• Transactions of the Korean Society of Mechanical Engineers
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• v.14 no.3
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• pp.603-609
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• 1990

Detection and non-propagating cracks of small fatigue crack for smooth and pre-cracked specimens were examined in a carbon steel. The fretting oxide induced crack closure triggered by the roughness induced crack closure has an important role in determing the length. The fatigue limit for the with no cracks or with a short pre-crack is lower at R=-1 than that at R=0. A non-propagating crack are quite different between points near the specimen's surface and those of deepest penetration.

• Journal of the Microelectronics and Packaging Society
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• v.8 no.3
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• pp.25-30
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• 2001

The stress intensity factors for edge cracks located at the bonding interface between the semiconductor chip and the adhesive layer subjected to a uniform transverse tensile strain are investigated. Such cracks might be generated due to a stress singularity in the vicinity of the free surface. The boundary element method (BEM) is employed to investigate the behavior of interface stresses. The amplitude of complex stress intensity factor depends on the crack length, but it has a constant value at large crack lengths. The rapid propagation of interface crack is expected if the transverse tensile strain reaches a critical value.

• Proceedings of the KIEE Conference
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• 1999.07a
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• pp.220-222
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• 1999

This paper presents a numerical analysis of the eddy current testing with cracked pipe using finite element method (FEM). ${\vec{A}},\;{\phi}-{\vec{A}}$ method is adopted for the formulation of 3-dimensional(3-D) FEM with the brick element. The cracks investigated here are the inner and outer surface of axial symmetry, 90 degree circular one. The algorithm of 3-D numerical analysis is employed for the axisymmetric pipe with the cracks. In order to verify the validity of 3-D numerical analysis, the results are compared with those of 2-D analysis with the same type of the model. The differential impedance is obtained by using energy method and its locus are various 8-shaped curves for each cracks. The ICCG method is used for the calculation of a matrix.

• Proceedings of the Korean Institute of Building Construction Conference
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• 2014.11a
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• pp.9-10
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• 2014

Cracks on the surface of latex-modified concrete using ready mix concrete (R-LMC) are attributable to its sensitivity to air temperature, relative humidity and wind velocity. Insufficient curing under the windy condition causes plastic shrinkage cracks. The cracked areas should be replaced to prevent development of larger cracks. This paper investigated how the vibration resulted from crushing concrete for replacement of the partial cracked area affects bond strength of R-LMC at early age. To analyze bond strength of R-LMC, the commercial Finite Element (FE) program, ABAQUS Standard/Implicit version 6.12 was used, and bond strength was tested by ASTM C1583-04. The real vibration was applied to this FE model using an acceleration measurement equipment.

• Bulletin of the Society of Naval Architects of Korea
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• v.9 no.2
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• pp.33-42
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• 1972

This paper was studied on the behavior, crack formation and propagation of slip bands on low carbon steel which was heat-treated in three conditions in order to change metallic structure. The specimens were tested by rotating bending fatigue testing machine and also observed the variations of grains by microscope. From the test results it was clear that fatigue endurance limit and life of low carbon steel were more increased in contrast with the case that the grain size of specimen was more decreased. Slip bands developed at oil-quenched specimen and furnace-cooled specimen. Formed cracks in the first one or two grains below the surface were approximately "planar" type, there after they followed "wavy" type. It was also found that cracks at 30% higher stress than fatigue limit were usually developed inter-granular, and cracks at 12% higher stress than fatigue limit were propagated meandering path, partly trans- and partly inter-grandular.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.14 no.3
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• pp.309-315
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• 2001

The Stress intensity factors for edge cracks located at the bonding interface between the elastic semiconductor chip and the viscoelastic adhesive layer have been investigated. Such cracks might be generated due to stress singularity in the vicinity of the free surface. The domain boundary element method(BEM) has been employed to investigate the behavior of interface stresses. The overall stress intensity factor for the case of a small interfacial edge crack has been computed. The magnitude of stress intensity factors decrease with time due to viscoelastic relaxation.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.34 no.5
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• pp.629-635
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• 2010

An SGBEM (symmetric Galerkin boundary element method)-FEM alternating method has been proposed by Nikishkov, Park and Atluri. This method can be used to obtain mixed-mode stress intensity factors for planar and nonplanar three-dimensional cracks having an arbitrary shape. For field applications, however, it is necessary to verify the accuracy and consistency of this method. Therefore, in this study, we investigate the effects of several factors on the accuracy of the stress intensity factors obtained using the abovementioned alternating method. The obtained stress intensity factors are compared with the known values provided in handbooks, especially in the case of internal and external circumferential semi-elliptical surface cracks. The results show that the SGBEM-FEM alternating method yields accurate stress intensity factors for three-dimensional cracks, including internal and external circumferential surface cracks and that the method can be used as a robust crack analysis tool for solving field problems.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.26 no.2
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• pp.380-386
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• 2002

Damage behaviors induced in silicon carbide by an impact of particle having different material and size were investigated. Especially, the influence of the impact velocity of particle on the cone crack shape developed was mainly discussed. The damage induced by spherical impact was different depending on the material and size of particles. Ring cracks on the surface of specimen were multiplied by increasing the impact velocity of particle. The steel particle impact produced larger ring cracks than that of SiC particle. In the case of high velocity impact of SiC particle, radial cracks were produced due to the inelastic deformation at the impact site. In the case of the larger particle impact, the damage morphology developed was similar to the case of smaller particle one, but a percussion cone was farmed from the back surface of specimen when the impact velocity exceeded a critical value. The zenithal angle of cone cracks developed into SiC material decreased monotonically with increasing of the particle impact velocity. The size and material of particle influenced more or less on the extent of cone crack shape. An empirical equation, $\theta$= $\theta$$\sub$st/, v$\sub$p/(90-$\theta$$\sub$st/)/500 R$\^$0.3/($\rho$$_1$/$\rho$$_2$)$\^$$\frac{1}{2}$/, was obtained as a function of impact velocity of the particle, based on the quasi-static zenithal angle of cone crack. It is expected that the empirical equation will be helpful to the computational simulation of residual strength in ceramic components damaged by the particle impact.

• Structural Engineering and Mechanics
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• v.58 no.2
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• pp.199-216
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• 2016

A large number of bridges were built several decades ago, and most of which have gradually suffered serious deteriorations or damage due to the increasing traffic loads, environmental effects, and inadequate maintenance. However, very few studies were conducted to investigate the vibration behaviors of a damaged bridge under moving vehicles. In this paper, the vibration behaviors of such vehicle-bridge system are investigated in details, in which the effects of the concrete cracks and bridge surface roughness are particularly considered. Specifically, two vehicle models are introduced, i.e., a simplified four degree-of-freedoms (DOFs) vehicle model and a more complex seven DOFs vehicle model, respectively. The bridges are modeled in two types, including a single-span uniform beam and a full scale reinforced concrete high-pier bridge, respectively. The crack zone in the reinforced concrete bridge is considered by a damage function. The bridge and vehicle coupled equations are established by combining the equations of motion of both the bridge and vehicles using the displacement relationship and interaction force relationship at the contact points between the tires and bridge. The numerical simulations and verifications show that the proposed modeling method can rationally simulate the vibration behaviors of the damaged bridge under moving vehicles; the effect of cracks on the impact factors is very small and can be neglected for the bridge with none roughness, however, the effect of cracks on the impact factors is very significant and cannot be neglected for the bridge with roughness.

• International Journal of Concrete Structures and Materials
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• v.1 no.1
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• pp.75-81
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• 2007

The concrete pavement of the Seohae Highway in Korea has suffered from serious distress, only four to seven years after construction. Deterioration due to Alkali-Silica Reaction (ASR) has seldom been reported per se in Korea, because the aggregate used for the cement concrete has been considered safe against alkali-silica reaction so far. The purpose of this study is to examine the deterioration caused by an alkali-silica reaction of concrete pavement in Korea. The investigation methods included visual inspection and Automatic Road Analyzer (ARAN) analysis of surface cracks, coring for internal cracks, stereo microscopic analysis, scanning electronic microscope (SEM) analysis, and electron dispersive X-ray spectrometer (EDX) analysis. The results are presented as follows: the crack pattern of the concrete pavement in Korea was longitudinal cracking, map cracking or D-cracking. Local areas of damage were noticed four to five years after construction. The cracks started from edges or joints and spread out to slabs. The most intensive cracking was observed at the intersection of the transverse and longitudinal joints. Where cracking was the most intense, pieces of concrete and aggregate had spalled away from top surface and joint interface area. The progress of deterioration was very fast. The reaction product of alkali-silica gel was clearly identified by its generally colorless, white, or very pale yellow hue seen through a stereo optical microscopy. The typical locations of the reaction product were at the interface between aggregate and cement paste in a shape of a rim, within aggregate particles in the cracks, and in the large void in the cement paste. Most of the white products were found at interface or internal aggregates. SEM and EDX analysis confirmed that the white gel was a typical reaction product of ASR. The ASR gel in Korea mainly consisted of Silicate (Si) and Potassium (K) from the cement. The crack in the concrete pavement was caused by ASR. It seems that Korea is no longer safe from alkali-silica reaction.