• Corrosion Science and Technology
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• v.8 no.4
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• pp.157-161
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• 2009

The corrosion resistance of reinforcing bar was studied to endure the marine environment during shipment. The red rust on the surface did not damage the adherence in the concrete structures, especially in highly alkaline environment, but made the consumer doubt of the quality. The passivation process by alkalization of the quenching water in the tempcore process failed to endure the long shipping period. The ceramic coating by sol-gel process improved the corrosion resistance without damaging the mechanical properties and adherence between concrete and reinfiorcing bar. Optimal concentration of the coating solution and coating temperature were tested. No additional energy was necessary for the coating process by spraying during cooling process, resulting simplified process and low cost. Salt spray test, cyclic corrosion test and atmospheric test were employed to confirm the resistance. The corrosion rates were presented by rating number and polarization resistance. The coating layer was examined by FIB, XRD and SEM etc.

• Proceedings of the Korean Society of Marine Engineers Conference
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• 2005.06a
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• pp.326-330
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• 2005

Aircraft composite structure with honeycomb core experiences core crush problem in manufacturing. To prevent core crush additional processes are needed such as core stabilization and prepreg material tie-down and this is the cause of increasing cost. Recent study shows that high friction prepreg prevent core crush without additional process. This paper presents the analysis of high frictional material which attracts lots of interests through physical property, mechanical property and microscopic

• Proceedings of the KSR Conference
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• 2011.10a
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• pp.3156-3159
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• 2011

In case of the continuous welded rail(CWR) track is supported by the railway bridge, the additional axial force is occurred in the CWR due to the track-bridge interaction. In the various design codes such as Korean code, European code, UIC code, etc, three important loads(temperature variation in the bridge-deck, braking/acceleration and the bending of the bridge-deck resulted from the passing train) are treated as the independent loading case. In other words, the additional axial force can be obtained by summing up the three different values calculated by the three independent analysis. However, this analysing method may have an error because the behavior of the longitudinal resistance between the rail and the bridge-deck is under the highly nonlinear. Therefore, in order to exactly analyse the track-bridge interaction, nonlinear loading history and the change of the longitudinal resistance owing to the loading history must be considered in the analysis process. In this study, the loading history effect on the track-bridge interaction is investigated considering the resonable combination of three loads and the longitudinal resistance change.

• Structural Engineering and Mechanics
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• v.32 no.5
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• pp.685-699
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• 2009

Current research and development of high performance concrete, together with study of phenomena that are pertinent to impact resistance, have lead to a new generation of barriers with improved properties to resist impact loads. The paper reviews major properties and mechanisms that affect impact resistance of concrete barriers as per criteria that characterize the resistance. These criteria are the perforation limit, penetration depth and the amount of front and rear face damage. From the long-known, single strength parameter that used to represent the barriers' impact resistance, more of the concrete mix ingredients are now considered to be effective in determining it. It is shown that the size and hardness of the aggregates, use of steel fibers and micro-silica have different effects on performance under impact and on the resistance. Additional pertinent phenomena, such as the rate and size effects, confinement and local versus global response, are pointed out with their reference to possible future developments in the design of impact resisting concrete barriers.

• Proceedings of the Korean Institute of Electrical and Electronic Material Engineers Conference
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• 2009.06a
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• pp.456-456
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• 2009

Boron doping on an n-type Si wafer is requisite process for IBC (Interdigitated Back Contact) solar cells. Fiber laser annealing is one of boron doping methods. For the boron doping, uniformly coated or deposited film is highly required. Plasma enhanced chemical vapor deposition (PECVD) method provides a uniform dopant film or layer which can facilitate doping. Because amorphous silicon layer absorption range for the wavelength of fiber laser does not match well for the direct annealing. In this study, to enhance thermal affection on the existing p-a-Si:H layer, a ${\mu}c$-Si:H intrinsic layer was deposited on the p-a-Si:H layer additionally by PECVD. To improve heat transfer rate to the amorphous silicon layer, and as heating both sides and protecting boron eliminating from the amorphous silicon layer. For p-a-Si:H layer with the ratio of $SiH_4$ : $B_2H_6$ : $H_2$ = 30 : 30 : 120, at $200^{\circ}C$, 50 W, 0.2 Torr for 30 minutes, and for ${\mu}c$-Si:H intrinsic layer, $SiH_4$ : $H_2$ = 10 : 300, at $200^{\circ}C$, 30 W, 0.5 Torr for 60 minutes, 2 cm $\times$ 2 cm size wafers were used. In consequence of comparing the results of lifetime measurement and sheet resistance relation, the laser condition set of 20 ~ 27 % of power, 150 ~ 160 kHz, 20 ~ 50 mm/s of marking speed, and $10\;{\sim}\;50 {\mu}m$ spacing with continuous wave mode of scanner lens showed the correlation between lifetime and sheet resistance as $100\;{\Omega}/sq$ and $11.8\;{\mu}s$ vs. $17\;{\Omega}/sq$ and $8.2\;{\mu}s$. Comparing to the singly deposited p-a-Si:H layer case, the additional ${\mu}c$-Si:H layer for doping resulted in no trade-offs, but showed slight improvement of both lifetime and sheet resistance, however sheet resistance might be confined by the additional intrinsic layer. This might come from the ineffective crystallization of amorphous silicon layer. For the additional layer case, lifetime and sheet resistance were measured as $84.8\;{\Omega}/sq$ and $11.09\;{\mu}s$ vs. $79.8\;{\Omega}/sq$ and $11.93\;{\mu}s$. The co-existence of $n^+$layeronthesamesurfaceandeliminating the laser damage should be taken into account for an IBC solar cell structure. Heavily doped uniform boron layer by fiber laser brings not only basic and essential conditions for the beginning step of IBC solar cell fabrication processes, but also the controllable doping concentration and depth that can be established according to the deposition conditions of layers.

• Elastomers and Composites
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• v.34 no.4
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• pp.341-349
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• 1999

In this study, heat and crack resistance of natural rubber (NR) compounds was evaluated. To prevent the effects of the crosslinking system, a conventional vulcanization system was selected, where the accelerator/sulfur ratio was fixed to 0.25. Vulcanizates containing phenylenediamine showed high tensile strength and tear strength compared to other vulcanizates because phenylenediamine can cause additional crosslinking and high dispersion In the vulcanizates. In the pure shear test, vulcanizates containing phenylenediamine showed an excellent tearing energy which was due to the irregular crack path, and showed excellent heat and crack resistance which was also due to the good dispersity of antioxidant and additional crosslinks in the rubbber vulcanizates.

• Journal of the Society of Naval Architects of Korea
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• v.45 no.5
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• pp.513-522
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• 2008

In this paper, one of the widely-used ice resistance prediction methods, introduced by Spencer(1992) of the Institute for Ocean Technology, Canada, is reviewed. Spencer's component-based scaling system for ship-ice model tests is analysed to estimate the ice resistance of various types of icebreaking vessels (Canadian MV Arctic, Terry Fox, R-Class icebreaker, US icebreakers Polar Star and Healy, Russian SA-15 cargo ships, Japanese PM Teshio and a model ship). The general form and the non-dimensional coefficients in ice resistance prediction formula are obtained using the published ice model test and full-scale sea trial data. The applicability of Spencer's method on R-Class icebreaker is discussed to estimate ice resistance for the larger icebreaking cargo vessels. Additional parameters to account for the difference in hull forms of icebreakers and cargo vessels are recommended to be included in the Spencer's original ice resistance prediction formula.

• Journal of Environmental Science International
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• v.11 no.7
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• pp.663-667
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• 2002

The aerodynamic resistance($R_a$) to vertical transfer in the surface boundary layer can be formulated in terms of the friction velocity, height of observation, vertical heat flux and surface roughness. Unlike previous studies which focused on the role of $R_c$, present study perform additional tests using a variety of $R_a$ formulae. Several $R_a$ formulations available in the literature, suitable for unstable conditions, were tested for their influence on the dry deposition velocity. The canopy resistance($R_c$) determines the shape of the diurnal pattern, while a small amplitude diurnal cycle in $V_d$ was attributed to the aerodynamic resistance. The aerodynamic resistance is the major contributor to the formation of spikes in nighttime and $R_a$ is relatively important at night because the canopy resistance is smaller. All formulations show similar diurnal cycle and yield good agreement with the observations. Although present $V_d$ formulations are suitable for numerical air qualify models, the research must continue for further improvements in resistance parametrizations.

• Steel and Composite Structures
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• v.8 no.3
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• pp.231-242
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• 2008

This paper presents results of fire tests on corrugated sheets used as load bearing structure of roofs of industrial buildings. Additional tests of bolted sheet connections to the supporting structure at ambient and elevated temperatures are described. Three connection types were tested and their resistance, stiffness and deformation capacity was evaluated. Finite element simulations of the corrugated sheet based on the experimental observations are briefly described and design models are presented.

• Journal of The Korean Society For Urban Railway
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• v.6 no.4
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• pp.383-392
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• 2018

This study investigated the change of additional axial stress of rail and reaction force at bridge bearings due to the track-bridge interaction when laying CWR on non-ballasted railway bridges including truss bridges with relatively long span. According to the results of the present study, additional axial stresses of rail and reaction forces at bridge bearings showed a large increase when CWR is installed on the non-ballasted railway bridge. The additional axial stress of rail can be acceptable if sufficient lateral resistance can be obtained. However, if the reaction force increases, there is a risk of damage of the bearing or pier, and therefore, it is necessary to take measures to mitigate the reaction force. It is found that additional axial stress of rail decreases when considering the frictional resistance of the bridge movable support, but its effect on the bearing reaction force is very small. On the other hand, when the longitudinal track restraint decreases, both additional axial stress of rail and bearing reaction force are reduced to a large extent. Also, when the ZLR fastening devices are applied to the region where the additional axial stress of rail is highest, bearing reaction force as well as additional axial stress of rail greatly decreased. Therefore, the application of ZLR fastening devices with the reduction of the longitudinal track restraints is very effective for installing CWR on non-ballasted railway bridges.