• Proceedings of the Korea Concrete Institute Conference
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• 2008.11a
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• pp.229-232
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• 2008

In rapid cycle construction, RC structure which is not cured fully can be loaded with construction load and this construction load can influence on the safety of construction and cracks on slabs. Therefore, to reduce the term of construction, the safety of construction and prevention of cracks should be assured against construction load. In the previous study, temperature load can significantly influence on the behavior of structure under construction. However, existing construction sequential analysis or design code do not consider temperature load reasonably. In the present study, through construction sequential analysis method using FE analysis, the behavior of structure under construction was analyzed according to temperature changes. According to the results of analysis, as the temperature falls, shoring load drops and the temperature rises, shoring load rises. These variations of shoring load can affect the safety of construction. Moment of slab goes up by fall in temperature. This increase of moment can cause cracks on the slab. Therefore to assure the safety on construction and prevent cracks on slabs, temperature load has to be considered reasonably in construction sequential analysis.

• Proceedings of the Korean Nuclear Society Conference
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• 1998.05b
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• pp.324-329
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• 1998

본 연구는 주증기배관으로 사용되고 있는 SA106. Gr.C의 모재와 용접계에 대해서 파괴인성에 미치는 온도와 하중속도의 영향을 살펴보기 위해서 다양한 온도와 하중속도에서 J-R 시험 및 인장시험을 수행하였다. 두 재료 모두 동적변형시효의 영향을 받고 있는 온도영역에서 약 40% 정도의 파괴인성 감소가 관찰되었으며, 하중속도에 따른 파괴인성 감소영역은 serration과 인장강도 증가 영역의 하중속도 의존성과 일치하였다. 원자력발전소 운전온도에서 모재와 용접재 모두 하중선변위속도가 4.0mm/min 일 때 파괴인성치의 최저를 보였으며, 하중속도가 증가함에 따라 증가하여 동적하중속도(800, 40mm/min)일 때 최대를 보였다. 모재와 용접재를 비교하면 용접재에서 serration이 뚜렸했고, 보다 넓은 온도영역에서 관찰되었다. 또한 인장강도의 증가가 보다 고온에서 형성되었다. 이러한 특성은 용접재가 모재에 비해 냉각률이 크고 미세한 결정입으로 이루어져있으며, 망간의 함량이 높기 때문으로 판단된다.

• Proceedings of the Korean Nuclear Society Conference
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• 1998.05b
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• pp.48-53
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• 1998

원자력 발전소 배관계통에 파단전 누설 (LBB) 설계개념의 적용을 위해서는 원자로 가동온도에서의 재료의 파괴저항성 평가가 필수적이다. 본 연구에서는 국내 원자로의 1차 냉각계통배관의 엘보우 소재로 사용되는 SA516-Gr.70 강의 파괴저항성에 미치는 DSA (Dynamic Strain Aging, 동적변형시효) 영향을 고찰하였다. 파괴저항성 평가를 위해 원자로 가동온도를 포함한 상온~50$0^{\circ}C$ 온도영역에서 준정적 하중에서부터 지진 하중 정도의 동적 하중까지 하중속도를 달리하여 직류전위차법 (DCPD) 이용하여 J-R 시험을 행하였다. J-R 시험결과, SA516-Gr.70 강은 특정한 온도와 하중속도의 조합에서 파괴저항성이 크게 떨어지는 양상을 보였으며, 낮은 파괴저항성을 나타내는 온도는 하중속도가 증가함에 따라 높은 온도쪽으로 이동하는 전형적인 DSA 감수성을 보였다. 인장시험을 통해서도 큰 폭의 serration 이 관찰되었으며 SA516-Gr.70 강에서 파괴저항성의 변화와 DSA 현상과의 연관성을 고찰하였다.

• International Journal of Highway Engineering
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• v.3 no.3 s.9
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• pp.147-158
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• 2001

One of the most important factors accounting for the structural capacity of concrete pavement is load transfer efficiency. Load transfer efficiency is affected by slab temperature gradient, construction of dowel bars, degree of aging, and crack width. The purpose of this study is to determine the patterns of load transfer efficiency of concrete pavement; to determine the factors that affect the load transfer efficiency; and to present the proper measuring method of load transfer efficiency. As a result from this study, load transfer efficiency was affected primarily by the average temperature in concrete slab. Load transfer efficiency decreased with decreasing temperature and increasing crack width. For the sections with dowel bars, there were little differences in load transfer efficiency regardless of temperature changes. For the sections without dowel bars, however, there on great losses of load transfer efficiency at low temperatures. For the old pavement, even in the sections with dowel bars, the load transfer efficiency reduced as the temperature dropped For the sections in this study, 1.4% reduction of the load transfer efficiency was observed for each $1^{\circ}C$ drop in the slab temperature.

• The korean journal of orthodontics
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• v.37 no.6
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• pp.432-439
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• 2007

The purpose of this study was to evaluate the influence of intraoral temperature changes on the orthodontic force level of a superelastic nickel-titanium alloy wire. Methods: Nickel-titanium archwires of $0.016"{\times}0.022"$ thickness were tested with a three point bending test setup, and temperature changes were applied. The force level changes according to temperature changes were measured at a 1.5 mm deflection during the loading phase and a 1.5 mm deflection during the unloading phase from a deflection to 3.1mm. Ten cycles of thermal cycling from baseline $(37^{\circ}C)$ to cold $(20^{\circ}C)$ or hot $(50^{\circ}C)$temperature were applied. Results: Alter thermal cycling, the force level during the loading phase decreased and the force level during the unloading phase increased even after the temperature was changed to the initial $37^{\circ}C$. Conclusions: The results suggest that the orthodontic force level can not return to the initial force level after temperature changes. When applying superelastic nickel-titanium archwires, we must consider that a lighter force than the loading force and a heavier force than the unloading force will be applied after intraoral temperature changes caused by eating and drinking.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.33 no.2
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• pp.729-737
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• 2013

The environmental load of concrete pavement can be categorized by temperature and moisture loads, which mean temperature distribution, and drying shrinkage and creep in the concrete slab. In this study, a method calculating the environmental load essential to mechanistic design of airport concrete pavement was developed. First, target area and design slab thickness were determined. And, the concrete temperature distribution with slab depth was predicted by a pavement temperature prediction program to calculate equivalent linear temperature difference. The concrete drying shrinkage was predicted by improving an existing model to calculate differential shrinkage equivalent linear temperature difference considering regional relative humidity. In addition, the stress relaxation was considered in the drying shrinkage. Eventually, the equivalent linear temperature difference due to temperature and the differential shrinkage equivalent linear temperature difference due to moisture were combined into the total equivalent linear temperature difference as terminal environmental load. The environmental load of eight civilian and two military airports which represent domestic regional weather conditions were calculated and compared by the method developed in this study to show its application.

• Journal of Korean Society of Steel Construction
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• v.12 no.6
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• pp.727-736
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• 2000

The present study investigates the influences of vehicle induced loads on the thermal buckling behavior of straight and curved continuous welded rail (CWR) tracks. Quasi-static loads model is assumed to determine the uplift region, which occurs due to the vertical track deflection induced by wheel loads of vehicle. The lateral loads of vehicle induced by weight, the speed, the superelevation and curvature of track, and other dynamic vehicle track interaction, are included in the ratio of lateral to vertical vehicle load. Parametric numerical analyses are perfomed to calculate the upper and lower critical buckling temperatures of CWR tracks, and the comparison between the results of this work and the previous results without vehicle is also included.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.21 no.1
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• pp.1-7
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• 2020

Although the temperature load is an important load among the various loads affecting the behaviors of general rahmen-type temporary bridges (GRTB), no study of the thermal load has been carried out. In the case of GRTB, horizontal displacement should be free, and the generated internal force should be minimized to reduce stress due to a temperature load. Sliding girder type bridge (SGTB) allows the axial deformation due to thermal load, and decreases the axial stress and delivers bending stress. This study examined the temperature behavior of an SGTB. Structural analysis was carried out for four types of spans (eq, 10, 20, 30, and 40m) and three types of pier heights (eq, 2, 4, and 6m) along with the GRTB. The applied loads were a fixed vertical load and an axial temperature load. The friction coefficient was 0.4, which is a representative value of a steel girder. Consequently, the stress of the SGTB increased with increasing span length, regardless of the temperature load. The stress of the GRTB increased with increasing temperature and span length. Compared to the GRTB, the stress of the SGTB decreased by 20% to 50% at the center of the girder and by 50% to 90% at the bottom of the pier. This could secure the structural efficiency compared to the GRTB with the same specifications.

• Journal of Korean Society of Steel Construction
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• v.22 no.6
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• pp.563-572
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• 2010

This study evaluates the load-carrying capacity of a thermal prestressed steel beam with an eccentric bracket. The steel beam that is proposed in this study has an eccentrically installed cover plate through application of the eccentric bracket. The eccentric bracket helps the steel beam achieve greater sectional stiffness and more efficiently induces prestress. A material non-linear characteristic applied finite element analysis was also conducted to check the validity of the experiments. The results of this study showed that the structural stiffness, yield load, and ultimate strength of the TPSM-applied steel beam with the eccentric bracket increased due to the eccentricity of the cover plate.

• 기술발표회
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• s.2006
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• pp.193-198
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• 2006

서울지하철 0호선 000 공구 000 정거장 구간은 버팀보 7단, 어스앵커 2단, 그리고 록볼트 3단의 개착식 가시설로 설계되어 있다. 버팀보 및 앵커 축력 계측을 위해 변형률계 및 하중계를 설치하고 연속계측 중, 4~6단 버팀보 수 개소에서 5월부터 하중이 급격히 증가하엿다. 따라서 굴착작업을 즉시 중단하고 관리기준치를 초과하는 하중이 계측된 STA.9k+750~800 구간의 5, 6단 버팀보 위치에 격간으로 총 20본(10본${\times}$2단), 그리고 STA.9k+900~920 구간의 7단 버팀보 위치에 격간으로 총 9본(9본${\times}$1단)의 버팀보를 추가적으로 설치 완료하였다. 이 때, 추가 버팀보는 선행하중잭을 이용하여 10ton의 선행하중을 재하하였으며, 향후 추가 보강 필요시 재하하중 증가가 가능하도록 조치하였다. 또한, 추가 설치된 버팀보, 그리고 이상하중이 발생된 버팀보에 계측기를 추가 설치하여 지속적으로 계측중이며, 띠장의 변위발생 구간은 스티프너 및 앵글 등을 응급조치하였다. 본 사례 연구에서는 보강 전.후의 계측결과 및 수치해석적 분석을 이용하여 가시설 굴착시 버팀보의 하중증가 원인 및 보강 효과를 규명하고, 향후 추가 굴착시의 안정성 여부를 검토해 보고자 하였다. 계측값 분석 결과, 추가버팀보 보강 후의 기존버팀보 축력 계측 결과 보강 직후 기존버팀보의 축력이 어느정도 감소하였으며, 이후 시간이 지남에 따라 축력이 더 이상 증가하지 않고 일정한 값에 수렴하는 경향을 보였다. 또한 수치해석 결과 온도 증가가 버팀보 축력증가에 미치는 영향은 버팀보 위치의 지반강성이 클수록 크며, 축력증가는 온도증가에 대체적으로 비례하였고, 추가버팀보의 보강 효과는 선행하중의 크기에 비례하는 것으로 나타났으며, 잔여굴착은 전반적으로 기존 버팀보의 축력 증가에 영향을 미치는 것으로 나타났다. 따라서 추가굴착시 지속적인 계측을 수행하며, 급격한 축력증가가 관찰될 경우 현재 보강된 버팀보의 선행하중 추가 재하, 굴착에 가장 큰 영향을 받는 최하단 버팀보의 추가보강 등의 대책방안을 제시하였다.