• Journal of the Korea institute for structural maintenance and inspection
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• v.25 no.5
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• pp.173-181
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• 2021

Reinforced concrete structures are exposed to various environments, resulting in reinforcement corrosion due to moisture and ions penetration. Reinforced concrete corrosion causes a decrease in the durability performance of reinforced concrete structures. One solution to mitigate such issues is using FRP rebars, which offer several advantages such as high tensile strength, corrosion resistance, and light-weight than conventional rebars, in reinforced concrete instead of conventional steel rebars. The FRP rebar used should be examined at the limit state because FRP reinforced concrete has linear behavior until its fracture and can generate excessive deflection due to the low elastic modulus. It should be considered while designing FRP reinforced concrete for flexure. In the ultimate limit state, the flexural strength of FRP reinforced concrete as per ACI 440.1R is significantly lower than the flexural strength by applying both the environmental reduction and strength reduction factors accounting for the material uncertainty of FRP rebar. Therefore, in this study, the experimental results were compared with the deflection of the proposed effective moment of inertia referring to the local and international standards. The experimental results of GFRP and BFRP reinforced concrete were compared with the flexural strength as determined by ACI 440.1R and Fib bulletin 40. The flexural strength obtained by the experimental results was more similar to that obtained by Fib bulletin 40 than ACI 440.1R. The flexural strength of ACI 440.1R was conservatively evaluated in the tension-controlled section.

• Steel and Composite Structures
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• v.47 no.1
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• pp.91-102
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• 2023

To study the evaluation standard and control limit of mortar filling layer void length, in this paper, the train sub-model was developed by MATLAB and the track-bridge sub-model considering the mortar filling layer void was established by ANSYS. The two sub-models were assembled into a train-track-bridge coupling dynamic model through the wheel-rail contact relationship, and the validity was corroborated by the coupling dynamic model with the literature model. Considering the randomness of fastening stiffness, mortar elastic modulus, length of mortar filling layer void, and pier settlement, the test points were designed by the Box-Behnken method based on Design-Expert software. The coupled dynamic model was calculated, and the support vector regression (SVR) nonlinear mapping model of the wheel-rail system was established. The learning, prediction, and verification were carried out. Finally, the reliable probability of the amplification coefficient distribution of the response index of the train and structure in different ranges was obtained based on the SVR nonlinear mapping model and Latin hypercube sampling method. The limit of the length of the mortar filling layer void was, thus, obtained. The results show that the SVR nonlinear mapping model developed in this paper has a high fitting accuracy of 0.993, and the computational efficiency is significantly improved by 99.86%. It can be used to calculate the dynamic response of the wheel-rail system. The length of the mortar filling layer void significantly affects the wheel-rail vertical force, wheel weight load reduction ratio, rail vertical displacement, and track plate vertical displacement. The dynamic response of the track structure has a more significant effect on the limit value of the length of the mortar filling layer void than the dynamic response of the vehicle, and the rail vertical displacement is the most obvious. At 250 km/h - 350 km/h train running speed, the limit values of grade I, II, and III of the lengths of the mortar filling layer void are 3.932 m, 4.337 m, and 4.766 m, respectively. The results can provide some reference for the long-term service performance reliability of the ballastless track-bridge system of HRS.

• Journal of Korean Society of Environmental Engineers
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• v.34 no.7
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• pp.473-479
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• 2012

Water reuse has been highlighted as a representative alternative to solve the lacking water resource. This study carried out a study on the pipe corrosion and water quality change which can occur through the supply of reclaimed water, using a simulated reclaimed water distribution pipeline. Galvanized steel pipe (GSP), cast iron pipe (CIP), stainless steel pipe (STSP) and PVC pipe (PVCP) were used for the pipe materials. Reclaimed water(RW) and tap water(TW) were respectively supplied into simulated reclaimed water distribution pipelines. As a result of performing a loop test to supply reclaimed water to simulated reclaimed water distribution pipelines, the weight reduction of pipe coupons showed the sequence of CIP > GSP > STSP ${\approx}$ PVCP. In addition, reclaimed water showed a high corrosion rate comparing to that of tap water. In case of CIP, the initial corrosion rate showed 3.511 mdd(milligrams per square decimeter per day) for reclaimed water and 2.064 mdd for tap water and the corrosion rate for 90 days showed 0.833 mdd for reclaimed water and 0.294 mdd for tap water. Also in case of GSP, the initial corrosion rate showed 2.703 mdd for reclaimed water and 2.499 mdd for tap water and the corrosion rate for 90 days showed 0.349 mdd for reclaimed water and 0.248 mdd for tap water, which was a tendency similar to that appeared in CIP with a tendency to reduce the corrosion rate. As a result of water quality changes of reclaimed water at pipe materials to carry out the loop test, there was higher conversion ratio of ammonia into nitrate in CIP and GSP with higher corrosion rate than that in STSP and PVCP where no corrosion has occurred. The highest denitrification rate of nitrate could be observed from CIP with the most particles generated from corrosion. In CIP, it could be confirmed that there was MIC (Microbiologically Induced Corrosion) as a result of EDS (Energy Dispersive X-ray spectrometer System) analysis results.

• Journal of Korean Association for Spatial Structures
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• v.4 no.2 s.12
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• pp.89-97
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• 2004

The objective of this study is the development of a scheme and discrete optimum design algorithm, which is based on the genetic algorithm. The algorithm can perform both scheme and size optimum designs of plane trusses. The developed Scheme genetic algorithm was implemented in a computer program. For the optimum design, the objective function is the weight of structures and the constraints are limits on loads and serviceability. The basic search method for the optimum design is the genetic algorithm. The algorithm is known to be very efficient for the discrete optimization. However, its application to the complicated structures has been limited because of the extreme time need for a number of structural analyses. This study solves the problem by introducing the size & scheme genetic algorithm operators into the genetic algorithm. The genetic process virtually takes no time. However, the evolutionary process requires a tremendous amount of time for a number of structural analyses. Therefore, the application of the genetic algorithm to the complicated structures is extremely difficult, if not impossible. The scheme genetic algorithm operators was introduced to overcome the problem and to complement the evolutionary process. It is very efficient in the approximate analyses and scheme and size optimization of plane trusses structures and considerably reduces structural analysis time. Scheme and size discrete optimum combined into the genetic algorithm is what makes the practical discrete optimum design of plane fusses structures possible. The efficiency and validity of the developed discrete optimum design algorithm was verified by applying the algorithm to various optimum design examples: plane pratt, howe and warren truss.

• Applied Chemistry for Engineering
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• v.28 no.1
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• pp.101-111
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• 2017

Mineral carbonation is a technology in which carbonates are synthesized from minerals including serpentine and olivine, and industrial wastes such as slag and cement, of which all contain calcium or magnesium when reacted with carbon dioxide. This study aims to develop the mineral carbonation technology for commercialization, which can reduce environmental burden and process cost through the reduction of carbon dioxide using steel slag and the slag reuse after calcium extraction. Calcium extraction was conducted using NH4Cl solution for air-cooled slag and convert slag, and ${\geq}98%$ purity calcium carbonate was synthesized by reaction with calcium-extracted solution and carbon dioxide. And we conducted experimentally to minimize the quantity of by-product, the slag residue after calcium extraction, which has occupied large amount of weight ratio (about 80-90%) at the point of mineral carbonation process using slag. The slag residue was used to replace silica sand in the manufacture of cement panel, and physical properties including compressive strength and flexible strength of panel using the slag residue and normal cement panel, respectively, were analyzed. The calcium concentration in extraction solution was analyzed by inductively coupled plasma optical emission spectrometer (ICP-OES). Field-emission scanning electron microscope (FE-SEM) was also used to identify the surface morphology of calcium carbonate, and XRD was used to analyze the crystallinity and the quantitative analysis of calcium carbonate. In addition, the cement panel evaluation was carried out according to KS L ISO 679, and the compressive strength and flexural strength of the panels were measured.