The amount of deflection that affect deflection caused by the load of steel board used to support concrete blocks were analyzed. By eliminating the central area of the cross section of board, it was possible to design a new board that reduces the weight of the board by about 50% while increasing the deflection by only about 10% for 5000N load. Since the deflection of the board is inversely proportional to the moment of inertia for area, it is most important to increase the cross-sectional height of the board to reduce the deflection, followed by the thickness of the upper and lower plates, and the thickness of the internal forming material played the smallest role. The other parts, the side supporting parts and reinforcing parts, were found to play a negligible role in preventing deflection. Applying the results of this study, we can predict the amount of board deflection and find the effective cross-sectional design of board without exceeding the deflection limit.

Power converter devices require a high level of quality because they have a high direct connection with vehicle operation. Therefore, structural bonding was carried out by friction stir welding with excellent mechanical properties. Friction stir welding can cause structural deflection depending on the load of the welding tool, so it is important to control this for high quality flatness. In this study, pre-welding was performed before welding to minimize deflection generated during welding. And deflection reduction data according to the location of pre-welding were analyzed through dynamic analysis. As a result, based on computerized data rather than experimental data an optimized position of pre-welding was secured to minimize the deflection that occurs during friction stir welding. Through this, a process guide that enables high quality structural bonding was presented.

PURPOSES : The purpose of this study is to investigate the tendency of material property estimation under different concrete distress conditions and curling conditions when non-destructive tests such as rebound hammer and surface deflection test are applied to concrete pavement. METHODS : Nondestructive tests using Schmidt hammer and Falling Weight Deflectometer were performed to inspect the expressway concrete pavements constructed more than 20 years ago. Some results were compared with core tested elastic modulus and compressive strength. RESULTS : As a result of the rebound test, the section with Alkali-Silica Reaction(ASR) distress was outside the range of the existing estimation formula, but the control section was found to be within the range of the existing estimation formula. As a result of the physical property estimation through deflection test, the section with ASR distress showed greater fluctuations in the estimated material properties and deflection ratio compared to the control section, showing that the ASR damage seems to affect the slab deflection behavior. CONCLUSIONS : The rebound test may not sufficiently reflect the decline in material properties due to concrete damage. The deflection test can obtain results that reflect the deterioration of material properties, but it was confirmed that significant variability may occur, so it seems to necessary to perform complementary indoor core tests with nondestructive testing(NDT) tests.

승객에게 편안한 승차감을 제공할 수 있도록 자기부상열차 차체 연직가속도의 진동크기에 대한 기준을 제시하고 이를 만족하는 가이드웨이 구조물의 처짐한계를 제안한다. 차량-구조물 상호작용을 고려한 해석기법을 사용하여 자기부상열차 시스템의 매개변수 해석을 수행하고, 차체 연직가속도에 대한 기준을 만족할 수 있는 가이드웨이 구조물의 처짐한계를 L/1300 로 제안한다. 이를 실제 자기부상열차 시스템의 동적 해석에 적용하여 제안한 처짐한계의 적절성을 검토한다. 기존의 자기부상철도 가이드웨이 구조물의 설계 기 준과 비교하였을 때, 이 연구에서 제안한 처짐한계를 적용하면 경제적인 가이드웨이 구조물의 설계와 시공이 가능할 것으로 기대된다.

PURPOSES: The objective of this study is to evaluate and compare the stiffness characteristics and seasonal variation in surface deflections of block and asphalt pavements using the light weight deflectometer (LWD) and falling weight deflectometer (FWD). METHODS: LWD and FWD testing was conducted on block and asphalt pavement sections in a low-impact development facility, to evaluate the structural capacity and seasonal variation in asphalt pavements. To analyze the seasonal variation in stiffness characteristics, this testing was performed in October 2016, January 2017, and March 2017 in the same drop locations. RESULTS : It was found from that the average center deflections in the asphalt and block pavements were 218 ㎛ and 2974 ㎛, respectively. The center deflections measured using FWD testing in block pavement are 15 times those measured in asphalt pavement. It was also observed that LWD deflections in block pavements were decreased by approximately 65-90% as the air temperature dropped from 20 to 4℃. The degree of reduction in block pavement was significantly higher when compared with asphalt pavement, which showed a 25- 50% reduction in deflection. CONCLUSIONS: When using block pavements for roadways, the structural capacity of the pavement system should be considered during the design and construction stages. In block pavements, the use of low-quality material and insufficient compaction in the base and subgrade layers can induce a reduction in structural capacity, which would lead to the need for frequent repair work. A reinforcement underneath the block layer would be an appropriate measure for improving the structural support and extending the service life.

In this study, we analyzed the structural safety and vibration characteristics of rotational drive in 3D CT scan equipment using finite element analysis. The analysis results showed a safety factor of 9.2 and a left and right vertical deflectional deviation of 0.24mm from the maximum equivalent stress. After applying weight compensation of 27.7kgf, the structural analysis reduced the safety factor to 7.6, but the deflectional deviation of the left and right structure was reduced to 0mm. Also, we presented the optimum design of rotational drive through the vibration analysis.

PURPOSES: The purpose of this study is to evaluate and improve the potential risk of road cave-ins due to subsurface cavities based on the deflection ratio measured with light falling weight deflectometer (LFWD) tests. METHODS : A cavity database for Seoul was developed and sorted. LFWD tests based on the database were conducted on pavement sections with and without road cavities detected by ground-penetrating radar (GPR) tests; after excavating the area, the cavity sizes were measured. The deflection ratio was applied and analyzed by cavity management grade methods of Japan and Seoul. RESULTS : The results of comparative analysis show that the deflection method can detect road cavities in areas of the narrow road (or in narrow areas of the road). The average deflection ratio of the cavity sections to the robust sections were 2.48 for high-risk cavities, 1.85 for medium-risk level cavities, and 1.49 for low-risk cavities. Risk levels in Japan and Seoul were reclassified according to the deflection ratios. CONCLUSIONS : LFWD test results can be applied to verify and improve the subsurface cavity risk level by comparing maximum deflection and deflection ratio between cavity area and non-cavity area at the loading center. LFWD devices also have more advantages compared with larger NDT(Nondestructive test) because FWD and GPR encounter difficulties in traffic control and they could not get in a narrow roads.

This is the abstract section. One paragraph only Road cavities recently in urban are causing collapse of road surface layer due to loss of support bearing capacity. Detecting road cavities with ground penetrating radar(GPR) test, then excavation and backfill are performed in the anticipated cavity area. However sometimes detecting errors are occurred because of the complexity of the GPR test result analysis or interval space between larger gravels. So before unnecessary excavation, verification for detect the cavities results should be needed. The purpose of this study suggest deflection method by the light weight deflectometer(LWD) as a verification way of GPR test results and as a tracking investigation method continuously at the sites having small size cavity. LWD devices has more advantages than larger NDT because FWD has difficulties in a traffic control and entrance of narrow-back road. In this study, LWD tests were conducted on the pavement sections with and without road cavity detected by GPR tests and after excavating the area, the cavity sizes were measured. LWD test results can be applied to verify a subsurface cavity by comparing maximum deflection and deflection ratio between cavity area and non cavity area at the loading center. The higher deflection and lower modulus was measured at cavity sections. Based on the results of the comparative analysis, It is found that deflection method has a possibility of complementary for detecting road cavity. Also cavity size prediction equation was attempted to propose through deflection ratio using a database. Compared with another validation data, the proposed prediction equation is more suitable for detecting cavity existence than size estimation because the average error rate is larger. As a results of the analysis with depth ratio as a factor, it is necessary to improve the cavity size prediction through the normalization using the parameter of road properties.

본 연구는 축산관련차량에 적재물질을 상하차 할 때 발생하는 적재하중을 측정 할 수 있는 로드셀을 개발하고, 개발 로드셀의 성능을 평가한 것이다. 축산관련차량의 차체 하단에 평행 판스프링은 하중이 적재함에 따라 변위가 발생하며, 발생 변위를 개발 로드셀로 측정하여 하중 데이터를 수신하였다. 실험을 위해 실제 차량의 평행 판스프링을 이용하여 실험용 지그를 설계하였고, 실제하중은 프레스(press)를 통해 조성하였다. 실험은 하중이 선형적으로 측정되는지 확인하기 위한 직진성 테스트와 평행 판스프링의 복원력을 확인하기 위해 하중의 증·감소를 통한 히스테리시스 테스트를 진행하였다. 실험결과는 실제하중과 로드셀을 통해 측정한 하중은 비교적 차이를 나타냈지만, 일부 보정을 통해 정확도를 향상 시킬 수 있을 것으로 판단된다. 히스테리시스 테스트의 경우 하중이 감소할 때 평행 판스프링의 탄성으로 인한 오차 발생은 추가적인 센싱을 통해 수정이 필요할 것으로 판단된다.

Mineral filler is used for resin compounds, because it increases the stiffness and thermal stability of a resin compound, and it also cuts down the cost. Calcium carbonate, silica, magnesium oxide, and others are used as filler materials in general, and the type of filler material, the size, and content can affect the physical properties of compounds. Those factors also influence the viscosity of resin mixtures and the workability, and should be adjusted by changing the contents of the filler, which depends on the size. In this study, five kinds of ground calcium carbonate, which were different in size, were used to produce polyester compounds ; the physical properties were compared with the filler size and contents. The mechanical properties were measured by bending strength and tensile strength, and the heat deflection temperature was obtained for thermal stability.

2010년 우리나라는 교통운영체계 선진화 방안의 일환으로 교통지체 및 교통사고 잦은 지점을 중심으로 일반 평면 교차로에서 회전교차로(Roundabout)을 도입하였으며, 현재 전국적으로 약 400개소가 운영 중 이다. 국내･외의 급격한 회전교차로 증가는 회전교차로의 독특한 기하구조와 운영방식에 의해 교통소통 및 안전 개선에 획기적으로 기여하는 했다는 점이다. 국내에서는 회전교차로 설치 전 대비 교통사고 발생 건수 평균 약 40% 감소, 통행시간 평균 약 30% 감소하는 것으로 나타났으며, 국외의 경우에서도 회전교 차로 도입에 따른 교통사고가 설치전보다 30~80% 감소된 것으로 나타났다. 비록 다양한 도로･교통 환경 에서 자동차 통행이 가능하기 위해 2014년에 회전교차로의 설계기준을 개정되었지만, 국외에 비해 더 제 약적인 국내 도로 환경에서 적용 가능하기 위해 더 유여한 설계 방안을 제시할 필요가 있다. 회전교차로 의 설계 요소들(내접원, 중앙교통섬, 회전차로 폭, 진출입 차로 폭 및 회전반경)은 설계자동차와 연관성이 상당히 높으며, 건설비용, 안전 혹은 운영측면과도 밀접한 관계가 있다. 따라서 적절한 설계기준 제시는 인프라 성능･안전 적정 유지와 공사비용에 중요하다. 그러나 너무 보수적인 설계기준을 적용한다면 지나 친 건설비용 혹은 높은 속도에 따른 안전문제가 발생할 수 있다. 본 연구에서는 접근로 중심선 방향이 회 전교차로의 중심을 향하도록 하는 방식 대비 회전교차로 중심의 왼편으로 편형에 따른 진출입 차로 폭과 회전반경 영향 정도를 정립하여 유연한 기준 값 적용 가능성을 분석하였다. 차량의 주행 궤적 분석 시뮬 레이션 프로그램(AutoTURN)을 이용하여 1차로형 회전교차로(설계기준자동차:세미트레일러)와 2차로형 회전교차로(설계기준자동차:대형자동차+세미트레일러)의 각각 한 가지 설계조건(내접원 지름)을 대상으 로 편형에 따른 관련 설계요소들에 미치는 영향을 분석하였다. 시뮬레이션 결과, 접근로 중심선 방향이 회전교차로 중심을 향하도록 하는 방식 대비 그 중심의 왼편으 로 편형에 따른 방식이 같은 회전반경에서 진입차로 폭을 상당히 감소시키는 것으로 나타났다. 특히 편형 이 클수록 그리고 2차로형 회전교차로에서 관련 영향정도가 더 큰 것으로 나타났다. 이러한 편형 방식을 통해 공사비용 절감뿐만 아니라 좁은 차로 폭으로 인한 접근 차량 속도 감소를 유도하여 안전효과도 기대 할 수 있다고 판단된다.

Pipe line for the water supply and/or drainage is one of the most important life lines which is usually suffered from the damage due to exterior load induced deformation and due to the lack of support resistance provided by the surrounding soil. GFRP (Glass Fiber Reinforced Polymer Plastic) pipes are generally thinner, lighter, but stronger than the existing concrete or steel pipes, and it is excellent in stiffness/strength per unit weight. In this study, we present the result of field test for buried RPMP (Reinforced Polymer Mortar Pipe) and RTRP (Reinforced Thermosetting Resin Pipe) pipes with 2,400mm diameter. The vertical and horizontal ring deflections are measured for 387 days. The ring deflection of RPMP and RTRP measured by the field test is compared with the ring deflection limitation (5%) according to ASTM D 2412.

본 연구에서는 프리스트레스트 콘크리트 보의 처짐 예측을 위해 재료비선형이 고려된 콘크리트 및 철근, 강연선의 거동을 고려할 수 있는 구성모델을 조합하여 적층 쉘 요소를 사용한 유한요소해석 모델에 적용하였다. 이를 기존 연구자들의 실험결과와 비교함으로써 모델의 타당성을 검증하였고, 스팬-깊이비, 편심 그리고 프리스트레싱 크기에 대한 처짐을 해석하고 이를 수계산 결과와 비교하였다. 그 결과, 스팬-깊이비가 커질수록, 편심이 작아질수록, 프리스트레싱 크기가 작아질수록 처짐이 증가하는 것을 확인하였다. 또한, 편심이 매우 작을 경우와 프리스트레싱 크기가 매우 작을 경우에는 수계산이 처짐을 과대평가한다는 것을 확인하였다.

본 논문에서는 탄소성 영역 내 패치 로딩 크기에 따른 알루미늄 합금 사각형 판의 초기 처짐 영향을 수치해석방법으로 이용한 탄성 및 탄소성 대변형 시리즈 해석을 수행하였다. 주변 지지조건은 단순지지로 가정하고 초기 처짐 크기(w/t), 종횡비(a/b), 세장비(b/t)를 고려하여 알루미늄 합금 A6082-T6 사각형 판의 임계 탄성 좌굴하중과 좌굴 후 거동을 검토하였다. 탄성 및 탄소성 대변형 시리즈 해석은 상용프로그램을 사용하였다. 초기 처짐 크기가 작을 경우 하중증가와 함께 면내 강성이 처음부터 감소하며 크기가 커질수록 훨씬 두드러지게 발생한다. 종횡비가 커질수록 초기항복강도는 점차 감소하며 판 두께가 두꺼울수록 패치 로딩 크기(l/b) 0.5 이후 초기 항복강도 감소비율은 얇은 두께보다 더 크게 발생한다.

본 연구에서는 프리스트레스트 콘크리트 일방향 슬래브의 사용성 평가를 위한 처짐을 분석하기 위하여 유한요소법에 기반한 해석적 연구를 수행하였다. 유한요소 상용 프로그램을 이용한 해석결과와 실험결과를 비교하여 모델링의 타당성을 검증하였으며, 비교적 유사한 결과를 나타내었다. 또한, 콘크리트 압축강도, 편심 거리, 활하중, 그리고 긴장재의 배치형태에 따른 처짐을 분석하여 수계산 결과와 비교하였고, 회귀분석을 통해 변수들과 처짐 사이의 상관관계를 확인하였다. 그 결과, 콘크리트 압축강도가 클수록, 편심 거리가 클수록, 활하중이 작을수록 처짐이 감소하는 것을 확인하였으며, 직선형태의 처짐이 가장 작고 절곡형태의 처짐이 가장 큰 것을 확인하였다. 또한 회귀분석을 통해 콘크리트 압축강도와 편심 거리가 솟음값에 미치는 영향을 분석하였다.