Steel Construction
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• v.14 no.1
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• pp.79-85
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• 2002

Recently, prestressed H-Beam bridges with external unbonded Tendons are increasingly built. The mechanical behavior of prestressed steel H-beams is different from that of normal bonded PSC beams in a point of the slip of tendons at deviators and the change of tendon eccentricity that occurs, when service load are applied in external unbonded steel H-beams. The concept of prestressing steel structures has been widely considered, in spite of long and successful history of prestressing concrete members. In the study, The flexural test on prestressed steel H-beams has been performed in the various aspects of prestressed H-beam including the tendon type and profile. The load was plotted against the deflection and the strain respectively in the steel beam and prestressing bars. The value expected with the equation of internal force equilibrium and compatibility between the deflection of the bars and the H-beam was found to correlate well with the measured data.

• Advances in concrete construction
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• v.14 no.1
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• pp.45-55
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• 2022

In this article, the flexural and shear capacity of ultra-high-performance fiber-reinforced concrete beams (UHPFRC) using two kinds of rebars, including GFRP and steel rebars, are experimentally investigated. For this purpose, six UHPFRC beams (250 × 300 × 1650 mm) with three reinforcement ratios (ρ) of 0.64, 1.05, and 1.45 were constructed using 2% steel fibers by volume. Half of the specimens were made of UHPFRC reinforced with GFRP rebars, while the other half were reinforced with conventional steel rebars. All specimens were tested to failure in four-point bending. Both the load-deformation at mid-span and the failure pattern were studied. The results showed that utilizing GFRP bars increases the flexural strength of UHPFRC beams in comparison to those made of steel bars, but at the same time, it reduces the post-cracking strain hardening. Furthermore, by increasing the percentage of longitudinal bars, both the post-cracking strain hardening and load-bearing capacity increase. Comparing the experiment results with some of the available equations and provisions cited in the valid design codes reveals that some of the equations to predict the flexural strength of UHPFRC beams reinforced with conventional steel and GFRP bars are reasonably conservative, while Khalil and Tayfur model is un-conservative. This issue makes it essential to modify the presented equations in this research for predicting the flexural strength of UHPFRC beams using GFRP bars.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.29 no.5C
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• pp.199-206
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• 2009

This paper presents full scale model tests on the various types of model piles carried out to estimate the behavior of laterally loaded steel-concrete composite piles. Subgrade-reaction spring system was developed to simulate the reaction of ground in laboratory condition. In addition, lateral behavior of piles under working load condition was estimated using composite loading system, which is available for independent loading in vertical and horizontal direction. Steel-concrete composite piles showed higher efficiency in lateral resistance rather than drilled shaft made of reinforced concrete. The lateral resistance of composite pile was larger than the summation of steel pile and concrete pile due to the composite effect by steel casing. The effect of shear key or strength of concrete on the behavior of composite pile was examined. The substitution of reinforcing bar by steel casing was also investigated.

• Journal of Ocean Engineering and Technology
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• v.2 no.2
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• pp.112-121
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• 1988

A study on friction welding of carbon steel bar (SM45C) to chrome molybedenum steel bar(SCM4) is examined experimentally through tensile test, hardness test, microstructure test and fatigue test. so, this paper deals with optimizing the welding concitions and analyzing various mechanical properties about friction welds of SM45C to SCM4 steel bars. The results obtained are summarized as follows; 1) For friction welded joints of SM45C to SCM4 steel bars, the total upset(U)increases linearly with an increase of heating time ($t_{1}$) till 6s. 2) The determined optimum welding conditions are heating time ($t_{1}$)2s, upsetting time($t_{2}$), 3s, heating pressure($p_{1}$), 4kgf/$mm^{2}$(39.2MPa), upsetting pressure($p_{2}$, 8kgf/mm$^{2}$(78.4MPa) and rotating speed(N), 2, 000rpm when the total upset(U) is 3.4mm, resulting in a computed relationship between the joint tensile strength .sigma.$_{t}$ (kgf/mm$^{2}$and the total upset U(mm); .sigma.$_{t}$ =$0.21U^{3}$ - $3.38U^{2}$ +17.03U + 66.00 3) As the elongation is increased more and more, the fracture position becomes away from weld interface and the fractures are similar to those of SM45C. Fracture is taken place on SM45C side. 4) The weld interface of two dissimilar materials is mixed strongly, and the heat affected zone is about 2.0mm at SM45C while about 2.7 mm at SCM4 side. Therefore, the welded zone and heat affected zone are very narrow, comparing with those of the joints welded by the other welding methods. 5) The fatigue strengths at N=10$^{6}$ cycles of SM45C, SCM4 and friction welded joints are 23kgf/$mm^{2}$, 33kgf/$mm^{2}$(220.5 MPa), and 22.5kgf/$mm^{2}$(220.5MPa) respectively, and fracture at friction welded joint takes place at the side of SM45C. 6) The hardness of the friction weld interface is 3 times higher than that of base metal. 7) Fatigue strength of friction welded joint is higher than that of base metal. 8) Notch sensitivity factor of friction welded joint is lower than that of base metal.

• Journal of the Korea Concrete Institute
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• v.25 no.1
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• pp.53-61
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• 2013

A new deformation of reinforcing bar in coils was proposed to improve a machinability of straightening process, which has crescent-shaped transverse ribs with an inclination angle of 50 degrees, a crest width of $0.15d_b$, and a flank inclination of 55 degrees. The proposed deformation can increase contact area between a surface of re-bar and a groove of a roller during a straightening process and, therefore, it might reduce a damage of ribs, improve a final straightness, and enhance an efficiency of the straightening process. Splice tests were conducted to evaluate bond strengths of three types of re-bar in coils including the proposed re-bar, of which the inclination angles of transverse ribs were 50, 60, and 90 degrees, respectively. Test results show that the re-bars in coils have higher bond strengths than predicted strengths by equations of Orangun et al., ACI 408, and KCI by at least 10%. Correlation coefficients of bond strengths between a straight bar and re-bars in coils are 0.94 and more. Consequently, equations of the KCI code for determining development and splice lengths can be applied to the tested re-bars in coils.

• Composites Research
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• v.33 no.6
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• pp.360-364
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• 2020

Although research and development of existing steel-made Cowl Cross Member(CCM) was carried out with magnesium and plastic to make vehicles lighter, it is difficult to apply them to performance problems in the vehicle's mounting condition. Recently, the company is conducting research on the injection CCM of the composite insert as a lightweight component that is most suitable for mass-production of automotive parts. This is a manufacturing process that inserts composite injection bracket parts into aluminum bar, and the adhesion of the two parts is one of the important factors considering the vehicle's mounting conditions. In this study, the joint strength of Aluminum bar is one of the important factors as a study for the injection of aluminum bar into PA6-GF60 composite material. For the analysis of these research, the method of spraying adhesive to the aluminum bar and the case of knurling treatment have been analyzed and the bonding strength of the direction of rotation and lateral direction has been analyzed for each part between the aluminum bar of the cowl cross member and the shape of the injection component of composite materials.