• Proceedings of the KSR Conference
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• 2004.10a
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• pp.787-792
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• 2004

LRB(Lead rubber bearing) has small resistance force against slowly acting loadings such as temporal and creep loadings vice versa large resistance force against rapid loadings such as earthquake and braking loadings. By those mechanical characteristics, it has the advantage to reduce longitudinal load acting on abutments and piers, and moreover to in1prove the running stability of train by restricting the behavior of bridge under the required level. In this study, a stability evaluation method of CWR on the bridge with LRB is presented. Several parametric studies are carried to investigate how LRB contributes to the improvement of CWR stability.

• Journal of the Korea Concrete Institute
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• v.18 no.6 s.96
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• pp.711-720
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• 2006

The structural behavior of concrete girder in bridges constructed by free cantilever method is time-dependent due to creep and shrinkage of concrete. The constraint effects of longitudinal movement of concrete girders can introduce unfavourable moment into piers. This study is aimed at proposing a method to reduce the moment of piers in bridge constructed by free cantilever method. The method are systematically composed of time-dependent structural analysis of bridges and loading of control force during construction of bridge. Numerical analyses are carried out depending on the parameters such as amount of control force and flexibility of pier. Time-dependent structural behavior shows that moment of pier increases according as pier height decreases. Also, moment of pier decreases when control method are applied. Numerical result of the study represents that time-dependent moment of piers can be controlled effectively by employing the proposed method.

• Magazine of the Korea Concrete Institute
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• v.5 no.2
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• pp.181-188
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• 1993

In this study, a numerical method for the material nonlinear analysis of reinforced concrete shell structures including the time dependent effects due to creep and shrinkage is developed. Degenerate shell elements with the layered approach are used. The perfect or strain hardening plasticity model in compression and the linearly elastic model in tension until cracking for concrete are employed. The reinforcing bars are considered as a steel layer of equivalent thickness. Each :steel layer has an uniaxial behaviour resisting only the axial force in the bar direction. A bilinear idealization is adopted to model elasto-plastic stress-strain relationships. For the nonlinear anaysis, incremental load method combined with unbalanced load iterations for each load increment is used. To include time dependent effects of concrete, time domain is divided into several time steps which may have different length. Some numerical examples are presented to study the validity and applicability of the present method. The results are compared with experimental and numerical results obtained by other investigator.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.17 no.3
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• pp.251-259
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• 2004

The prediction accuracy of prestress plays an important role in the quality of maintenance and the decision on rehabilitation of infrastructure such as prestressed concrete bridges. In this paper, the Bayesian statistical method that uses in-situ measurement data for reducing the uncertainties or updating long-term prediction of prestress is presented. For Bayesian analysis, prior probability distribution is developed to represent the uncertainties of creep and shrinkage of concrete and likelihood function is derived and used with data acquired in site. Posterior probability distribution is then obtained by combining prior distribution and likelihood function. The numerical results of this study indicate that more accurate long-term prediction of prestress forces due to creep and shrink age is possible.

• Journal of Ocean Engineering and Technology
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• v.35 no.4
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• pp.266-272
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• 2021

Mooring systems are among the most important elements employed to control the motion of floating offshore structures on the sea. Considering the use of polymer material, a new method is proposed to address the creep characteristics rather than the method of using a tension load cell for measuring the tension of the mooring line. This study uses a synthetic mooring rope made from a polymer material, which usually consists of three parts: center, eye, and splice, and which makes a joint for two successive ropes. We integrate the optical sensor into the synthetic mooring ropes to measure the rope tension. The different structure of the mooring line in the longitudinal direction can be used to measure the loads with the entire mooring configuration in series, which can be defined as SMART (Smart Mooring and Riser Truncation) mooring. To determine the characteristics of the basic SMART mooring, a SMART mooring with a diameter of 3 mm made of three different polymer materials is observed to change the wavelength that responds as the length changes. By performing the longitudinal tension experiment using three different SMART moorings, it was confirmed that there were linear wavelength changes in the response characteristics of the 3-mm-diameter SMART moorings. A 54-mm-diameter SMART mooring is produced to measure the response of longitudinal tension on the center, eye, and splice of the mooring, and a longitudinal tension of 100 t in step-by-step applied for the Maintained Test and Fatigue Cycle Test is conducted. By performing a longitudinal tension experiment, wavelength changes were detected in the center, eye, and splice position of the SMART moorings. The results obtained from each part of the installed sensors indicated a different strain measurement depending on the position of the SMART moorings. The variation of the strain measurement with the position was more than twice the result of the difference measurement, while the applied external load increased step-by-step. It appears that there is a correlation with an externally generated longitudinal tensional force depending on the cross-sectional area of each part of the SMART mooring.

• Structural Engineering and Mechanics
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• v.11 no.6
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• pp.637-650
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• 2001

A structural analysis of cracked R.C. members under instantaneous or sustained loads and imposed displacements is presented. In the first part of the paper the problem of deriving feasible moment-curvature diagrams for a long term analysis of R.C. sections is approached in an exact way by using the Reduced Relaxation Function Method in state I uncracked and the method suggested by CEB in state II cracked. In both states the analysis of the main parameters governing the problem has shown that it is possible to describe the concrete creep behaviour in an approximate way by using the algebraic formulation connected to the Effective Modulus Method. In this way the calculations become quite simple and can be applied in design practice without introducing significant errors. Referring to continuous beams, the structural analysis is then approached in a general way, applying the Force Method and the Principle of Virtual Works. Finally, considering single members, the structural analysis is performed by means of a graphical procedure based on the application of feasible moment-rotation diagrams which allow to easily solve various structural problems and to point out the most interesting aspects of the long term behaviour of cracked R.C. members with rigid or elastically deformable redundant restraints.

• Journal of the Korean Society of Manufacturing Technology Engineers
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• v.19 no.6
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• pp.724-730
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• 2010

A load cell is a converter that generates voltage signals when a certain force is effected in a given direction. An essential measurement device for electronic scales that indicate weight by numbers. These load cells are being applied in various areas such as daily life, distribution, laboratory and industrial. Recently the study to manufacture load cells in a more simple method while increasing performance is being persisted. In this study based on the comparison of load cells manufactured through single surface processing using strain gauges. Those manufactured through dual surface processing using strain gauges. Ultimately persist a more simple method of load cell manufacturing while increasing its performance. The elements that were compared were linearity, hysteresis, creep and eccentricity which are short tenn performance factors. The conclusion was that single surface processing showed almost identical data as that of dual surface processing, and the load cell error rate(0.005%) also excess regulation. The manufacturing time was shortened while mass-production was possible. Which indicates a development in the weighing industry.

• JSTS:Journal of Semiconductor Technology and Science
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• v.2 no.4
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• pp.246-252
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• 2002

Two kinds of PZT cantilevers integrated with a piezoresistor have been newly designed, fabricated, and characterized for high speed AFM. In first cantilever, a piezoresistor is used to sense atomic force acting on tip, while in second cantilever, a piezoresistor is integrated to calibrate hysteresis and creep phenomena of the PZT cantilever. The fabricated PZT cantilevers provide high tip displacement of $0.55\mu\textrm{m}/V$ and high resonant frequency of 73 KHz. A new cantilever structure has been designed to prevent electrical coupling between sensor and PZT actuator and the proposed cantilever shows 5 times lower coupling voltage than that of the previous cantilever. The fabricated PZT cantilever shows a crisp scanned image at 1mm/sec, while the conventional piezo-tube scanner shows blurred image even at $180\mu\textrm{m}/sec$. The non-linear properties of the PZT actuator are also well calibrated using the piezoresistive sensor for calibration.

• Structural Engineering and Mechanics
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• v.77 no.5
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• pp.627-635
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• 2021

The speed of rail vehicles become higher and higher over two decades, and China has unveiled a prototype high-speed train in October 2020 that has been able to reach 400 km/h. At such high speeds, wheel-rail force items that had previously been ignored in common computational model should be reevaluated and reconsidered. Aiming at this problem, a new model for investigating the vehicle-bridge interaction at high moving speed is proposed. Comparing with the common model, the new model was more accurate and applicable, because it additionally considers the second-order pseudo-inertia forces effect and its modeling equilibrium position was based on the initial deformed curve of bridge, which could include the influences of temperature, pre-camber, shrinkage and creep deformation, and pier uneven settlement, etc. Taking 5 km/h as the speed interval, the dynamic responses of the classical vehicle-bridge system in the speed range of 5 km/h to 400 km/h are studied. The results show that ignoring the second-order pseudo-inertia force will underestimate the dynamic response of vehicle-bridge system and make the high-speed railway bridge structure design unsafe.

• Journal of the Korea Concrete Institute
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• v.23 no.6
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• pp.723-730
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• 2011

It is very important to experimentally evaluate concrete behavior at elevated temperature because aggregates make up approximately 80 percent of volume in concrete. In this study, an experiment to evaluate mechanical properties of normal weight and light weight concrete of 60 MPa was conducted. Based on loading level of 0, 20 and 40 percent, the tests of 28 days compressive strength, elastic modulus, thermal strain, total strain, and transient creep using ${\phi}100{\times}200mm$ cylindrical specimens at elevated temperature were performed. Then, the results were compared with CEB (Committes Euro-international du Beton) model code. The results showed that thermal strain of light weight concrete was smaller than normal weight concrete. Also, the results showed that compressive strength of light concrete at $700^{\circ}C$ was higher than normal weight concrete and CEB code, similar to that obtained at ambient temperature. Transient creep developed from loading at a critical temperature of $500^{\circ}C$ caused the concrete strains to change from expansion to compression. The transient creep test result showed that internal force was high when the ratio of shrinkage between concrete and aggregate was more influential than thermal expansion.