• Journal of the Korean Society of Safety
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• v.31 no.3
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• pp.82-88
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• 2016

Ballasted gravel will be damaged or worn by the repetitive train load. And these damages of ballast gravel could be increased by increasing vehicle speed. Therefore, various techniques for reducing the ballast pressure have been proposed, such as the attached pad type of sleeper bottom for ballasted track. In this study, spring stiffness test method were proposed to evaluate the performance of under sleeper pad for ballasted track. Standard ballast plate(SBP) was developed to simulate the ballast gravel and compared with the foreign test results. Experimental results showed a trend similar to the previous studies according to various loading plate type. specimen type(Type A, Type B) differences in spring stiffness according to hardness were not significant. Also, the FSP (Flat steel plate) - shaped jig is about 80% of the spring stiffness was greater than SBP. Therefore, to evaluate the actual spring stiffness of under sleeper pad for ballasted track, it was important to adopted the appropriate spring stiffness test method using the SBP to simulate actual field conditions.

• Tribology and Lubricants
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• v.12 no.2
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• pp.55-64
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• 1996

Frictional characteristics with the change of loading method and normal stiffness at dry sliding surfaces were experimentally and theoretically evaluated in this study. For the study, a ball-on-disk typed test rig was built and implemented, which allowed a proper selection of loading mechanism and normal stiffness of the test rig. Loading method were varied from dead weight to pneumatic cylinder and spring loading, and the normal stiffness was varied by a spring of different stiffness. Test results showed that frictional characteristics at various loading methods were different even though the operating variables were the same. Discrepancy in the frictional characteristics, such as coefficient of friction and fluctuation in the normal load, were explained by the change in dynamic parameters of the test rigs. Results also showed that coefficient of friction, which defines as a ratio of frictional force divided a normal load, could be differently evaluated in the calculation when fluctuation in the normal load was significant.

• Proceedings of the Korean Society of Machine Tool Engineers Conference
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• 2001.04a
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• pp.149-154
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• 2001

This paper presents the experimental study of the static stiffness for the BT Shank(7/24 Long Taper) and the HSK Tool Shank(1/10 Short taper). The static stiffness test was performed under different experimental conditions. The results obtained are as follows ; As known in the analysis results of the Load-Deflection diagram of the 7/24 Test tool shank, it is turned out that the diagram is a linear characteristics without regard to axial drawing force and according as the axial drawing force get to the 6kN, the static stiffness of the shank increase linearly. Thus the effective axial drawing force which maintains the static stiffness of the Main spindle taper of Machine Tool is larger than 6kN. It is found that the Load-Deflection diagram with 6kN of drawing force in the 1/10 Test tool shank is characterized by non-linear. But according as the axial drawing force is increasing by the 8kN, the diagram is characterized by linear. And increasing amount of deflection is about 60%. Therefore commendable axial drawing force is larger than 8kN. As a result, considering that the actual drawing force of the Machining Center is about 1300kgf and axial drawing force 12kN is equivalent amount as a 1220kgf, it is turned out that 1/10 Test tool shank superior to 7/24 Test tool shank in the static stiffness.

• Transactions of the Korean Society of Machine Tool Engineers
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• v.10 no.6
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• pp.15-20
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• 2001

This paper presents the experimental study of the static stiffness for the BT shank(7/24 long taper) and the HSK tool shank(1/10 short taper) in the main spindle taper of machine tool. The static stif71ess test was performed under different experimental conditions. It is turned out that the effective axial drawing force is larger than 6kN in the 7/24 test tool shank and BkN in the 1/10 test tool shank. As a test result, considering that the actual drawing force of the machining center is about 1300k2f and axal drawing force 12kN is equivalent amount as a 1220kgf, it is turned out that 1/10 test tool shank superior to 7/24 test tool shank in the static stiffness.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.29 no.4 s.235
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• pp.563-569
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• 2005

This paper develops a finite element model of a cabover type large truck. The finite element model is for evaluating torsional stiffness of the frame of the large truck. The torsional test of the frame is conducted in order to validate the developed finite element model. A load cell is used to measure the load applied to the frame. An angle sensor is used to measure the torsional angle. An actuator is used to apply a load to the frame. A vertical upward load and a vertical downward load are applied to the frame in the torsional test. The frame's torsional stiffness is computed with the measured load and torsional angle in the torsional test. The finite element model of the large truck includes cab, deck and payload, suspension, and tire. Cab, deck, and suspension are modeled not to affect the frame's torsional stiffness. The simulation is performed with the developed finite element model for evaluating the frame's torsional stiffness. The simulation results show a very good correlation with the torsional test results in the tendency of changing of the frame's torsional stiffness not only with the direction of the applying load but also with the amount of the applying load. In addition, the simulation results predict the measured torsional stiffness of the frame with about $5{\%}$ error.

• Proceedings of the Korea Concrete Institute Conference
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• 2006.11a
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• pp.125-128
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• 2006

Many research have been carried out concerned with the flexural performance of FRP composite in a various ways. Most of them, however, have used a small-scale specimen, so haven't been fully verified by full-scale model test. In this study, a full-scale RC beam model test for flexural strengthening with CFRP composites has been performed in order to verify test results obtained through a series of small-scale model test with respect to FRP stiffness affecting strengthening performance in the previous studies. A total of 4 specimens have been manufactured including control beam. The specimens strengthened with CFRP composites consist of 3 different CFRP stiffness with 2 types of CFRP composite. Consequently, the purpose of this study is to estimate influence of the size effect of specimens and FRP stiffness on the flexural performance. As a result, the effective strain of FRP composite is inversely proportional to FRP stiffness and ensures the same performance with small-scale model test.

• International Journal of Railway
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• v.8 no.2
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• pp.50-54
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• 2015

The primary function of the trackbed in a conventional railway track system is to decrease the stresses in the subgrade to be in an acceptable level. A properly designed trackbed layer performs this task adequately. Many design procedures have used assumed and/or are based on critical stiffness values of the layers obtained mostly in the field to calculate an appropriate thickness of the sublayers of the trackbed foundation. However, those stiffness values do not consider strain levels clearly and precisely in the layers. This study proposes a method of computation of stiffness that can handle with strain level in the layers of the trackbed foundation in order to provide properly selected design values of the stiffness of the layers. The shear modulus values are dependent on shear strain level so that the strain levels generated in the subgrade in the trackbed under wheel loading and below plate of Repeated Plate Bearing Test (RPBT) are investigated by finite element analysis program ABAQUS and PLAXIS programs. The strain levels generated in the subgrade from RPBT are compared to those values from RC (Resonant Column) test after some consideration of strain levels and stress consideration. For comparison of shear modulus G obtained from RC test and stiffness moduli $E_{v2}$ obtained from RPBT in the field, many numbers of mid-size RC tests in laboratory and RPBT in field were performed extensively. It was found in this study that there is a big difference in stiffness modulus when the converted $E_{v2}$ values were compared to those values of RC test. It is verified in this study that it is necessary to use precise and increased loading steps to construct nonlinear curves from RPBT in order to get correct $E_{v2}$ values in proper strain levels.

• Journal of International Academy of Physical Therapy Research
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• v.9 no.2
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• pp.1486-1489
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• 2018

This study aimed to investigate the influence of walking on crural muscle tone and stiffness in individuals with bilateral pronated foot. This study consisted of 16 healthy male. Subjects were divided into a pronated foot group (n = 8) and a normal foot group (n = 8). The navicular drop test on both foot and muscle tone and stiffness in tibialis anterior muscle, medial gastrocnemius muscle, and peroneus longus muscle of both lower extremities were measured before and after 30 min of walking. In this study, the measured navicular drop test before walking was significantly different between pronated foot group and a normal group(p < .05). After 30 min of walking, significantly, increased medial gastrocnemius muscle stiffness of the non-dominant leg was found in the pronated foot group (p < .05). However, there was no significant difference in medial gastrocnemius muscle stiffness between the two groups (p > .05). Based on this study, pronated foot needs to be managed to prevent the abnormally increased medial gastrocnemius muscle stiffness.

• Steel and Composite Structures
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• v.42 no.4
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• pp.477-487
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• 2022

The shear stiffness of headed-stud shear connectors has no unified definition due to the nonlinear characteristics of its load-slip relationship. A unified framework was firstly adopted to develop a general expression of shear load-slip equation for headed-stud shear connectors varying in a large parameter range based on both force and energy balance. The pre- and post-yield shear stiffness were then determined through bilinear idealization of proposed shear load-slip equation. An updated and carefully selected push-out test database of 157 stud shear connectors, conducting on studs 13~30mm in diameter and on concretes 30~180 MPa in cubic compressive strength, was used for model regression and sensitivity analysis of shear stiffness. An empirical calculation model was also established for the stud shear stiffness. Compared with the previous models through statistical analysis, the proposed model demonstrates a better performance to predict the shear load-slip response and stiffness of the stud shear connectors.

• Steel and Composite Structures
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• v.34 no.4
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• pp.499-509
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• 2020

The purpose of this paper is to investigate the degradation law of stiffness of steel-concrete composite beams after certain fatigue loads. First, six test beams with stud connectors were designed and fabricated for static and fatigue tests. The resultant failure modes under different fatigue loading cycles were compared. And an analysis was performed for the variations in the load-deflection curves, residual deflections and relative slips of the composite beams during fatigue loading. Then, the correlations among the stiffness degradation of each test beam, the residual deflection and relative slip growth during the fatigue test were investigated, in order to clarify the primary reasons for the stiffness degradation of the composite beams. Finally, based on the stiffness degradation function under fatigue loading, a calculation model for the residual stiffness of composite beams in response to fatigue loading cycles was established by parameter fitting. The results show that the stiffness of composite beams undergoes irreversible degradation under fatigue loading. And stiffness degradation is associated with the macrobehavior of material fatigue damage and shear connection degradation. In addition, the stiffness degradation of the composite beams exhibit S-shaped monotonic decreasing trends with fatigue cycles. The general agreement between the calculation model and experiment shows good applicability of the proposed model for specific beam size and fatigue load parameters. Moreover, the research results provide a method for establishing a stiffness degradation model for composite beams after fatigue loading.