• Journal of Welding and Joining
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• 제13권3호
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• pp.18-33
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• 1995

천연가스는 지구상에서 비교적 광범위하게 생산되며 구미 등에서는 대부분 pipe line으로 소비지까지 운송하여 사용하고 있지만 일본 등에서는 액화 천연가스 (LNG)로 저장, 수송하여 사용하고 있다. LNG 저장탱크는 생산측의 액화기지와 사용측 의 수입기지에 설치되며 지금까지 약 240기가 건설되어 있다. 종래 탱크 1기의 용량 은 대부분 6 - 8만m$^{3}$ 규모였지만, 토지의 유효이용 등으로 대형화되고 있으며, 또 지상식에서는 PC(Prestressed Concrete)의 방파제를 외부탱크에 근접시켜 외부탱크 와 일체화시킨 PC LNG 탱크가 개발.설계되었다. 일본에서는 이미 이 방식으로 세계 최대규모인 14만m$^{3}$ 탱크가 건조되어 가동 중이다. LNG의 주성분은 메탄이고 비등점은 -161.5.deg.C로 극저온이다. 이러한 저온에서도 취화되지 않고 사용할 수 있는 재료는 9%Ni강, Al 합금, 스테인레스강 및 Invar 등이 있지만, 탱크의 대형화에 따라 가공성, 용접성 및 경제성을 고려하여 요즈음은 9%Ni강이 주로 사용되고 있다. 한편 9%Ni강용 용접재료는 고Ni계 합금 및 모재와 동일한 성분계의 공금계가 있지만 지금까지 고 Ni계 합급이 주로 사용되고 있다. 본 내용에서는 9%Ni강을 사용한 지상식 평지원통형 LNG 탱크를 예로 들어 탱크의 개요 및 용접재료, 용접시공 등을 포함한 용접기술에 대해서 개괄적으로 설명하고자 한다.

• 한국안전학회지
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• 제31권1호
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• pp.74-80
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• 2016

In this paper, structural characteristics for an extradosed prestressed concrete box girder bridge are investigated in terms of selective parameters. These parameters are mainly associated with the structural details of the extradosed bridge and derived from currently available literatures regarding previous design drawings. The analyses have been carried out using general-purpose structural analysis program, RM-Space Frame. The parameters evaluated for the present study represent the most salient features of the extradosed bridge and are as follows; 1) span length ratio(side-span length to center-span length), 2) boundary condition of girder, 3) height of pylon, 4) anchorage location of external cables and 5) girder stiffness. The analytical predictions indicate that span length ratio and pylon height are reasonably adequate in the range of 0.55 to 0.60 and $L_m/8$ to $L_m/12$ respectively for the bridge under consideration. Also, demonstrated is the boundary condition of girder, in which rigid-connection details give more efficiency than the continuous details. In addition, considering structural characteristics of the extradosed bridge, it is desirable that the girder stiffness should be determined by the stress range of external cables rather than bending moment of girder.

• 한국안전학회지
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• 제29권2호
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• pp.38-44
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• 2014

When a cable-stayed bridge is under construction, the cable tension that changes according to the construction phase is the index indicating the proper construction management. In this study, the vibration method using the least-square estimation has been implemented to monitor changing tensions of two multi-strand cables of a cable-stayed bridge under construction. The test bridge is Hwamyung Bridge in Korea with a prestressed concrete box girder. The field tests are executed during the second tensioning stage just after the installation of the key segment. The tensions of two cables are measured before and after the tensioning and 5 days later (i.e., after finishing the tensioning of all cables). The accuracy of the estimated tensions by the vibration method has been improved by employing proper effective lengths of the cables. The measured tensions are compared with the result of the lift-off tests and design tensions. The vibration method shows very good performance in monitoring the changing tensions according to the construction phase with minimal error.

• 한국소음진동공학회논문집
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• 제20권4호
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• pp.331-337
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• 2010

The thesis shows that we gauged vibration of vehicular load regarding WPC girder bridge and researched into dynamic characteristics(natural frequency, vibration acceleration) of WPC girder bridge. By the basic of that, we researched on vibration serviceability by looking over and being compared to vibration criteria we had before. In the thesis, the gauged vibration made an analysis of vertical acceleration through FFT method and evaluated vibration serviceability about vibration sense the body feels by means of the standard of ISO assessment standard and Meister assessment standard by referring to analysis data. This research on bridge is WPC girder bridge of 90 m span, width of 5.5 m, and the experiment was gauged by a fluent which is right way and inverse way about dump truck of gross 270 kN. Acceleration was located in the middle of 1st span, 2nd span, 3rd span. As a result of appraisal standard of Meister, the vibrations of the bridge have distributed between "level C, strongly perceptible" and "level B, disturbing". Also the vibration can be attacked with unpleasant feeling. As a result of appraisal standard of ISO, from vibration influence didn't come to 60s, and reduced comfort boundary in part of most rigorous standard that such a case didn't happen.

• Smart Structures and Systems
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• 제2권3호
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• pp.253-274
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• 2006

The structural monitoring of multi-wire strands is of importance to prestressed concrete structures and cable-stayed or suspension bridges. This paper addresses the monitoring of strands by ultrasonic guided waves with emphasis on the signal processing and automatic defect classification. The detection of notch-like defects in the strands is based on the reflections of guided waves that are excited and detected by magnetostrictive ultrasonic transducers. The Discrete Wavelet Transform was used to extract damage-sensitive features from the detected signals and to construct a multi-dimensional Damage Index vector. The Damage Index vector was then fed to an Artificial Neural Network to provide the automatic classification of (a) the size of the notch and (b) the location of the notch from the receiving sensor. Following an optimization study of the network, it was determined that five damage-sensitive features provided the best defect classification performance with an overall success rate of 90.8%. It was thus demonstrated that the wavelet-based multidimensional analysis can provide excellent classification performance for notch-type defects in strands.

• 한국철도학회논문집
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• 제9권1호
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• pp.102-109
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• 2006

The PSC girders which currently used at highway bridge have the standard cross sections about 25m, 30m and 35m span. Thus, in case of highway bridge design, the bridge designer can choose the adequate standard cross section according to constructional condition. However, in railway bridge design, there are limitations on reasonable bridge design considering circumstances of a construction site and conditions of location etc, because the PSC girders used at railway bridge have the cross section about only 25m span length. In this study, the optimum design for the PSC girder railway bridge with 30m span length has been performed. Also, in order to investigate the dynamic stability of railway bridge using the optimum section of PSC girder, dynamic analysis has been carried out. From the results of analysis, it is suggested to denote the optimum section which satisfied the structural safety, dynamic stability and economical efficiency all together.

• 한국지진공학회논문집
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• 제10권1호
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• pp.63-74
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• 2006

원전 구조물 및 주요기기의 지진 안전성 평가에서는 내진성능을 정량화하는 방법으로 취약도 분석이 사용되고 있다. 지진취약도 분석은 격납건물의 설계 시 반영된 보수성을 배제한 실질적인 내진성능을 평가하는 것으로 이러한 보수성을 성능 및 응답에 관련된 확률론적 변수로 고려하여 평가하게 된다. 본 연구에서는 비선형 지진 해석으로부터 얻은 구조물의 변위응답을 기초로 한 지진취약도 분석 방법을 제시하였다. 또한 원전부지에서 선정된 발생가능한 근거리지진, 원거리지진, 설계지진 및 확률론적 시나리오지진을 시나리오지진으로 선정하고 이들 지진동에 대한 비선형 지진해석을 통하여 한국 표준형 원전 격납건물의 지진취약도를 평가하였다.

• Structural Engineering and Mechanics
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• 제24권3호
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• pp.339-354
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• 2006

Hangzhou Bay Bridge spans the Hangzhou Bay and is located at Zhejiang province in the southeast seacoast of China. The total length of the bridge is 36 km. The bridge is composed of bridge approaches made up of multi-span prestressed concrete box girders and two cable-stayed bridges over the north and south navigable spans respectively. The seismic response analysis of the bridge model shows that if the navigable spans are designed as the routine earthquake-resistance system, the displacements and internal forces in pylons, piers and deckes are too large to satisfy the anti-seismic requirement of the structure. Therefore, the seismic reduction design was carried out by using viscous dampers to dissipate the kinetic energy of the structure both longitudinally and transversely. Using the vibration reduction system and aiming at the reasonable optimal goal, the purpose to reduce the seismic responses in south and north navigable spans has been achieved.

• Smart Structures and Systems
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• 제15권3호
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• pp.645-663
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• 2015

Recently, an indirect displacement estimation method using data fusion of acceleration and strain (i.e., acceleration-strain-based method) has been developed. Though the method showed good performance on beam-like structures, it has inherent limitation in applying to more general types of bridges that may have complex shapes, because it uses assumed analytical (sinusoidal) mode shapes to map the measured strain into displacement. This paper proposes an improved displacement estimation method that can be applied to more general types of bridges by building the mapping using the finite element model of the structure rather than using the assumed sinusoidal mode shapes. The performance of the proposed method is evaluated by numerical simulations on a deck arch bridge model and a three-span truss bridge model whose mode shapes are difficult to express as analytical functions. The displacements are estimated by acceleration-based method, strain-based method, acceleration-strain-based method, and the improved method. Then the results are compared with the exact displacement. An experimental validation is also carried out on a prestressed concrete girder bridge. The proposed method is found to provide the best estimate for dynamic displacements in the comparison, showing good agreement with the measurements as well.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2003년도 춘계학술대회 논문집
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• pp.337-342
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• 2003

The dynamic load effects are conveyed to the railway bridges through tracks which are generated by moving trains The dynamic load effects may vary due to the dynamic characteristics of the applied vehicle loads and the railway bridges containing the track system. However, the track effects have been neglected or simplified by spring elements in the most studies since it is quite complex to consider the track systems in the dynamic analysis models of railway bridges. In this study, track system on railway bridges is modeled using a three-dimensional discrete-support model that can simulate the load carrying behavior of tracks. In addition, this program is developed with the precise 20-car model and a continuous PSC(prestressed concrete) box girder bridge, which is the main bridge type of Korea Train express(KTX). Three-dimensional elements are used for both. The dynamic response of railway bridges is found to be affected depending on whether the track model is considered or not. The influencing rate depends on the traveling speed and different wheel-axle distance. The dynamic bridge response is decreased remarkably by the track systems around the resonant frequency. Therefore, the resonance effect can be reduced by modifying the track properties in the railway bridge.