• Structural Engineering and Mechanics
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• v.84 no.5
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• pp.619-632
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• 2022

Reinforced concrete (RC) structures may be subjected to sudden dynamic impact loads such as explosions occurring for different reasons, the collision of masses driven by rockfall, flood, landslide, and avalanche effect structural members, the crash of vehicles to the highway and seaway structures. Many analytical, numerical, and experimental studies focused on the behavior of RC structural elements such as columns, beams, and slabs under sudden dynamic impact loads. However, there is no comprehensive study on the behavior of the RC column-beam connections under the effect of sudden dynamic impact loads. For this purpose, an experimental study was performed to investigate the behavior of RC column-beam connections under the effect of low-velocity impact loads. Sixteen RC beam-column connections with a scale of 1/3 were manufactured and tested under impact load using the drop-weight test setup. The concrete compressive strength, shear reinforcement spacing in the beam, and input impact energy applied to test specimens were taken as experimental variables. The time histories of impact load acting on test specimens, accelerations, and displacements measured from the test specimens were recorded in experiments. Besides, shear and bending crack widths were measured. The effect of experimental variables on the impact behavior of RC beam-column connections has been determined and interpreted in detail. Besides, a finite element model has been established for verification and comparison of the experimental results by using ABAQUS software. It has been demonstrated that concrete strength, shear reinforcement ratio, and impact energy significantly affect the impact behavior of RC column-beam connections.

• Journal of the Korean Society for Railway
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• v.14 no.1
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• pp.49-56
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• 2011

In this paper, it was compared the characteristics of the stress and settlement that occur from a track on the ground using a model test and has quantitatively analyzed the difference based on stress path and effect of the rotation of principal stress. Under identical roadbed conditions, the settlement generated by moving wheel loads were found to be 6 times and 3 times larger than that from static loads and cyclic loads, respectively. The deviator stress affecting shear deformation and the length of stress path generated by moving loads were twofold or greater increase than those by static loads. Furthermore, the stress path generated by moving loads was approached more closely to Mohr-Coulomb failure criteria compared to that by static loads. Also, it was found that ballasted track was occurred about 60% of maximum stress at $40^{\circ}$ of the rotation angle of principal stress and was affected with rotation of principal stress with moving wheel loading condition.

• Journal of the Korean Society of Manufacturing Technology Engineers
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• v.7 no.2
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• pp.23-28
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• 1998

In this paper, the experimental and numerical results of buckling loads for laminated composite plates are compared. Using boundary conditions of buckling test are all fixed supports. Experiments were conducted for plates with fiber angles $ heta$=30$^{\circ}$, 45$^{\circ}$,60$^{\circ}$ and aspect ratio a/b=0.8. Experimental results were obtained from load-deflection curves of buckling test. Numerical methods were presented to evaluate buckling loads, using structural analysis results from ANSYS.

• Proceedings of the KSR Conference
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• 2004.10a
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• pp.1052-1057
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• 2004

Various amplitudes and frequencies of axle loads are applied to the domestic conventional line. Vertical stresses and settlements on the subgrade may be changed depending on the variation of axle loads. This paper introduces the research results to estimate vertical stresses and settlements on the subgrade with numerical analysis(Distinct Element Method), full scale test, and field test.

• Journal of Satellite, Information and Communications
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• v.5 no.1
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• pp.69-74
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• 2010

As a part of development process of the COMS, an acoustic vibration test was performed in order to verify that the COMS is safe from the acoustic loads coming from the Ariane-5ECA launch vehicle when it is launched. In this paper, the acoustic vibration test preparation which was performed during the development of the COMS is explained, and through the evaluation of the test results, it was verified whether the COMS is safe from the acoustic load that the COMS will experience during the launch. Through detail evaluation of the acoustic loads on the solar array, Ka band communication payload antenna and feed, GOCI(Geo-Stationary Ocean Color Imager), MI(Meteorological Imager), it was confirmed that the COMS is safe from the acoustic loads from launch vehicle.

• Journal of the Society of Naval Architects of Korea
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• v.59 no.2
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• pp.89-95
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• 2022

The stability of the existing ships has been evaluated through numerical calculations in the steady-state, but recently the IMO proposed a new stability assessment criteria that the stability is evaluated in the state in which environmental loads from such as waves and wind act like the loads under actual ship operating conditions. In this study, IMO 2nd generation stability assessment method and procedure were summarized for the dead ship condition, and Direct Stability Assessment (DSA) was performed on 13K chemical tanker through basin model test. The model test is performed in the ocean engineering basin to implement wave and wind loads, and environmental conditions for waves were set height and period of the incident wave, considering the regular wave and wind generation range reproducible in the ocean engineering basin. In addition, to consider the effect of wind speed, the Beaufort Scale for wind speed was applied in the model test.

• Proceedings of the Korea Concrete Institute Conference
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• 2004.11a
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• pp.437-440
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• 2004

In this study, dual composites concrete beam(DCC beam) partially superseded with steel fiber reinforced concrete in tensional part and normal strength concrete in compressive and remaining part is proposed. Based on flexural test under static loads, structural behaviors under repeated loads are investigated.

• Computers and Concrete
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• v.19 no.3
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• pp.243-256
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• 2017

Epoxy-coated reinforcing bars are widely used to protect the corrosion of the reinforcing bars in the RC elements under their in-service environments and external loads. In most field surveys, it was reported that the corrosion resistance of the epoxy-coated reinforcing bars is typically better than the uncoated bars. However, from the experimental tests conducted in the labs, it was reported that, under the same loads, the RC elements with epoxy-coated reinforcing bars had wider cracks than the elements reinforced with the ordinary bars. Although this conclusion may be true considering the bond reduction of the reinforcing bar due to the epoxy coating, the maximum service loads used in the experimental research may be a main reason. To answer these two phenomena, service performance of 15 RC beam specimens with uncoated and epoxy-coated reinforcements under different fatigue loads was experimentally studied. Influences of different coating thicknesses of the reinforcing bars, the fatigue load range and load upper limit as well as fatigue load cycles on the mechanical performance of RC test specimens are discussed. It is concluded that, for the test specimens subjected to the comparatively lower load range and load upper limit, adverse effect on the service performance of test specimens with thicker epoxy-coated reinforcing bars is negligible. With the increments of the coating thickness and the in-service loading level, i.e., fatigue load range, load upper limit and fatigue cycles, the adverse factor resulting from the thicker coating becomes noticeable.

• Transactions of the Korean Society of Mechanical Engineers
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• v.16 no.9
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• pp.1605-1614
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• 1992

The effects of % overload (% O.L), baseline stress intensity factor range (.DELTA. $K_{b}$) and dimension-less crack depth (a/W) are examined for the retardation behaviors after a single overload and high-low block loads in 7075-T73 aluminum alloy. And wheeler model, which is one of the fatigue life prediction models, is modified to predict retardation life using these test results. The retardation cycles( $N_{d}$) increased with a decrease in a/W and an increase in % O.L. and (.DELTA. $K_{b}$) These effects are more severe after high-low block loads than single overload. In the case of single overload, the main mechanisms of the retardation are the crack closure and the relaxation of K due to crack branching. But in the case of high-low block loads, that of the main mechanism is the crack closure caused by the accumulated compressive residual stree at the crack tip, which is related with the contact of fracture surfaces. Test results were multiple regression analyzed and got regressed shaping correction factors, (n)$_{REG}$, as function of %O.L., a/W and (.DELTA. $K_{b}$) Wheeler model is modified by using these (n)$_{REG}$. The number of delay cycles calculated by modified Wheeler model were in good agreement with the test results of this study.y.udy.y.y.y.

• Journal of the Architectural Institute of Korea Structure & Construction
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• v.35 no.7
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• pp.157-164
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• 2019

The wind tunnel test makes it possible to predict the wind loads for the wind resistant design. There are many methods to evaluate wind loads from data obtained from the wind tunnel test and these methods have advantages and disadvantages. In this study, two of these methods were analyzed and compared. One is the wind load evaluation method by fluctuating displacement and the other is the wind load evaluation method considering vertical profile of fluctuating wind force. The former method is evaluated as the sum of the mean wind load of the average wind force and the maximum value of the fluctuating wind load. The latter method is evaluated as the sum of the mean wind load and maximum value of the background wind load, and the maximum value of the resonant wind load. Two methods were applied to the wind tunnel test to compare the evaluated wind loads according to the two methods, with a maximum difference of about 1.2 times. The wind load evaluated by the method considering vertical profile of the fluctuating wind force (VPFWF) was larger than the wind load evaluated by the method by fluctuating displacement (FD). Especially, the difference of the wind load according to the two methods is large in the lower part of the building and the wind load is reversed at a specific height of the building. VPFWF of evaluating resonant wind loads and background wind loads separately is more reasonable.