• Journal of the Korea institute for structural maintenance and inspection
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• v.27 no.1
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• pp.64-70
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• 2023

In this study, reliability tests of torsion control expansion anchors according to drill bit diameters were performed. The standard deviation and coefficient of variation of the anchor were reviewed through the tests for each variable, and the results were compared and evaluated with the standard test results. As a result of the reliability test of the M12 and M16 anchors with 1.04 times the drill bit diameter, they were within 20% of the ultimate tensile load permissible standard coefficient of variation. It was found that the pulling-out performance of the anchor installed in the large hole was sufficiently secured. However, it was found to be about 253% and 210% of the design strength, indicating that the pulling performance of the anchor installed in 1.04 times the drill bit diameter was sufficiently secured. As a result of the reliability test of the M12 and M16 anchors with 1.02 times the drill bit diameter, the value of the coefficient of variation of the ultimate tensile load limit was within 20%, which satisfies the test standard. It was shown to be about 136% and 168% of the design strength, indicating that the pulling-out performance of the anchor installed in 1.02 times the drill bit diameter is sufficiently secured.

• Transactions of the Korean Society of Mechanical Engineers
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• v.14 no.5
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• pp.1320-1329
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• 1990

A static performance tester for a torque rod assembly was developed to evaluate the three characteristics of the rod rubber bushing : radial spring characteristic, thrust spring characteristic, and rotational torque characteristic. Among the various schemes considered in the conceptual design stage, the final versatile type was determined to perform three different tests in one machine. The performance testing machine carried out radial spring test, thrust spring test, and torque test of the torque rod assembly. Static performance of the torque rod assembly was evaluated with the tester developed and fatigue strength of the assembly was also tested with the servo-hydraulic structural fatigue testing machine. The life of the component was found to be related with the rubber quality and adhesionability between the rubber and the steel rod. The optimum rubber hardness was experimentally found by changing the chemical compositions of rubber, and the adhesion was improved by optimizing the shape of the outer section of a the rubber, this study ensured the development of a reliable torque rod assembly.

• Journal of Aerospace System Engineering
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• v.15 no.1
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• pp.72-79
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• 2021

In this study, as part of the development of an autonomous flying personal aircraft, an equivalent model of the main wing assembly of an Optionally Piloted Personal Air Vehicle (OPPAV) was developed. Reliability of the developed equivalent model was verified by eigenvalue analysis. The main wing assembly consisted of a main wing, an inboard pod, and an outboard pod. First, for developing an equivalent model of each component, components to produce the equivalent model were divided into several sections. Nodes were then created on the axis of the equivalent model at both ends of each section. In addition, static analysis with unit force and unit moment was performed to calculate the deformation or the amount of rotation at the node to be used in the equivalent model. Equivalent axial, bending, and torsional stiffness of each section were calculated by applying the beam theory. Once the equivalent stiffness of each section was calculated, information of a mass and moment of inertia for each section was entered by creating a lumped mass in the center of each section. An equivalent model was developed using beam element. Finally, the reliability of the developed equivalent model was verified by comparison with results of mode analysis of the fine model.

• Journal of Korean Society of Steel Construction
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• v.15 no.3
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• pp.231-239
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• 2003

Many box girder bridges have been constructed during the past several decades due to their large bending and torsional rigidities as well as aesthetic considerations. However, box girders have shortcoming in that the cross section distorts under an eccentric loading and warps out of the section plane. Therefore, in order to reduce distortional stresses such as distortional warping and transverse bending normal stresses, diaphragms were generally installed in the box girders. Shapes of the diaphragms in steel-box-girder bridges constructed up to date were solid-plate, frame, and truss types. The objectives of this study using parametric study were to evaluate the appropriate stiffness ratio of intermediate diaphragms and then to propose the effective spacing and numbers of intermediate diaphragms based on the evaluated stiffness ratio. Target bridges for this study were straight continuous span bridges with a single-cell steel box section. The parameters for the parametric study were the shape of box section, the span numbers, the equivalent span length, the stiffness of intermediate diaphragms, and the spacing of intermediate diaphragms. From the results of the parametric study, the effective spacing and numbers as well as the stiffness ratio of the intermediate diaphragms will be presented.

• Proceedings of the KSR Conference
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• 2007.11a
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• pp.480-493
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• 2007

Many railway-advanced countries are using the various types of track to reduce the track maintenance and repair cost according to the improvement of velocity. It spends on much maintenance and repair cost for ballast track due to abrasion of ballast, track irregularity and unisotropical ballast-support stiffness. The ballast track on railway bridge is accelerating the deterioration of ballast according to interaction of railway bridge and track. As continuing the deterioration, it is caused dynamic loads. Due to these effects, it increases negative loads of track and bridge. However, when designing the railway bridge, the effect of ballast track was applicate only dead load, so elastic behavior effect of ballast track is not influenced. Therefore, this paper presumes the stiffness of ballast track on railway bridge considering dynamic behavior of railway bridge, it was evaluated that effect on dynamic behaviors of railway bridge according to ballast track stiffness.

• Composites Research
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• v.33 no.5
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• pp.296-301
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• 2020

Laminated composite materials have excellent in-plane properties, but are vulnerable in thickness directions, making it easy to delamination when bending and torsion loads are applied. Thickness directional reinforcement methods of composite materials that delay delamination include Z-pinning, Stitching, Tufting, etc., and typically Z-pinning and Stitching method are commonly used. The Z-pinning is reinforcement method by inserting metal or carbon pin in the thickness direction of prepreg, and the conventional stitching process is a method of reinforcing the mechanical properties in the thickness direction by intersecting the upper and lower fibers on the preform. In this paper, I-fiber stitching method, which complement and improve weakness of Z-pinning and Stitching method, was proposed, and the static strength of composite single-lap joints using I-fiber stitching process were evaluated. The single-lap joints were fabricated by a co-curing method using an autoclave vacuum bag process. The thickness of the composite adherend was fixed, and 5 types of specimens were manufactured with varying the stitching pattern (5×5, 7×7) and angle (0°, 45°). From the test, the failure load of the specimen reinforced by the I-fiber stitching process was increased by up to 143% compared to that of specimen without reinforcement.

• Journal of the Korean Society of Marine Environment & Safety
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• v.22 no.1
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• pp.82-89
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• 2016

In this study, we proposed a pier of pontoon-type, "Very Large Floating Structure" (VLFS), with the length of 500m, breadth of 200 m and height of 2 m in Yeosu domestic port. Since this structure ought to endure wave loads for long periods at sea, it is essential to analyze the wave response characteristics. Direct-method is used to analyze the fluid-structure problem and the coupled motion of equation is used to obtain response results. The structural part is calculated by using finite element method (FEM) and the fluid part is analyzed by using boundary element method (BEM). Dynamic responses caused by the elastic deformation and rigid motion of structure are analyzed by numerical calculation. To investigate response characteristics of the pier in regular waves, several factors such as the wavelength, water depth, wave direction and flexural rigidity of structure are considered. As a result, wave response of pier changed at the point of $L/{\lambda}$ 1.5 and represented the torsional phenomenon according to the various incident waves. And the responses showed increasing tendency as the water depths increase at the incident point in case of $L/{\lambda}=8.0$ and peak point of vertical displacement amplitude moved from side to side as the flexural rigidity of structure changes.

• Journal of the Korea institute for structural maintenance and inspection
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• v.28 no.1
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• pp.1-11
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• 2024

The purpose of this paper is to suggest a method for applying a reasonable dam axial seismic load loading method and load-bearing capacity evaluation method in the dynamic analysis of the pier part of a concrete dam to which the seismic force of the collapse prevention level is applied. To this end, the pier part of a concrete dam was selected as a target facility, and the characteristics of the dynamic behavior in the axial direction of the weir dam were analyzed through dynamic analysis applying various weir widths, and 'U.S. The load-bearing capacity evaluation was performed by applying the RC hydraulic structure evaluation technique suggested by the Army Corps, 2007'. As a result of the study, when applying seismic force in the axial direction of the pier part, it is more realistic to assume that the axial direction of the weir part dam behaves as a rigid body and 'U.S. Army Corps, 2007' suggested that the method of reviewing the load-bearing capacity for moment and shear was considered reasonable, so it was concluded that improvement of the current evaluation method was necessary. If the improvement of the research result is applied, it will have the effect of deriving more reasonable evaluation results than the current seismic performance evaluation method using CLE. It is judged that additional research is needed in the future on the torsional moment occurring in the pier part.

• Journal of the Korea institute for structural maintenance and inspection
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• v.16 no.4
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• pp.34-43
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• 2012

The behaviors of the curved bridges which has been constructed in the RAMP or Interchange are very complicate and different than orthogonal bridges according to the variations of radius of curvature, skew angle and spacing of shoes. Occasionally, the camber of girder and negative reactions can be occurred due to bending and torsional moment. In this study, the effects on the negative reaction in the curved bridge were investigated on the basis of design variables such as radius of curvature, skew angle, and spacing of shoes. For this study, the twin-steel box girder curved bridge with single span which is applicable for the RAMP bridges with span length(L) of 50.0m and width of 9.0m was chosen and the structural analysis to calculate the reactions was conducted using 3-dimensional equivalent grillage system. The value of negative reaction in curved bridges depends on the plan structures of bridges, the formations of structural systems, and the boundary conditions of bearing, so, radius of curvature, skew angle, and spacing of shoes among of design variables were chosen as the parameter and the load combination according to the design standard were considered. According to the results of numerical analysis, the negative reaction in curved bridge increased with an decrease of radius of curvature, skew angle, and spacing of shoes, respectively. Also, in case of skew angle of $60^{\circ}$ the negative reaction has been always occurred without regard to ${\theta}/B$, and in case of skew angle of $75^{\circ}$ the negative reaction hasn't been occurred in ${\theta}/B$ below 0.27 with the radius of curvature of 180m and in ${\theta}/B$ below 0.32 with the radius of curvature of 250m, and in case of skew angle of $90^{\circ}$ the negative reaction hasn't been occurred in the radius of curvature over 180m and in ${\theta}/B$ below 0.38 with the radius of curvature of 130m, The results from this study indicated that occurrence of negative reaction was related to design variables such as radius of curvature, skew angle, and spacing of shoes, and the problems with the stability including negative reaction will be expected to be solved as taken into consideration of the proper combinations of design variables in design of curved bridge.