• Journal of the Korea Concrete Institute
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• v.22 no.4
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• pp.535-546
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• 2010

Recently, the probability of collision accident between vehicles or vessels and infrastructures are increasing at alarming rate. Particularly, collision impact load can be detrimental to sub-structures such as piers and columns. The damaged pier from an impact load of a vehicle or a vessel can lead to member damages, which make the member more vulnerable to impact load due to other accidents which. In extreme case, may cause structural collapse. Therefore, in this study, the vehicle impact load on concrete compression member was considered to assess the quantitative design resistance capacity to improve, the existing design method and to setup the new damage assessment method. The case study was carried out using the LS-DYNA, an explicit finite element analysis program. The parameters for the case study were cross-section variation of pier, impact load angle, permanent axial load and axial load ratio, concrete strength, longitudinal and lateral rebar ratios, and slenderness ratio. Using the analysis results, the performance based resistance capacity evaluation method for impact load using satisfaction curve was developed using Bayesian probabilistic method, which can be applied to reinforced concrete column design for impact loads.

• Journal of the KSME
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• v.33 no.7
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• pp.661-670
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• 1993

스트레인 게이지를 이용한 응력측정 방법 및 응력 측정시의 오차 발생의 원인에 대해서 설명하 였고 현재 많이 사용되고있는 스트레인 게이지식 로드셀의 원리 및 구조에 대해서도 설명하였다. 스트레인 게이지를 이용하여 변형도를 측정할 경우 1% 이내의 정확도를 유지하는 것이 가능하나 측정된 변형도로부터 응력을 계산할 경우 재료상수들의 부정확성으로 인하여 5% 정도의 오차가 발생할 수 있다. 스트레인 게이지를 이용한 응력 측정값은 부착위치에서의 값이므로 구조물의 최대 응력을 측정하고자 할 경우 구조물의 응력 상태를 제대로 파악하지 못하면 큰 오차가 발 생할 수 잇다. 따라서 정확한 측정을 위해서는 정확한 게이지 작업 기술과 함께 하중에 대한 대상물의 거동을 파악하는 기술 습득이 요구된다. 스트레인 게이지식 로드셀을 직접 설계 및 제작하기 위해서는 용량, 정밀도, 설치 공간, 사용조건 등을 고려하여 감지부의 형상, 감지부의 재질, 스트레인 게이지의 종류, 부착 방법, 보상회로 구성방법, 보호 케이스의 부착 여부 등을 결정하여야 하고 제작이 완료된 후 힘 표준기 등으로 교정검사를 실시하여 사용하여야만 정확한 측정을 기대할 수 있다.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.23 no.1
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• pp.73-80
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• 2010

Wind-induced vibration is one of the important structural design factors for serviceability of tall buildings. In order to evaluate the reliable wind-loads and wind induced-vibration, it is necessary to obtain the exact natural period of buildings. The discrepancy in the natural period estimation often results in the overestimation of wind loads. In this study, the effectiveness of lateral stiffness estimation method for tall buildings with flat plate system is evaluated. For this purposed, the results of finite element analysis of three recently constructed buildings are compared with those obtained from field measurement. For the analysis, factors affecting on the lateral resistance such as cracked stiffness of vertical members, elastic modulus of concrete, effective slab width, and cracked stiffness of link beam are considered. Form the results, it is found that the use of non-cracked stiffness and application of dynamic modulus of elasticity rather than initial secant modulus yields closer analysis result to the as-built period.

• The KSFM Journal of Fluid Machinery
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• v.18 no.2
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• pp.14-21
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• 2015

Design lifetime of a wind turbine is required to be at least 20 years. The most important step to ensure the deign is to evaluate the loads on the wind turbine as accurately as possible. In this study, extreme design load of a offshore wind turbine using Garrad Hassan (GH) Bladed and National Renewable Energy Laboratory (NREL) FAST codes are calculated considering structural dynamic loads. These wind turbine aeroelastic analysis codes are high efficiency for the rapid numerical analysis scheme. But, these codes are mainly based on the mathematical and semi-empirical theories such as unsteady blade element momentum (UBEM) theory, generalized dynamic wake (GDW), dynamic inflow model, dynamic stall model, and tower influence model. Thus, advanced CFD-dynamic coupling method is also applied to conduct cross verification with FAST and GH Bladed codes. If the unsteady characteristics of wind condition are strong, such as extreme design wind condition, it is possible to occur the error in analysis results. The NREL 5 MW offshore wind turbine model as a benchmark case is practically considered for the comparison of calculated designed loads. Computational analyses for typical design load conditions such as normal turbulence model (NTM), normal wind profile (NWP), extreme operation gust (EOG), and extreme direction change (EDC) have been conducted and those results are quantitatively compared with each other. It is importantly shown that there are somewhat differences as maximum amount of 18% among numerical tools depending on the design load cases.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.19 no.9
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• pp.508-517
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• 2018

This study evaluated the construction costs of 11 design cases to decrease the horizontal forces applied to an abutment. They include two kinds of abutment types, which are used to improve the backfill materials for reversed T-shaped abutment and geosynthehtic reinforced abutment for railways (RAR). In the first economic analysis, the internal friction angles of the backfill materials were increased from ${\Phi}=35^{\circ}$ to ${\Phi}=40^{\circ}$ and $50^{\circ}$ for a reversed T-shaped abutment. The second analysis examined cases with the design of a geosynthehtic RAR. When the friction angles were $40^{\circ}$ or $50^{\circ}$ after improvement of the backfill material, the reduction in the construction cost of the abutment was not as large (2.0-3.9%), even though the horizontal forces on the abutment were decreased by 18-48%. However, in the case of applying the RAR, a maximum cost reduction of 30% was achieved by decreasing the horizontal force to zero. The cost reduction results from the decreased wall thickness, base slab size, and the number of pile foundations for the abutment, as well as changing the material.

• Journal of Advanced Marine Engineering and Technology
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• v.39 no.4
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• pp.489-494
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• 2015

This research focused on minimizing the response of fixed cylindrical offshore structures to a ship impact considering the seawater fluid part. A collision between a ship and offshore structure is generally a complex problem and it is often impractical to perform rigorous finite element analyses to include all the effects and sequences during the collision. The structural behavior of a fixed cylindrical type offshore substructure with a seawater fluid part has a simpler response and small deformation due to the dissipation of impact energy. Upon applying the impact force of a ship to the cylindrical structure, the maximum acceleration, internal energy, and plastic strain are calculated for each load cases using Ls-dyna finite element software. In the maximum cases 2.0 m/s velocity, the response result for the structure was carried out to compare between having a fluid region and no fluid region. Fluid-structure interaction analysis was performed using the ALE method, which make it possible to apply a fluid region on the impact problem. The case of a fixed cylindrical type offshore structure without a seawater fluid part can be a more conservative design.

• Journal of Advanced Marine Engineering and Technology
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• v.36 no.4
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• pp.490-496
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• 2012

The main object of this research is to minimize the shock effects which frequently result in fatal damage in offshore wind turbine on impact of barge. The collision between offshore wind turbine and barge is generally a complex problem and it is often impractical to perform rigorous finite element analyses to include all effects and sequences during the collision. On applying the impact force of a barge to the offshore wind turbine, the maximum acceleration, internal energy, and plastic strain are calculated for each load case using the finite element method. A parametric study is conducted with the experimental data in terms of the velocity of barge, thickness of the offshore wind turbine, and thickness and Mooney-Rivlin coefficient of the rubber fender. Through the analysis proposed in this study, it is possible to determine the proper size and material properties of the rubber fender and the optimal moving conditions of barge.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2009.04a
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• pp.108-108
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• 2009

The main object of this research is to minimize the shock effects which frequently result in fatal damage in wind met mast on impact of barge. The collision between wind met mast and barge is generally a complex problem and it is often not practical to perform rigorous finite element analyses to include all effects and sequences during the collision. LS-dyna generally purpose explicit finite element code, which is a product of ANSYS software, is used to model and analyze the non-linear response of the met mast due to barge collision. A significant part of the collision energy is dissipated as strain energy and except for global deformation modes, the contribution from elastic straining can normally be neglected. On applying impact force of a barge to wind met mast, the maximum acceleration, internal energy and plastic strain were calculated for each load cases using the finite element method and then compare it, varying to the velocity of barge, with one varying to the thickness of rubber fender conditions. Hence, we restrict the present research mainly to the wind met mast and also parametric study has been carried out with various velocities of barge, thickness of wind met mast, thickness and Mooney-Rivlin coefficient of rubber fender with experimental data. The equation of motion of the wind met mast is derived under the assumption that it was ignored vertical movement effect of barge on sea water. Such an analyzing method which was developed so far, make it possible to determine the proper size and material properties of rubber fender and the optimal moving conditions of barge, and finally, application method can be suggested in designing process of rubber fender considering barge impact.