http://chineseinput.net/에서 pinyin(병음)방식으로 중국어를 변환할 수 있습니다.
변환된 중국어를 복사하여 사용하시면 됩니다.
강성후,김민성 東新大學校 工業技術硏究所 1999 工業技術硏究 Vol.5 No.-
Predictions of crack process condition of concrete and fracture parameter have been investigated using the finite element method since concrete fracture mechanics has been introduced. This study is to investigate on the prediction of fracture parameters measured from concrete by applying numerical interpretations based on fracture interpretations of crack process. As the stress from crack tip reached maximum value the crack initiated, and as an unstable crack critical load( P_(IC)) the specimen started to spread and finally to fail. Fracture characteristics values were calculated including effective crack length(a_(e)) and R-curve start point of unstable crack(a_(IC)), which occur due to the working load in nonlinear minute crack of the crack tip.
3경간 연속 중로식 강아치교의 내풍안정성을 고려한 라이즈 비 특성
강성후,박선준,최명기 東新大學校 工業技術硏究所 2004 工業技術硏究 Vol.10 No.-
The most important element is a rise ratio when regarding beauty and economics of arch bridges. Only the effect of dead load has been considered to decide the rise ratio. In this study, when going over the rise ratio of arch bridges, examined the problems, that the determination of the rise ratio by the dead load has, by adding the factor of a determination of optimum rise ratio, which is not only the effect of the dead load that has been currently considered but also the problem with respect to wind resistant dynamic stability that is now taken seriously. Synthetically, when deciding rise ratio that is investigated in basic step of design, it is not necessary to consider the evaluation wind resistant dynamic stability. Therefore the result of this research can be summarized as followes ; If it is identify oneself with rise ratio that the divided ratio due to the tie girder of the 3 continuous spans half-through steel arch bridges cannot cause a big effect in stability the wind resistant dynamic stability. If it is identify oneself with the relative stiffness ratio and girder depth ratio of the 3 continuous spans half-through steel arch bridges that the rise ratio proposes that it uses 0.10~0.30, divided ratio due to tie girder proposes that it uses 1.0~2.5 because of the wind resistant dynamic stability and the stress of the hanger. The rise ratio proposes that it uses 0.16~0.18 is given by the Japanese bridge construction association to obtained in investigation equation between an arch span length and the rise, using 0.1~0.2 at the basic design phase and the divided ratio which using 1.5 due to tie girder generally has been employed to main results and very well agrees with a research accomplishment results.
강성후,김우,박선준,Kang, Sung-Hoo,Kim, Woo,Park, Sun-Joon 한국콘크리트학회 1996 콘크리트학회지 Vol.8 No.1
본 연구는 정적 및 동적하중 재하상태에서 배합조건을 달리한 콘크리트의 파괴특성을 조사하고자 3점 휨 실험을 실시하였다. 실험은 물-시멘트비를 일정하게 유지한 상태에서 슬럼프 값을 변화시키는 경우와 슬럼프 값을 일정하게 유지하면서 물-시멘트비를 변화시키는 경우로 구분하여 배합비를 달리한 6가지 배합형태의 무근콘크리트 시편 54개를 제작하였다. 실험결과에 의하여 콘크리트의 파괴에너지(Gf)와 특성길이(lch)를 구한 수 이를 강도특성(f'c, fsp , Ec, ff)과의 상관관계를 규명하고 파괴에너지(Gf)를 이용한 배합설계의 타당성을 검토하였다.
강성후,박선준 한국방재학회 2016 한국방재학회논문집 Vol.16 No.3
The subject of this study was a two-span continuous concrete-filled steel box girder bridge. The bridge surface vibration was quantitatively measured by driving a vehicle of which total weight was 267 kN. The vibrational effect was assessed focusing on pedestrians on the basis of the experimental results. A ‘concrete-filled steel box’ is prepared by filling concrete in a separate box inside the conventional steel box. In a continuous bridge, concrete is restrictedly filled in the internal part where a negative moment is generated. A vibration acceleration response prediction equation was proposed by using the acceleration response and the scaled-weight obtained from the experiment. The proposed equation may be used to preliminarily predict the paved surface vibration response of a concrete-filled steel box girder bridge, though the applicable weight and speed of cars are partly limited. The vibration serviceability was assessed by using acceleration conversion curve of the Reiher-Meister. When the driving velocity of the vehicle used in the experiment was in the range of 10 km/h to 30 km/h, the vibration was in ‘Level E’where the pedestrians are unable to recognize vibration. When the velocity of the vehicle was in the range of 40 km/h to 60 km/h, the vibration was in ‘Levels D to E’ which are the appropriate levels where the pedestrians do not feel uncomfortable, indicating that the bridge secured appropriate vibration serviceability. 본 연구에서는 2경간 연속 콘크리트 충전 강상자형 교량을 대상으로 차량 진동이 유발시키는 교면진동의 크기를 총중량 267 kN의 차량 주행실험으로 부터 정량적으로 평가하고 이를 이용하여 보행자 중심의 진동영향을 평가하였다. ‘콘크리트 충전 강상자형’은 기존의 강상자형 내부에 별도의 상자를 만들어 콘크리트를 충전하는 형태로써 연속교에서 부모멘트가 발생하는 내측지점 부에 제한적으로 적용된다. 진동 가속도 응답 추정식은 실험으로부터 얻어진 가속도 응답과 환산중량을 사용하여 제안하였다. 제안된 식은 차량의 중량과 주행속도 등이 제한적이지만 콘크리트 충전 강상자형 교량의 교면 진동응답을 우선 추정하는데 사용이 가능하다. Reiher-Meister의 가속도 변환곡선에 준하여 진동사용성을 평가한 결과 10 km/h~30 km/h의 주행속도 일때는 보행자가 인지하지 못하는 수준인 ‘Level E’ 로 나타났고 40 km/h~60 km/h의 주행속도 일 때는 ‘Level D~E’로 나타났다. ‘Level D~E’는 보행자에게 불쾌감을 유발하지 않는 적정한 수준의 진동사용성을 확보하고 있는 상태를 의미한다.