• Journal of the Korea Concrete Institute
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• v.17 no.1 s.85
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• pp.11-18
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• 2005

In order to accurately assess the stresses occurring in the early-age concrete, a compliance function which can consider the characteristics of early-age concrete is required. Existing compliance functions, however, have the limit that they have been deduced from the data of hardened concrete and therefore, do not take into account the fast development of material properties in early-age concrete. Furthermore, the distinction between instantaneous compliance and creep compliance is not clear in the existing experimental method. The purpose of present study is to propose a compliance function which can describe the rapid change of hardening processes in early-age concrete. To this end, a test method which can estimate the instantaneous compliance without creep effects in the early-age concrete was suggested first. Based on the suggested experimental method, tests on the instantaneous as well as creep compliance were performed using MTS automatic servo-loop test machine. The test results showed that both instantaneous and aging viscoelastic compliance, which are constants in B3 model, were functions in terms of age of concrete especially at early ages. Therefore, the modified compliance function based on B3 model was proposed to provide more realistic prediction on the behavior of early-age concrete. It is expected that the present model allows more realistic evaluation of varying stresses in concrete structures at early ages.

• Transactions of the Korean Society of Automotive Engineers
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• v.22 no.3
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• pp.194-202
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• 2014

Steering axis of suspensions is an important factor that affects ride and handling quality in the vehicle chassis development. Macpherson strut and double wishbone's steering axis are defined geometrically, but multi-link suspensions can not be geometrically analyzed. In this case instant axis theory is commonly used to find a steering axis. Since the steering axis is moving with varying caster and kingpin inclination angle, this method approximately corresponds with exact solution. In this paper, we propose a velocity analysis method to find a pure rotational axis of the wheel relative to suspension arms, that is exact solution of the steering axis. This paper extends the method to analyze the steering axis of multi-link suspensions with bushing compliance. The analysis results applied to double wishbone and multi-link suspensions demonstrate validity and accuracy of the proposed method.

• Journal of the Korea institute for structural maintenance and inspection
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• v.8 no.2
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• pp.195-204
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• 2004

A series of constant creep and repeated creep tests are performed to investigate the behavior of visco-elasto-plastic materials of chemical grouted sands. In the result of constant creep test, the material exhibits three types of shear strain : elastic, plastic, viscoelastic. The elastic, plastic and viscoelastic strains are linear, i.e., the strains are proportional to the stresses for loading. Good agreement is found between the predicted viscoelastic and test results by the power law and the generalized model. In the repeated creep test, the instantaneous recoverable strain is time-independent and the magnitude of accumulated plastic strain increases with number of cycles. Also it is seen that the accumulated plastic strains are approximately proportional to stress. There are no significant differences between test results predicted values for first cycle, and the differences increase relatively insignificantly with number of cycles.

• Journal of the Korean Society of Hazard Mitigation
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• v.8 no.1
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• pp.39-45
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• 2008

The most important elements in flexible pavement design criteria are stress and strain distributions. To obtain reasonable stress and strain distributions in pavements, moving wheel loads must be applied to analyze the pavement responses. In this study, finite element analysis was used to identify the three-dimensional states using the vehicle load into a constant-position / time-variable load (25, 50 and 80km/hr). In an elastic system, the strain is the same in both longitudinal and transverse directions under a single wheel. However, the same is not necessary in a viscoelastic system. Test results showed that the maximum values between transverse and longitudinal strains the bottom of asphalt concrete base layers under 25km/hr were were about 40 percent.