• Journal of the Korea institute for structural maintenance and inspection
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• v.17 no.6
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• pp.31-39
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• 2013

The ultimate behavior of high-strength concrete beams is studied with respect to their strength. Thirteen beams were analyzed and the results are presented herein. The variable parameters were the concrete's compressive strength, from 57 to 184 MPa and the amount of lateral torsional reinforcement, from 0.35 to 1.49%. The ultimate torsional strengths from tests were compared with those by this proposed theory and by the ACI code. As a consequence, The ultimate torsional strengths by this proposed theory show the better results than those by the ACI code.

• Geotechnical Engineering
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• v.3 no.3
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• pp.21-30
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• 1987

Some methods are presented to estimate the ultimate lateral resistance of single active piles subjected to lateral loads above the ground surface, considering the lateral soil reaction, the pile length and the fixity condition of a pile head. The lateral soil reaction acting on a single active pile embedded in soil due to pile movement can be estimated by use of a theoretical equation which is derived by considering especially the plastic state of ground surrounding the pile and the pile- section shape. The piles are named short or long depending upon the relative magnitude of the induced bending moment to the yielding moment. As for the fixity condition of a pile head, the free head and the unrotated head are considered. Comparison with other experimental results gives that the calculated ultimate lateral resistance obtained by the author's theory is closer to experimental results than the one obtained by Brom's theory.

• Geotechnical Engineering
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• v.11 no.2
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• pp.19-28
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• 1995

Based on the various test data acquired in the field, the large pressure chamber and the small pressure chamber, uplift behaviors and method of determining the ultimate uplift capacity of pile driven in small pressure chamber were studied. After uplift pile experienced 2 or 3 sudden slip due to increase of uplift load, complete pullout failure was occurred. Thus, it appears that the ultimate uplift capacity could be identified as the load at displacement where first slip occurs. The ultimate uplift capacity might be determined in every test and the disturbance after first uplift test could be recovered by adding one blow of the drop hammer, which had to depend on the model pile capacity.

• Magazine of the Korea Concrete Institute
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• v.6 no.2
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• pp.159-168
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• 1994

The present study proposes a realistic method to analyze the prestressed concrete members subjected to torsion. For this end, this study devises a method to realistically take into account the tensile stiffness of concrete after cracking. The effects of biaxial compressive and tensile loadings on the compressive and tensile strengths of concrete are also taken into account in the present model. The comparison of the present theory with experimental data indicates that the proposed model dipicts reasonably well the actual behavior of prestressed concrete members subjected to torsion. The present model can predict not only the service load behavior, but also up to the behavior of ultimate load stages.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.16 no.1
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• pp.43-52
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• 2003

The present study is to investigate the ultimate behavior and limit state design of 2-I) R/C structures, with the changing of crack direction, and the yielding of the reinforcing steel bars, and Is to introduce an algorithm for the limit state design and analysis of 2-D R/C structures, directly from the finite element model. For the design of reinforcement in concrete the limit state design equation is incorporated into finite element algorithm to be based on the pointwise elemental ultimate behavior. It is also introduced a simplified nonlinear analysis algorithm for stress-strain relationship of R/C plane stress problem considering the cracking and its rotation in concrete and the yielding of the reinforcing steel bar. The algorithm is incorporated into the nonlinear finite element analysis. The analysis model is compared with the experimental model of R/C shear wall. In a simple design example for a shear wall, the required reinforcement ratios in each finite element is obtained from the limit state design equations.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.4 no.1
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• pp.27-48
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• 1984

This study is conserned with the optimization of reinforced concrete frames using limit state design theory. Formulations of the optimal design for reinforced concrete frame based on the limit state theory turn out to be the nonlinear programming problems which have to deal with the required steel area, the width and effective height of the beam and column section and the moment reduction factor as the design variables. The objective function is formulated as the total construction cost which considers the costs of steel, concrete and forming for the reinforced concrete frames, and the basic constraints are imposed upon both ultimate and serviciability limit state concepts. Also, the stress blocks assumpted in CP110 and Hognestad et al. theory are applied to analysis an ultimate resistant section force for the ultimate limit state and only the criteria of CP110 are used for serviciability limit state. The optimized technique which is applied to solve the nonlinear programming problems for the optimization of reinforced concrete frames is SUMT utilizing the modified Newton-Raphson method. This algorithm is used to test for the two reinforced concrete frames, and then is compared and analysized with the numerical results of reference(10) to examine its convergence, applicability and stability under the same conditions. The results of this study are discussed about the economy comparision of the optimal values for CP110 and Hognestad et al., and the applicability, stability, convergence and validity of this algorithm used herein through the numerical analyses.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.37 no.2
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• pp.277-287
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• 2017

This paper describes the specifications on balanced steel ratio and maximum reinforcement for the design of RC flexural members by the Korean Highway Bridge Design Code based on limit states design. The Korean Highway Bridge Design Code (Limit States Design) is not provide for the balanced steel ratio specification for the calculation of required steel area of RC flexural members design. The maximum steel area limited the depth of the neutral axis at the ultimate limit states after redistribution of the moment, and also recommended the maximum steel area should not exceed 4 percent of the cross sectional area. However, from the maximum neutral axis depth provisions should increase the cross section is calculated to be less the maximum reinforcement area, and according to the 4% of the cross sectional area of the concrete, the tensile strain of the reinforcement is calculated to be greater than double the yielding strain, so can not guarantee a ductile behavior. This study developed a balanced reinforcement ratio that is basis for the required reinforcement calculation for tension-controlled RC flexural members design in the ultimate limit states verification provisons and material properties and applied the ultimate strain of the concrete compressive strength with a simple formular to be applied to design practice induced. And assumed the minimum allowable tensile strain of reinforcement double the yielding strain, and applying correction coefficient up to the ratio of maximum neutral axis depth, proposed maximum steel ratio that can be applied irrespective of the reinforcement yield strength and concrete compressive strength.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.4A
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• pp.735-742
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• 2006

In this study, the ultimate shear strength behavior of transversely stiffened curved web panels was investigated through nonlinear finite element analysis. It was found that if the transverse stiffener has a sufficient rigidity, then curved web panels used in practical designs are able to develop the postbuckling strength that is equivalent to that of straight girder web panels having the same dimensional and material properties. The nonlinear analysis results indicate that in order for curved web panels to develop the potential postbuckling strength. The rigidity of the transverse stiffener needs to be increased several times the value obtained from the Guide Specifications (AASHTO, 2003). However, in the case of thick web panels where the shear design is governed by shear yielding, the stiffener rigidity does not have to be increased. From the analysis results, a simple design formula is suggested for the rigidity of transverse stiffener under strength limit state.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.4A
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• pp.727-734
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• 2006

Although a limited number of experimental investigations and finite element analyses revealed that a curved web panel in practical design has a considerable reserve strength after the elastic buckling as a straight girder web panel, the current Guide Specifications for Horizontally Curved Steel Girder Highway Bridges (AASHTO, 2003) do not consider the postbuckling strength in the ultimate shear strength due to lack of a comprehensive study. In this study, the ultimate shear strength behavior of horizontally curved steel web panels was investigated through nonlinear finite element analysis and experimental test. It was found that curved web panels used in practical designs are able to develop the postbuckling strength that is equivalent to that of straight girder web panels having the same dimensional and material properties.

• Journal of the Korea Concrete Institute
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• v.18 no.4 s.94
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• pp.543-552
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• 2006

The current design for crack width control in concrete bridges is incomplete in analytical models. As one of the important serviceability limit states, the crack width be considered with the quantitative prediction of the initiation and propagation of corrosion and corrosion-induced cracking. A serviceability limit state of cracking can be affected by the combined effects of bond, slip, cracking, and corrosion of the reinforcing elements. Considering life span of concrete bridges, an improved prediction of crack width affected by time-dependent general corrosion has been proposed for the crack control design. The developed corrosion models and crack width prediction equation can be used for the design and the maintenance of prestressed and non-prestressed reinforcements by varying time, w/c, cover depth, and geometries of the sections. It can also be used as the rational criteria for the maintenance of existing concrete bridges and the prediction of remaining life of concrete structures.