• 한국콘크리트학회:학술대회논문집
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• 한국콘크리트학회 2010년도 춘계 학술대회 제22권1호
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• pp.23-24
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• 2010

본 연구에서는 국토해양부와 통계청에서 제공하는 '도로교량 및 터널 현황' 통계자료를 이용하여 상부구조 형식, 경간장 등을 주요변수로 국내 프리스트레스트 콘크리트 교량의 현황조사 및 비교, 분석을 수행하였다. 경간장 50~100m인 경우 약 76% 이상이 강박스거더교로서 프리스트레스트 콘크리트 교량은 상대적으로 작은 비율을 나타내었다. 따라서 경간장 50~100m에 강박스거더교를 대체하여 적용할 수 있는 고강도 강선 및 고강도 콘크리트를 적용한 프리스트레스트 콘크리트 교량의 개발과 적용이 필요하며, 이를 통해 보다 경제적인 교량 설계 및 시공이 가능할 것으로 판단된다.

• Steel and Composite Structures
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• 제7권3호
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• pp.219-240
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• 2007

An analytical-numerical procedure has been presented in this paper to take into account the nonlinear effects of concrete cracking and time-dependent effects of creep and shrinkage in the concrete portion of the continuous composite beams under service load. The procedure is analytical at the element level and numerical at the structural level. The cracked span length beam element consisting of uncracked zone in middle and cracked zones near the ends has been proposed to reduce the computational effort. The progressive nature of cracking of concrete has been taken into account by division of the time into a number of time intervals. Closed form expressions for stiffness matrix, load vector, crack lengths and mid-span deflection of the beam element have been presented in order to reduce the computational effort and bookkeeping. The procedure has been validated by comparison with the experimental and analytical results reported elsewhere and with FEM. The procedure can be readily extended for the analysis of composite building frames where saving in computational effort would be very considerable.

• International Journal of Industrial Entomology and Biomaterials
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• 제4권2호
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• pp.149-153
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• 2002

Induction of non-diapause eggs and manifestation of quantitative characters were studied in different seasons by low temperature incubation of eggs of a low yielding diapause with coloured cocoons silkworm breed, RDI of Bombyx mori. Hundred percent of nandiapause eggs were induced when the egg incubation was carried out at 15$^{\circ}C$ followed by incubation initially at $25^{\circ}C$ and then at $15^{\circ}C$. The diapause-nondia-pause relation was found to be reversible. Analysis of variance study demonstrated significant variation in all the quantitative characters whereas significant variation due to different incubation treatments was observed for larval span, fifth instar larval span, cocoon yield/10,000 larvae by weight, cocoon weight, cocoon shell weight, and cocoon shell ratio. study on hybrid vigour skewed significant heterosis over mid parent value for four economic characters viz., cocoon weight, cocoon shell weight, cocoon shell ratio and filament length in a Fl hybrid between RD1 with diapause eggs and Japanese type bivoltine $NB_{4} D_{2}$.

• 한국통신학회논문지
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• 제29권7A호
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• pp.719-726
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• 2004

광섬유의 분산이 균일하지 않다는 가정 하에 색 분산과 자기 위상 변조 (SPM : Self Phase Modulation) 현상에 의해 왜곡된 WDM 채널의 보상 특성을 수치적으로 살펴보았다. 본 연구에서 사용한 보상 기법은 전체 전송 링크 중간에 광 위상 공액기 (OPC： Optical Phase Conjugator)를 두어 보상하는 MSSI (Mid-Span Spectral Inversion)이다. OPC를 중심으로 두 광섬유 구간의 분산 계수 분포가 변동하면서 서로 일치하지 않은 경우에도 전송 채널의 입력 전력을 적절히 조절함으로써 MSSI를 통해 장거리 전송이 가능하다는 것을 알 수 있었다. 즉 장거리 WDM 시스템에 MSSI를 적용하게 되면 전송 선로 곳곳에 필요한 보상기(compensator) 등을 없앨 수 있고, 결과적으로 시스템 비용을 절감할 수 있을 것으로 기대된다.

• 한국초전도ㆍ저온공학회논문지
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• 제14권3호
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• pp.60-64
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• 2012

In this paper, an investigation of a room temperature active magnetic regenerative refrigerator is carried out. Experimental apparatus includes two active magnetic regenerators containing 186 g of Gd spheres. Four E-type thermocouples are installed inside the Active magnetic regenerator(AMR) to observe the instantaneous temperature variation of AMR. Both warm and cold heat exchangers are designed for large temperature span. The cold heat exchanger, which separates the two AMRs, employs a copper tube with length of 80 mm and diameter of 6.35 mm. In order to minimize dead volume between the warm heat exchanger and AMRs, the warm heat exchangers are located close to the AMRs. The deionized water is used as a heat transfer fluid, and maximum 1.4 T magnetic field is supplied by Halbach array of permanent magnets. The AMR plate, which contains the warm and the cold heat exchangers and the AMRs, has reciprocating motion using a linear actuator and each AMR is alternatively magnetized and demagnetized by a Halbach array of permanent magnet. Since the gap of the Halbach array of permanent magnets is 25 mm and two warm heat exchangers have the motion through it, a compact printed circuit heat exchanger (PCHE) is used as a warm heat exchanger. A maximum no-load temperature span of 26.8 K and a maximum cooling power of 33 W are obtained from the fabricated Active Magnetic Regenerative Refrigerator (AMRR).

• 한국지진공학회논문집
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• 제8권1호
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• pp.29-37
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• 2004

초과강도계수와 연성계수는 현행 내진기준에서 사용되는 반응수정계수를 결정하기 위한 두 가지 중요한 계수이다. 본 논문에서는 다양한 층수 및 경간을 갖는 역V형 특수 중심가새골조의 비선형 정적 해석을 수행하여 초과강도계수와 연성계수를 구하고 이를 이용하여 반응 수정계수를 산정하였다. 해석결과에 따르면 저층 구조물의 경우 IBC-2000에서 제시한 값보다 큰 반응수정계수 값을 가지며, 중층 이상의 경우 기준에서 제시한 값보다 작은 값으로 나타났다. 또한 초과강도계수와 연성계수는 구조물의 높이가 감소할수록, 스팬의 길이가 증가할수록 증가하는 것으로 나타났다.

• Structural Engineering and Mechanics
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• 제55권1호
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• pp.111-135
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• 2015

Bridge behavior under passing traffic loads has been studied for the past 50 years. This paper presents how to model congestion on bridges and how the maximum dynamic stress of bridges change during the passing of moving vehicles. Most current research is based on mid-span dynamic effects due to traffic load and most bridge codes define a factor called the dynamic load allowance (DLA), which is applied to the maximum static moment under static loading. This paper presents an algorithm to solve the governing equation of the bridge as well as the equations of motions of two real European trucks with different speeds, simultaneously. It will be shown, considering congestion in eight case studies, the maximum dynamic stress and how far from the mid-span it occurs during the passing of one or two trucks with different speeds. The congestion effect on the maximum dynamic stress of bridges can make a significant difference in the magnitude. By finite difference method, it will be shown that where vehicle speeds are considerably higher, for example in the case of railway bridges which have more than one railway line or in the case of multiple lane highway bridges where congestion is probable, current designing codes may predict dynamic stresses lower than actual stresses; therefore, the consequences of a full length analysis must be used to design safe bridges.

• 한국산업융합학회 논문집
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• 제4권2호
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• pp.157-166
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• 2001

The purpose of this study is to examine the accuracy of the code provisions on lateral load distribution factors of prestressed concrete girder bridges. Most designers in Korea use the lever method or lateral load distribution formula in the existing design codes. However, the methods do not account for the effect of bridge skew or direction of diaphragm. Therefore, this study analysed the prestressed concrete girder bridge with grillage model for various girder spacings, directions of diaphragms, span lengths, and skews, and compared the results with those of existing design code. It has been found that lateral load distribution factors were proportional to the girder spacing while they were not significantly affected by the change of span length, direction of diaphragm, and skew. For bending moments, lateral load distribution factors from the grillage analysis were 60%~68% of those from Korean bridge design code. Therefore, the code provisions result in very conservative design. For support reactions, however, lateral load distribution factors from the grillage analysis were slightly greater than those from Korean bridge design code. Therefore, the capacity of bearings of the bridge with a large skew should be determined by grillage analysis.

• 한국구조물진단유지관리공학회 논문집
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• 제6권4호
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• pp.233-242
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• 2002

This study is to investigate experimentally the shear capacity of high-strength lightweight-aggregate reinforced concrete beams subjected to monotonic loading. Ten beams made of fly-ash artificial lightweight high-strength concrete were tested to determine their diagonal cracking and ultimate shear capacities. The variables in the test program were longitudinal reinforcement ratio; which variabled (between 0.83 and 1.66 percent), shear span-to-depth ratio (a/d=1.5, 2.5 and 3.5), and web reinforcement(0, 0.137, 0.275 and 0.554 percent). Six of the test beams had no web reinforcement and the other six had web reinforcement along the entire length of the beam. Most of beams failed brittly by distinct diagonal shear crack, and have reserved shear strength due to the lack of additional resisting effect by aggregate interlocking action after diagonal cracking. Test results indicate that the ACI Building Code predictions of Eq. (11-3) and (11-5) for lightweight concretes are unconservative for beams with tensile steel ratio of 1.66, a/d ratios greater than 2.5 without web reinforcement. Through a more rational approach to compute the contribution of concrete to the shear capacity, a postcracking shear strength in concrete is observed.

• Steel and Composite Structures
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• 제31권5호
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• pp.437-452
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• 2019

In this study, in-situ static and dynamic tests of four pre-stressed concrete (PC) track beams with different span lengths and curvatures in a straddle monorail transit system were reported. In the static load tests, the strain and deflection at critical sections of the PC track beams were measured to determine the load bearing capacity and stiffness. The dynamic responses of strain, deflection, acceleration, and displacement at key positions of the PC track beams were measured under different train speeds and train loads to systematically study the dynamic behaviors of the PC track beams. A three-dimensional finite element model of the track beam-vehicle coupled vibration system was established to help understand the dynamic behavior of the system, and the model was verified using the test results. The research results show that the curvature, span length, train speed, and train loads have significant influence on the dynamic responses of the PC track beams. The dynamic performance of the PC track beams in the curve section is susceptible to dynamic loads. Appropriate train loads can effectively reduce the impact of the train on the PC track beam. The PC track beams allow good riding comfort.