• Structural Engineering and Mechanics
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• v.64 no.5
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• pp.671-681
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• 2017

This study investigates the structural performance of 3D steel pipe rack suspended scaffolding systems. For the purpose, a standard full scale 3D steel pipe rack suspended scaffolding system considering two frames, two plane trusses, purlins and wooden floor is constructed in the laboratory. A developed load transmission system was placed in these experimental systems to distribute single loads to the center of a specific area in a step-by-step manner using a load jack. After each load increment, the displacements are measured by means of linear variable differential transducers placed in several critical points of the system. The tests are repeated for five different system conditions to determine the structural performance. The means of system conditions is the numbers of the tie bars which are used to connect plane trusses under level. Finite elements models of the 3D steel pipe rack suspended scaffolding systems considering different systems conditions are constituted using SAP2000 software to support the experimental tests and to use the models in future studies. Each of models including load transmission platform is analyzed under a single loading and the displacements are obtained. In addition, to calibrate the numerical models some uncertain parameters such as elasticity modulus of wooden floor and connection rigidity of purlins to plane trusses are assessed experimentally. The results of this work demonstrate that when increasing numbers of tie bars the displacement values are decreased. Also the results obtained from developed numerical models have harmony with those of experimental. In addition, the scaffolding system with two tie bars at the beginning and at the end of the plane truss has the optimum structural performance compared the results obtained for other scaffolding system conditions.

• Explosives and Blasting
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• v.25 no.2
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• pp.1-10
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• 2007

In this paper, the 1/5 scale models of the reinforced concrete colunms were designed and fabricated. The influence of the number of blasting holes on the exposed length of steel bars and vertical load was investigated. The relation between the length of steel bar and the number of blasting holes was examined by performing the blast tests considering the vertical load on the scaled reinforced concrete columns. Weight of scaled column models by blasting and that of exposed was compared with the number of blasting holes. Finally, based on the exposed length of steel bars and vertical load, the number of blasting holes were calculated. Results shows that the number of blasting holes calculated in this study are suitable for scaled structure models test by blasting demolition.

• Journal of the Korean Society for Heat Treatment
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• v.23 no.4
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• pp.191-197
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• 2010

Zr addition is known as effective method to improve the anisotropy of steel due to the elongated MnS inclusions which are observed in hot forged steels. The aim of this research is to investigate the effect of Zr addition on the mechanical properties and manganese sulphide morphology of 0.27%C-Cr-Mo plastic mold steel. The ingots were prepared by vacuum induction melting and forged to ${\Phi}35mm$ round bar. Forged bars were quenched and tempered at $560{\sim}640^{\circ}C$ for 1 hour. Jominy test, microstructual observation, tensile test and Charpy impact test were conducted. The morphology of MnS inclusions was changed by Zr addition. The shape of MnS inclusions was not so much lengthened and controlled not to be elongated by Zr inclusions which surround the MnS inclusions. Tensile strength and yield strength of the tempered steels were not nearly affected by the addition of Zr, but elongation and reduction of area were decreased. Especially, the toughness of Zr added steels was deteriorated with increasing of Zr content. From the results of this study, it is assumed that anisotropy of steels was improved by the addition of Zr. However, impact toughness of the steel was significantly decreased by the excessive Zr addition (over 0.066%).

• Journal of the Korea institute for structural maintenance and inspection
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• v.16 no.5
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• pp.68-77
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• 2012

The joint of existing steel grid composite deck is composed of lap splice of reinforcing bar with end hooks and field-placed concrete. In this study, bending tests of deck joint composed of concrete shear key and high tension bolts are carried out for the design variable, concrete shear key strengthened with steel plate or not, and test results are compared with flexural performance of the existing deck joint. Test results showed that the mechanical deck joint has about 30% ~ 60% more ultimate bending strength than the existing joint. According to analysis results of moment-curvature relationship, the initial bending stiffness of the existing deck joint is some higher than that of mechanical joint. But, after crack failure the structural performance of the existing deck joint is rapidly reduced. Furthermore, the deck joint with the strengthened shear key with steel plate has more bending moment capacity than the deck joint without strengthening. And strengthening of shear key has positive influence on the increase of bending stiffness.

• Journal of the Korea institute for structural maintenance and inspection
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• v.21 no.2
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• pp.1-12
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• 2017

In this study, It was purpose to provide preliminary data for extension of the applicability of deep corrugated steel plate composite members by steel grade and shear reinforcement method. From the result of flexural test on deep corrugated plates composite members using GR40 and SS590, positive moment capacity was increased about 28% by SS590 steel. But to change steel grade was proved to have insignificant effects for increasement of negative moment capacity. In the moment test result of same overlapping length, Increasement rate of positive and negative moment capacity was not significantly improved by increasing the number of bolt. It was estimated to be due to the characteristics of bolt connection such as distance between centers of bolts, edge distance of bolt. In the test result on the spacing of shear reinforcement, positive moment capacity was increased and deformation of negative moment was reduced as the distance decrease. In the test result on the shape of shear reinforcement, positive and negative moment resistance was increased about 2% ~ 7% by U shaped shear reinforcement. In conclusion It was estimated that moment capacity of deep corrugated steel plate composite members are depend on steel grade of deep corrugated steel plate, spacing of shear reinforcement and reinforcing bar.

• Information Systems Review
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• v.13 no.3
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• pp.15-26
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• 2011

RFID has substituted for a Bar Code to conduct real time data collection and data process in various fields including logistics, electronic, medical treatment, car, textile, steel industry at the business level. Although implementation and use of RFID has been facilitated constantly, the majority of businesses hesitate to implement RFID system. Hence in this study, we conducted a performance evaluation through quantitative/qualitative analysis on case studies in various industries. This study results could be utilized as basic data for RFID system diffusion, and it will primarily contribute to spread of RFID system implementation.

• Advances in concrete construction
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• v.9 no.3
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• pp.289-299
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• 2020

To investigate the long-term behavior of eccentrically loaded RC columns, which are more realistic in practice than concentrically loaded RC columns, long-term eccentric loading tests were conducted for 10 RC columns. Test parameters included concrete compressive strength, reinforcement ratio, bar yield strength, eccentricity ratio, slenderness ratio, and loading pattern. Test results showed that the strain and curvature of the columns increased with time, and concrete forces were gradually transferred to longitudinal bars due to the creep and shrinkage of concrete. The long-term behavior of the columns varied with the test parameters, and long-term effects were more pronounced in the case of using the lower strength concrete, lower strength steel, lower bar ratio, fewer loading-step, higher eccentricity ratio, and higher slenderness ratio. However, in all the columns, no longitudinal bars were yielded under service loads at the final measuring day. Meanwhile, the numerical analysis modeling using the ultimate creep coefficient and ultimate shrinkage strain measured from cylinder tests gave quite good predictions for the behavior of the columns.

• Journal of architectural history
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• v.4 no.2 s.8
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• pp.25-44
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• 1995

Bricks are the earliest man-made building materials. Small-size bar bricks were found in use in the Warring States Period(戰國時代) in China. During the Qin(秦) and the Han(漢) Dynasties, brick constructions were built on a larger scale, but most of them were tombs. In case of Korea, bricks were found in use in the Three Kingdoms Period, but also most of them were tombs. Starting from the Unified Silla Period(統一新羅時代), brick gradually became a universal practice to built Buddhist Pagodas with bar bricks. Brick pagodas emergence marked a stage where technological progress made it possible for man to built high-rise brick work, and their dvelopment further perfected masonry technique and enabled building technology to attain new heights. Though from the very start brick pagodas existed side by side with stone pagodas, at the enitial stage they were overshadowed by their wooden counterparts and stone counterparts, because masonry thechiques were then still rather primitive, while woodwork and stonework had already reached a fairly advaced stage. The pagodas in ancient Korea were closely related to the Chinese stupa, which consisted of three parts, namely, the base, the body and the spire. The fact was, soon after the stupas were introduced into Korea, the Korean stupas began to develop features of their own. Korean brick pagodas were made up of a single-storeyed square base, multi-storeyed square body with a small gate, and a steel post with several layers of lotus flower superimposed one on the other.

• KCI Concrete Journal
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• v.14 no.3
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• pp.102-110
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• 2002

Results of an experimental study on the pullout behavior of the headed reinforcement are presented. A total of 48 pullout tests was performed to evaluate pullout strengths and load-displacement behaviors in pullout of the headed bars. The square steel heads had gross area of 4 $A_{b}$ and thickness of $d_{b}$ The test program consisted of three pullout test groups: Simple and Edge pullout tests using plain concrete slabs, comparison of pullout performances between the standard hooks and the headed reinforcement, and pullout tests of headed reinforcement using reinforced concrete columns. Test variables included concrete strengths ( $f_{c}$' = 27.1MPa, 39.1MPa), reinforcing bar diameters (D16~D29), embedment depths (6 $d_{b}$~12 $d_{b}$), edge conditions, column reinforcement, and single-vs.-multiple bar pullout. Test results revealed that the heads effectively provided the pullout resistances of the deformed bars in tension. The load-displacement behaviors were similar between the 90-degree hooks and the headed reinforcement. When a multiple number of headed bars installed with small head-to-head spacings was pulled out, reinforcement designed to run across the concrete failure surface in a direction parallel to the headed bars helped improve the pullout performances of the headed reinforcement.t.ement.t.

• Journal of the Korean Society for Precision Engineering
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• v.17 no.4
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• pp.226-232
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• 2000

This paper develops a finite element model for studying the crashworthiness analysis of a mid-size truck. A simulation for a truck frontal crash to a rigid barrier using the model is performed with PAM-CRASH installed in super computer SP2. Full vehicle model is composed of 86467 shell elements, 165 beam elements and 98 bar elements, and 86769 nodes. The model uses four material model such as elastic, elastic-plastic(steel), rigid and elastic-plastic(rubber) material model which are in PAM-CRASH. Frame and suspension system are modeled with 28774 shell elements and 31412 nodes. Cab is modeled with 34680 shell elements and 57 beam elements, and 36254 nodes. Bumper is modeled with 2262 shell elements, and 2508 nodes. Axle, steering shaft, etc are modeled using beam or bar elements. Mounting parts are modeled using rigid bodies. Bodies are interconnected using nodal constrains or joint options. To verify the developed model, frontal crash test with 30mph velocity to a rigid barrier is carried out. In the crash test, vehicle pulse at lower part of b-pillar is measured, and deformed shapes of frame and driver seat area are photographed. Those measured vehicle pulse and photographed pictures are compared those from the simulation to verify the developed finite element model.