• Computers and Concrete
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• v.17 no.2
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• pp.173-188
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• 2016

Generally, thermal stress induced by hydration heat causes cracking in mass concrete structures, requiring a thorough control during the construction. The prediction of the thermal stress is currently undertaken by means of numerical analysis despite its lack of reliability due to the properties of concrete varying over time. In this paper, a method for the prediction of thermal stress in concrete structures by adjusting thermal stress measured by a thermal stress device according to the degree of restraint is proposed to improve the prediction accuracy. The ratio of stress in concrete structures to stress under complete restraint is used as the degree of restraint. To consider the history of the degree of restraint, incremental stress is predicted by comparing the degree of restraint and the incremental stress obtained by the thermal stress device. Furthermore, the thermal stresses of wall and foundation predicted by the proposed method are compared to those obtained by numerical analysis. The thermal stresses obtained by the proposed method are similar to those obtained by the analysis for structures with internally as well as externally strong restraint. It is therefore concluded that the prediction of thermal stress for concrete structures with various boundary conditions using the proposed method is suggested to be accurate.

• Proceedings of the KWS Conference
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• 2009.11a
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• pp.94-94
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• 2009

The purpose of this study is to identify the principal factor controlling transverse residual stress at the weldment for joining unit hull blocks. In order to do it, the comprehensive FE analyses were carried out to evaluate the effect of distance between fillet and butt weldments, in-plane and out-of-plane restraint degree on the amount and distribution of transverse residual stress in way of the weldments between unit hull blocks. In accordance with FEA results, principal factor controlling the amount of transverse residual stress at the weldments was identified as in-plane restraint degree of butt weldment for unit blocks. The effect of other variables on the transverse residual stress was very small relatively. Based on the results, it can be concluded that the proper distance between fillet weldment for stiffener and butt weldment for joining unit blocks should be determined in consideration of in-plane restraint intensity of butt weldments.

• Journal of Welding and Joining
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• v.28 no.3
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• pp.59-64
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• 2010

The purpose of this study is to identify the principal factor controlling transverse residual stress at the weldment for joining unit hull blocks. In order to do it, the comprehensive FE analyses were carried out to evaluate the effect of distance between fillet and butt weldments, stiffener span and in-plane restraint degree on the amount and distribution of transverse residual stress in way of the weldments between unit hull blocks. In accordance with FEA results, principal factor controlling the amount of transverse residual stress at the weldments was identified as in-plane restraint degree of butt weldment for unit blocks. The effect of other variables on the transverse residual stress was very small relatively.

• Proceedings of the KWS Conference
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• 2009.11a
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• pp.102-102
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• 2009

The purpose of this study is to establish the predictive equation of transversal residual stress at the thick weldment of large container ship. In order to do it, the variables used for this study were restraint degree, yield strength of base material, thickness of weldment and welding heat input. Here, the level of restraint degree at the thick weldment of container ship having the various welding sequence was calculated using FEA. From the result, the h-type specimen was designed to simulate the level of restraint degree at the actual weldment of containership. With H-type test specimen designed, the effect of the variables on the distribution of transversal residual stress at the weldment in a container ship was evaluated using the comprehensive FEA. Based on the results, the predictive equations of mean value and the distribution of transverse residual stress in each location of residual stress were established using dimensional analysis and multiple-regression method. The validation of predictive equations was verified by comparing with measured results by XRD in the actual weldment of the ship.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.32 no.5A
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• pp.317-325
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• 2012

In this study, to evaluate the shrinkage behavior of ultra high performance fiber reinforced concrete (UHPFRC) under restrained condition, restrained shrinkage test was performed according to ring-test mostly used at home and abroad. Ring-test was performed with the various thicknesses and radii of inner steel ring to give different degree of restraint. Free shrinkage and tensile tests were carried out simultaneously to estimate the degree of restraint, stress relaxation, and shrinkage cracking potential. Test results indicated that the average steel strain and residual tensile stress were reduced as the thicker inner steel ring was used, whereas degree of restraint was increased. The steel strain, residual tensile stress and degree of restraint were hardly affected by the size of radius of inner ring. In the case of all ring specimens, shrinkage crack did not occur because the residual tensile stress was lower than the tensile strength. About 39~65% of the elastic shrinkage stress was relaxed by the sustained interface pressure, and the maximum relaxed stress was increased as the thicker inner ring was applied. Finally, the degree of restraint with age was predicted by performing non-linear regression analysis, and it was in good agreement with the test results.

• Journal of Welding and Joining
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• v.28 no.4
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• pp.33-40
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• 2010

The purpose of this study is to establish a predictive equation of transverse residual stress at the thick FCA butt weldment of large container vessel. The variables used were restraint degree, yield strength of base material, thickness of weldment and welding heat input. Restraint degree at the thick weldment of container ship having the various welding sequence was calculated using FEA. From the result, the H-type specimen was designed to reproduce the level of restraint degree at the actual weldment of containership. Based on the results, the predictive equations of the mean value and the distribution of transverse residual stress at each location of the weldment were established using dimensional analysis and multiple-regression method. The predictive equations were verified by comparing with those measured by XRD in the actual weldment of the ship.

• International Journal of Highway Engineering
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• v.16 no.6
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• pp.95-104
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• 2014

PURPOSES : The purpose of this study is to evaluate the degree of restraint (DOR) of longitudinal steel at continuously reinforced concrete pavement (CRCP) against environmental loadings. METHODS : To measure the longitudinal steel strain, 3-electrical resistance and self-temperature compensation gauges were installed to CRCP test section (thickness = 250mm, steel ratio = 0.7%) and continuously measured 10 min. intervals during 259 days. In order to properly analyze the steel strains first, temperature compensation process has been conducted. Secondly, measured steel strains were divided into 12 phases with different events such as before paving, during concrete hardening, and after first cracking, etc. RESULTS : Thermal strain rate (TSR) concept is defined as the linear strain variations with temperature changes and restraints rate of longitudinal steel against environmental loadings (especially thermal loading) with different cases is defined as degree of restraint(DOR). New concept of DOR could be indirect indicator of crack width behaviors of CRCP. CONCLUSIONS : Before paving, DOR of longitudinal steel is almost same at the coefficient of thermal expansion of steel ($12.44m/m/^{\circ}C$) because of no restraint boundary condition. After concrete pouring, DOR is gradually changed into -1 due to concrete stiffness developing with hydration. After first cracking at crack induced area, values of DOR are around -3~-5. The negative DOR stands for the crack width behavior instead of steel strain behavior. During winter season, DOR reached to -5.77 as the highest, but spring this values gradually reduced as -1.7 as the lowest. Based on this observation, we can presume crack width decreased over time within the time frame of this study. This finding is not consistent with the current theory on crack width variations over time, so further study is necessary to identify the causes of crack width reducing. One of the reasons could be related to concrete stress re-distribution and stress relaxation.

• Magazine of the Korea Concrete Institute
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• v.8 no.5
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• pp.111-122
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• 1996

The effects of external restraint on the thermal stresses i n mass concrete are investigated through a series of parametric study. Two major factors affecting the degree of external restraint such as the ratio of length to height of the placed structure (L/H) and the elastic modulus of base structure ($E_r$) are employed as the parameters in a condition which a placing height H is 1.0m. Various conditions of I,/H and E, are analysed by a FEM program and the relationship between these two parameters is examined. The shape of stress distribution due to the external restraint is shown as linearity on the height direction of the section, and is influenced by L/H, $E_r$, and strength development of placed concrete. The external restraint can be devided by two part. One is an axial restraint and the other is a flexural restraint. When the level of external restraint is low, the structure behavior is mainly governed by flexural restraint, otherwise it is dependent on axial restraint. Comparing the calculated stress by the method of the ACI 207 committee with a finite element analysis, the fbrmer overestimates the external restraint stress when the degree of external restraint is weak, and underestimates when it is strong.

• Journal of Welding and Joining
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• v.6 no.3
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• pp.21-26
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• 1988

The behavior of angular distortion in butt joint wleding of thin plate structure is investigated with an experimental model and partially with a computational model. The experimental model studying the effects of specimene size and degree of restraint on the angular distorion offers a good method for analyzing the behavior of the distrotion. In addition, the distrotion during welding was demonstrated by both experimental measurement and numericla prediciton. The facts evealed in this study are as follows : 1) distrotion angles were changed with variations of specimene wldth. 2) With the restraint, angular distrotion was reduced to 20% to that of free joint. 3) After the restraint being removed, the effect of restraint was also remained. 4) Same heat input per unit thickness caused same amount of distortion. 5) The mode of angular distortion was expected to be changed with expected to be changed with time, i.e. convex movement during heating and concave one during cooling.

• Journal of Welding and Joining
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• v.30 no.5
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• pp.51-56
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• 2012

The purpose of this study is to evaluate the distortion and the residual stress of GTA tubular welds between tube and head. In order to do it, the heat input model for GTA welding process was first developed by experiment and FE analyses. The welding distortion and the residual stress distribution of the tubular welds according to welding pass and various restraint degrees were evaluated by using FEA with the heat input model. From FEA results, it was found that the residual stress and the radial distortion at the weld toe of tube part decrease with a decrease in the number of welding pass. However, the maximum residual stresses in each direction of tubular welds are almost constant regardless of the external restraint degree. It was mainly due to the high internal restraint of the welds.