• Proceedings of the Earthquake Engineering Society of Korea Conference
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• 2000.10a
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• pp.356-363
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• 2000

The objectives of this study are to investigate seismic performance of spirally reinforced bridge columns and to provide test result for developing improved seismic design criteria. Quasi-static test was conducted for 12 columns of which variables were transverse reinforcement ratio and spacing, longitudinal reinforcement ratio, and axial load level. Sufficient seismic performance was observed from the test for the columns with greater confinement steel amount than the requirement of the Korean Bridge Design Specification. The columns with 0.84% of the confinement steel requirement provided adequate performance under less than 0.2 of axial load level, but showed lower ductility under 0.3 of axial load level. The current provision for the region of confinement steel distribution may be non-conservative under high axial load level, therefore a modified provision is proposed.

• Steel and Composite Structures
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• v.32 no.3
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• pp.325-336
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• 2019

Concrete placement and temporary formwork of bridge deck overhangs result in unbalanced eccentric loads that cause exterior girders to rotate during construction. These construction loads affect the global and local stability of the girders and produce permanent girder rotation after construction. In addition to construction loads, the skew angle of the bridge also contributes to girder rotation. To prevent rotation (in both skewed and non-skewed bridges), a number of techniques have been suggested to temporarily brace the girders using transverse tie bars connecting the top flanges and embedded in the deck, temporary horizontal and diagonal steel pipes placed between the webs of the exterior and first interior girders, and permanent cross frames. This study includes a rigorous three-dimensional finite element analysis to evaluate the effectiveness of several bracing systems for non-skewed and several skewed bridges. In this paper, skew angles of $0^{\circ}$, $20^{\circ}$, $30^{\circ}$, and $45^{\circ}$ were considered for single- and three-span bridges. The results showed that permanent cross frames worked well for all bridges, whereas temporary measures have limited application depending on the skew angle of the bridge.

• Structural Engineering and Mechanics
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• v.88 no.4
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• pp.379-387
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• 2023

Wind and earthquake loads may cause strong vibrations in large-span cable-stayed bridges, leading to the inability of the bridge to operate normally. An improved Pounding Tuned Mass Damper (PTMD) system was designed to improve the safety of the large-span cable-stayed bridge. The vibration control effect of the improved PTMD system on the large-span cablestayed bridge under the combined action of earthquake-wind-traffic was studied. Furthermore, the impact of different parameters on the vibration suppression performance of the improved PTMD system was analyzed. The numerical results indicate that the PTMD system is very effective in suppressing the displacements of the bridge caused by both the traffic-wind coupling and traffic-earthquake coupling. Moreover, the number, mass ratio, pounding stiffness, and gap values have a significant influence on the vibration suppression performance of the improved PTMD system. When the number of PTMD is increased from 3 to 9, the vibration reduction ratio of the vertical displacement is increased from 25.39% to 48.05%. As the mass ratio changes from 0.5% to 2%, the vibration reduction ratio increases significantly from 22.23% to 53.30%.

• 전기의세계
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• v.23 no.4
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• pp.60-65
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• 1974

This paper is to study on the pilot work of bi-directional S.C.R. power converter adopted by the method of diode-bridge type circuit. This apparatus acts as a converter when it is used in convering 3-phase a.c source to d.c output, and it can be used as an inverter which recovering surplus d.c power to a.c source when d.c load become active to cause the induced voltage higher than the presetted point of d.c output voltage. At the same time, its d.c voltage varies continuously in the presetted range of positive and/or negative polarity. As a result of test, the AC/DC bi-directional power converter represents maximum converting efficiency of 91% and power factor of 0.98. Furthermore, this converter also can be applied as a cycleconverter by varying the period of gate triggering signal.

• The Transactions of the Korean Institute of Power Electronics
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• v.20 no.3
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• pp.280-289
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• 2015

A high-efficiency full-bridge DC-DC converter with a current-doubler rectifier and an asymmetric pulse-width modulation is proposed. Through the asymmetric pulse-width modulation, the proposed converter achieves zero-voltage switching of power switches without the circulating currents. The proposed converter reduces the output current ripple through the current-doubler rectifier. A control strategy is suggested for the proposed converter to charge battery banks. A constant current and constant voltage charging is performed. The proposed converter achieved a higher efficiency compared with the conventional full-bridge DC-DC converter with a phase-shift modulation. The performance of the proposed converter is evaluated by the experimental results for a 1.0 kW prototype circuit.

• Journal of the Korean Society of Safety
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• v.20 no.3 s.71
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• pp.134-142
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• 2005

This study is to find out how organic solvent will be propagated from painting inside the steel box girder of bridge. $2.9m{\times}3.0m$ of inside size of steel box girder is not suitable for painters to do his work comfortably and hygienically. Substance density(ppm)inside the space of the box unsatisfactory hygienical condition. Most of organic solvent(mainly toluene) came down to 0.5m in two minutes and 53sec. But personal protection for painter should be properly kept against flying this heavy organic solvent. longitudinally 27.1m in length is a cell unit of the whole length of bridge. Model XP-3l6A made in Japan is a main instrumentation adjusted to sense organic solvent especially toluene which can be measured up to 10,000ppm. Scenario analysis by computer program, safer release 2.0 has been performed first to estimate how the organic solvent will be propagated. And then actual test was done as a model. This has been measured for approximately five(5) minutes, with 30 sec interval. Actual measurement results showed much higher $10{\sim}20%$ than result analyzed by the computer program, meaning that this painting work can give worse effect to the worker who is painting inside the box girder of the bridge. The first meas urement level over the floor set up at 30cm height from the floor, because organic solvent was estimated to stay at the level. and then, they were measured at 1.0m, 1.5m level respectively, more.

• Computers and Concrete
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• v.14 no.6
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• pp.745-765
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• 2014

In this paper, it is aimed to determine the finite element model updating effects on the structural behavior of long span concrete highway bridges. Birecik Highway Bridge located on the 81stkm of Sanliurfa-Gaziantep state highway over Firat River in Turkey is selected as a case study. The bridge consist of fourteen spans, each of span has a nearly 26m. The total bridge length is 380m and width of bridge is 10m. Firstly, the analytical dynamic characteristics such as natural frequencies and mode shapes are attained from finite element analyses using SAP2000 program. After, experimental dynamic characteristics are specified from field investigations using Operational Modal Analysis method. Enhanced Frequency Domain Decomposition method in the frequency domain is used to extract the dynamic characteristics such as natural frequencies, mode shapes and damping ratios. Analytically and experimentally identified dynamic characteristics are compared with each other and finite element model of the bridge is updated to reduce the differences by changing of some uncertain parameters such as section properties, damages, boundary conditions and material properties. At the end of the study, structural performance of the highway bridge is determined under dead load, live load, and dynamic loads before and after model updating to specify the updating effect. Displacements, internal forces and stresses are used as comparison parameters. From the study, it is seen that the ambient vibration measurements are enough to identify the most significant modes of long span highway bridges. Maximum differences between the natural frequencies are reduced averagely from %46.7 to %2.39 by model updating. A good harmony is found between mode shapes after finite element model updating. It is demonstrated that finite element model updating has an important effect on the structural performance of the arch type long span highway bridge. Maximum displacements, shear forces, bending moments and compressive stresses are reduced %28.6, %21.0, %19.22, and %33.3-20.0, respectively.

• Journal of the Optical Society of Korea
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• v.18 no.6
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• pp.739-745
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• 2014

We have demonstrated a $Ti:LiNbO_3$ electro-optic electric-field sensor utilizing a $1{\times}2$ Y-fed balanced-bridge Mach-Zehnder interferometric (YBB-MZI) modulator, which uses a 3-dB directional coupler at the output and has two complementary output waveguides. A dc switching voltage of ~25 V and an extinction ratio of ~12.5 dB are observed at a wavelength of $1.3{\mu}m$. For a 20 dBm rf input power, the minimum detectable electric fields are ~8.21, 7.24, and ~13.3 V/m, corresponding to dynamic ranges of ~10, ~12, and ~7 dB at frequencies of 10, 30, and 50 MHz respectively. The sensors exhibit almost linear response for an applied electric-field intensity from 0.29 V/m to 29.8 V/m.

• Steel and Composite Structures
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• v.27 no.3
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• pp.327-335
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• 2018

This paper presents structural assessment of a steel railway bridge for current condition using modal parameter to upgrade finite element modeling in order to gather accurate result. An adequate monitoring, such as acceleration, displacement, strain monitoring, is important tool to understand behavior and to assess structural performance of the structure under surround vibration by means of the dynamic analysis. Evaluation of conditions of an existing steel railway bridge consist of 4 decks, three of them are 14 m, one of them is 9.7 m, was performed with a numerical analysis and a series of dynamic tests. Numerical analysis was performed implementing finite element model of the bridge using SAP2000 software. Dynamic tests were performed by collecting acceleration data caused by surrounding vibrations and dynamic analysis is performed by Operational Modal Analysis (OMA) using collected acceleration data. The acceleration response of the steel bridge is assumed to be governing response quantity for structural assessment and provide valuable information about the current statute of the structure. Modal identification determined based on response of the structure play significant role for upgrading finite element model of the structure and helping structural evaluation. Numerical and experimental dynamic properties are compared and finite element model of the bridge is updated by changing of material properties to reduce the differences between the results. In this paper, an existing steel railway bridge with four spans is evaluated by finite element model improved using operational modal analysis. Structural analysis performed for the bridge both for original and calibrated models, and results are compared. It is demonstrated that differences in natural frequencies are reduced between 0.2% to 5% by calibrating finite element modeling and stiffness properties.

• Geomechanics and Engineering
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• v.31 no.1
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• pp.31-52
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• 2022

Investigating and evaluating the long-term creep behavior of historical buildings built on seismic zones is of great importance in terms of transferring these structures to future generations. Furthermore, assessing the earthquake behavior of historical structures such as masonry stone bridges is very important for the future and seismic safety of these structures. For this reason, in this study, earthquake analyses of a masonry stone bridge are carried out considering strong ground motions and various water levels. Tokatli masonry stone arch bridge that was built in the 10th century in Turkey-Karabük is selected for three-dimensional (3D) finite difference analyses and this bridge is modeled using FLAC3D software based on the three-dimensional finite difference method. Firstly, each stone element of the bridge is modeled separately and special stiffness parameters are defined between each stone element. Thanks to these parameters, the interaction conditions between each stone element are provided. Then, the Burger-Creep and Drucker-Prager material models are defined to arch material, rockfill material for evaluating the creep and seismic failure behaviors of the bridge. Besides, the boundaries of the 3D model of the bridge are modeled by considering the free-field and quiet boundary conditions, which were not considered in the past for the seismic behavior of masonry bridges. The bridge is analyzed for 6 different water levels and these water levels are 0 m, 30 m, 60 m, 70 m, 80 m, and 90 m, respectively. A total of 10 different seismic analyzes are performed and according to the seismic analysis results, it is concluded that historical stone bridges exhibit different seismic behaviors under different water levels. Moreover, it is openly seen that the water level is of great importance in terms of earthquake safety of historical stone bridges built in earthquake zones. For this reason, it is strongly recommended to consider the water levels while strengthening and analyzing the historical stone bridges.