• 한국구조물진단유지관리공학회 논문집
• /
• 제25권6호
• /
• pp.199-208
• /
• 2021

3D 프린팅 콘크리트의 출력성능 및 부재 강도는 물시멘트비(Water cement ratio, W/C)와 레이어의 프린팅 시간 간격(Printing Time Gap, PTG)에 의하여 큰 영향을 받을 수 있다. 이 연구에서는 W/C와 PTG를 변수로 하여 제작된 프린팅실험체와 몰드 실험체의 표면수분량과 전단부착강도와의 관계를 측정·고찰하였으며, 그 결과, 레이어표면수분량이 전단부착강도에 큰 영향을 주는 것으로 나타났다. 따라서, 3D 프린팅 출력 시 요구되는 레이어 계면 전단부착성능을 확보하기 위해서는 PTG에 따라 적절한 레이어표면수분량이 유지될 수 있도록 유의해야 하며, 레이어표면수분량에 영향을 줄 수 있는 여러 가지 프린팅 환경인자들 대한 후속 연구도 필요할 것으로 판단된다.

• 한국도로학회논문집
• /
• 제20권1호
• /
• pp.87-95
• /
• 2018

PURPOSES : A geo-grid pavement, e.g., a stress-absorbing membrane interlayer (SAMI), can be applied to an asphalt-overlay method on the existing surface-pavement layer for pavement maintenance related to reflection cracking. Reflection cracking can occur when a crack in the existing surface layer influences the overlay pavement. It can reduce the pavement life cycle and adversely affect traffic safety. Moreover, a failed overlay can reduce the economic value. In this regard, the objective of this study is to evaluate the bonding properties between the rigid pavement and a SAMI by using the direct shear test and the pull-off test. The predicted fractural energy functions with the shear stress were determined from a numerical analysis of the moving average method and the polynomial regression method. METHODS : In this research, the shear and pull-off tests were performed to evaluate the properties of mixtures constructed using no interlayer, a tack-coat, and SAMI with fabric and without fabric. The lower mixture parts (describing the existing pavement) were mixed using the 25-40-8 joint cement-concrete standard. The overlay layer was constructed especially using polymer-modified stone mastic asphalt (SMA) pavement. It was composed of an SMA aggregate gradation and applied as the modified agent. The sixth polynomial regression equation and the general moving average method were utilized to estimate the interlayer shear strength. These numerical analysis methods were also used to determine the predictive models for estimating the fracture energy. RESULTS : From the direct shear test and the pull-off test results, the mixture bonded using the tack-coat (applied as the interlayer between the overlay layer and the jointed cement concrete) had the strongest shear resistance and bonding strength. In contrast, the SAMI pavement without fiber has a strong need for fractural energy at failure. CONCLUSIONS : The effects of site-reflection cracking can be determined using the same tests on cored specimens. Further, an empirical-mechanical finite-element method (FEM) must be done to understand the appropriate SAMI application. In this regard, the FEM application analy pavement-design analysis using thesis and bonding property tests using cored specimens from public roads will be conducted in further research.

• Steel and Composite Structures
• /
• 제31권6호
• /
• pp.591-600
• /
• 2019

Based on the energy-variational principle, a coupling vibration analysis model of high-speed railway simply supported beam bridge-track structure system (HSRBTS) was established by considering the effect of shear deformation. The vibration differential equation and natural boundary conditions of HSRBTS were derived by considering the interlayer slip effect. Then, an analytic calculation method for the natural vibration frequency of this system was obtained. By taking two simply supported beam bridges of high-speed railway of 24 m and 32 m in span as examples, ANSYS and MIDAS finite-element numerical calculation methods were compared with the analytic method established in this paper. The calculation results show that two of them agree well with each other, validating the analytic method reported in this paper. The analytic method established in this study was used to evaluate the natural vibration characteristics of HSRBTS under different interlayer stiffness and length of rails at different subgrade sections. The results show that the vertical interlayer compressive stiffness had a great influence on the high-order natural vibration frequency of HSRBTS, and the effect of longitudinal interlayer slip stiffness on the natural vibration frequency of HSRBTS could be ignored. Under different vertical interlayer stiffness conditions, the subgrade section of HSRBTS has a critical rail length, and the critical length of rail at subgrade section decreases with the increase in vertical interlayer compressive stiffness.

• 한국도로학회논문집
• /
• 제18권6호
• /
• pp.137-143
• /
• 2016

OBJECTIVES : Bituminous materials, such as tack coat, are utilized between pavement layers for improving the bond strength in pavement construction sites. The standards regarding the application of bituminous material are not clearly presented in the Korean construction guideline without RS(C)-4. Hence, the objective of this study is to determine the optimum content of bituminous materials by analyzing interlayer shear strength (ISS) from the direct shear tester, which was developed in this research. The shear strength of tack coat was defined with the sort of bituminous materials. METHODS : The mixtures for the shear test were made using marshall mix design. The specimens were vertically and horizontally separated for the direct shear test. The separated specimens were bonded using bituminous material. The objectives of the experiment are to determine the performance of bond and shear properties resulting from slippage, rutting, shovel, and corrugation of asphalt pavements. A machine based on the Louisiana interlayer shear strength tester (LISST) of NCHRP Report-712 was developed to determine the ISS. The applied types of tack coat were RS(C)-4, AP-3, QRS-4, and BD-coat with contents of $0.3{\ell}/m^2$, $0.45{\ell}/m^2$, $0.6{\ell}/m^2$, and $0.8{\ell}/m^2$, respectively. RESULTS : Table 2 gives the results of the direct shear test using the developed shear machine. The BD-coat type indicated the highest average ISS value compared to the others. Between the surface and binder course, optimum tack coat application rates for AP-3, RS(C)-4, QRS-4, and BD-Coat were $0.6{\ell}/m^2$, $0.3{\ell}/m^2$, $0.6{\ell}/m^2$, and $0.45{\ell}/m^2$, respectively. These optimum contents were determined using the ISS value. CONCLUSIONS : The ISS values of AP-3, RS(C)-4, and QRS-4 showed similar tendencies when ISS increased in the range $0.3{\sim}0.6{\ell}/m^2$, while ISS decreased when the applied rate exceeded $0.6{\ell}/m^2$. Similarly, the highest ISS value of the BD-coat was observed when the applied rate was $0.45{\ell}/m^2$. However, shear strength was similar to the maximum value of ISS when the tack-coat application rate of BD-Coat exceeded $0.45{\ell}/m^2$.

• Geomechanics and Engineering
• /
• 제31권6호
• /
• pp.557-571
• /
• 2022

Landslides are often triggered by weak interlayers initiated in tailings dam foundations, and hazards gradually occur. This is serious for landslides in high tailings dams due to their high potential energy. Tailing samples with a fine-grained interlayer at a set dip angle were prepared. Consolidated undrained (CU) triaxial shear tests were carried out by using a high-pressure triaxial apparatus. The results were compared with the results under a low confining pressure. Four reasons were summarized for high tailings dams more prone to instability than low dams. The shear strength of the samples with dipping interlayers decreases with increasing dip angle. An obvious straight drop in the stress path after the peak occurs in samples with dipping interlayers at an angle of 60°. The effect of the interlayer on the mechanical behaviour of tailings is very sensitive, especially for the sample with a dipping interlayer at an angle of 60°. Shear slipping along the interlayer should be given more attention in tailings dams. Compared with the results under low confining pressure, the stress decreases continuously for the samples with dipping interlayers at large angles under high confining pressure. The positive pore pressure, which reduces the effective stress, occurred in tailings samples under high confining pressure. The residual strength of tailings under high confining pressure is smaller than that under low confining pressure. These factors increase the dam break risk and the disaster impact for high tailings dams.

• Journal of Welding and Joining
• /
• 제21권2호
• /
• pp.64-69
• /
• 2003

The bonding phenomena and mechanical property of duplex stainless steel during brazing have been investigated. The UNS32550 was used for base metal, and the MBF50 was used for insert metal. Brazing was carried out under the various conditions (brazing temperature : 1473K, 1498K, holding time : 0∼1.8ks). There were various microconstituents in the bonded interlayer because of reaction between liquid insert metal and base metal. In the early stage of brazing, BN is formed in the bonded interlayer and base metal near the bonded layer. Cr made is formed in the bonded interlayer. The amount of BN and Cr nitrides decrease with the increase of bonding temperature and holding time. Superior shear strength of 550MPa is obtained by restraining the formation of nitrides. (Received January 17, 2003)

• 한국도로학회논문집
• /
• 제17권3호
• /
• pp.35-47
• /
• 2015

PURPOSES : A tack coat has been utilized to increase the bond performance between the surface layer and base course (intermediate course) at various road pavement sites. This is similarly true in other nations. Based on this connection, the objective of the present study is to evaluate the properties of hot mix asphalt (HMA) mixtures with an RSC-4 or BD-Coat and determine the application rate of the tack coat. METHODS : The HMA specimens were manufactured using superpave gyratory compaction. The HMA mixtures were composed of a 5-cm thick surface layer and a 10-cm thick base course. An impact hammer resonance test (IHRT) and a static load shear test were conducted to evaluate the performance of the HMA mixtures with a tack coat. From these tests, the dynamic moduli related to the high-frequency resistance and interlayer shear strength (ISS) of HMA could be obtained. RESULTS : The results of the dynamic moduli of HMA are discussed based on the resonance frequency (RF). To check the accuracy of the IHRT, we conducted a coherence analysis. A direct shear test using the application of a static load test was carried out to evaluate the interlayer shear strength (ISS) of HMA. CONCLUSIONS : The maximum ISS was demonstrated at an RSC-4 application rate of 462 gsm, and the maximum dynamic modulus was demonstrated at an RSC-4 application rate of 306 gsm. By averaging the results of the ISS, the maximum ISS values were obtained when a BD-Coat application rate of 602 gsm was applied.

• 한국세라믹학회지
• /
• 제30권7호
• /
• pp.549-556
• /
• 1993

Interfacial shear strength plays an important role in determining the mechanical properties of a fiber-reinforced ceramic composites. In this study, the effect ofinterlayer thickness on mechanical properties of Nicalon-fiber-reinforced SiC composites fabricated via polymer solution infiltration/chemical vapor infiltration (PSI/CVI) was studied. It was found that the flexural strength and fracture toughness of the composites were increased with the interlayer thickness and showed maximum value at the interlayer thickness of 0.66${\mu}{\textrm}{m}$. Typical flexural strength and fracture toughness of Nicalon-fiber-reinforced SiC composites with interlayer thickness of 0.66${\mu}{\textrm}{m}$ were 391.7$\pm$34.6MPa and 15.1$\pm$1.8MPa.m1/2, respectively.

• 한국도로학회:학술대회논문집
• /
• 한국도로학회 2005년도 춘계학술대회 논문집
• /
• pp.21-26
• /
• 2005

• Steel and Composite Structures
• /
• 제46권1호
• /
• pp.93-105
• /
• 2023

This paper examines a high-speed railway CRTS-II ballastless track-bridge system. Using the stationary potential energy theory, the mapping analytical solution between the bridge deformation and the rail vertical geometric irregularity was derived. A theoretical model (TM) considering the nonlinear stiffness of interlayer components was also proposed. By comparing with finite element model results and the measured field data, the accuracy of the TM was verified. Based on the TM, the effect of bridge deformation amplitude, girder end cantilever length, and interlayer nonlinear stiffness (fastener, cement asphalt mortar layer (CA mortar layer), extruded sheet, etc.) on the rail vertical geometric irregularity were analyzed. Results show that the rail vertical deformation extremum increases with increasing bridge deformation amplitude. The girder end cantilever length has a certain influence on the rail vertical geometric irregularity. The fastener and CA mortar layer have basically the same influence on the rail deformation amplitude. The extruded sheet and shear groove influence the rail geometric irregularity significantly, and the influence is basically the same. The influence of the shear rebar and lateral block on the rail vertical geometric irregularity could be negligible.