• Steel and Composite Structures
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• v.1 no.2
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• pp.213-230
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• 2001

This paper presents a simplified approach for the design of semi-continuous composite beams in braced frames, where specific attention is given to the effect of joint rotational stiffness. A simple composite beam model is proposed incorporating the effects of semi-rigid end connections and the nonprismatic properties of a 'cracked' steel-concrete beam. This beam model is extended to a sub-frame in which the restraining effects from the adjoining members are considered. Parametric studies are performed on several sub-frame models and the results are used to show that it is possible to correlate the amount of moment redistribution of semi-continuous beam within the sub-frame using an equivalent stiffness of the connection. Deflection equations are derived for semi-continuous composite beams subjected to various loading and parametric studies on beam vibrations are conducted. The proposed method may be applied using a simple computer or spreadsheet program.

• Proceedings of the Korean Institute of Building Construction Conference
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• 2013.05a
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• pp.19-20
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• 2013

Green Frame is a column-beam system constructed by composite precast column and beam connected by embedded steel of their. From when the precast concrete beam of Green Frame is installed, until the concrete of slab and connection joint is cured, the self load of beam shall be supported by the embedded steel of it. Therefore, the concrete of beam could be separated from the embedded steel if the shear connector of beam of Green Frame is designed by the code on Structural standard. So, this study suggest an equation for the shear connection of composite precast concrete beams of Green Frame. The result of this study will be used as the main equation of the calculation model for shear connectors of composite precast concrete beams.

• International conference on construction engineering and project management
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• 2011.02a
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• pp.111-116
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• 2011

Consumers demand an increasing variety of requirements for the residential space as the quality of life improves. However, many apartment buildings with the bearing wall structure cannot meet such demands in Korea. A lot of construction resources are squandered and wastes are created as this type of residential buildings is reconstructed. The life of apartment buildings needs to be extended on the basis of easy remodeling of internal space in order to overcome the limits of the bearing wall structure. This research project aims to propose the Rahmen composite frame concept for the long life of apartment buildings. The Rahmen composite frame is expected to have better structural performance, constructability and economic feasibility than the bearing wall structure.

• Earthquakes and Structures
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• v.14 no.1
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• pp.73-84
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• 2018

Low cyclic loading tests are conducted on the steel reinforced recycled concrete (SRRC) column-steel (S) beam composite frame joints. This research aims to evaluate the earthquake damage performance of composite frame joints by performing cyclic loading tests on eight specimens. The experimental failure process and failure modes, load-displacement hysteresis curves, characteristic loads and displacements, and ductility of the composite frame joints are presented and analyzed, which shows that the composite frame joints demonstrate good seismic performance. On the basis of this finding, seismic damage performance is examined by using the maximum displacement, energy absorbed in the hysteresis loops and Park-Ang model. However, the result of this analysis is inconsistent with the test failure process. Therefore, this paper proposes a modified Park-Ang seismic damage model that is based on maximum deformation and cumulative energy dissipation, and corrected by combination coefficient ${\alpha}$. Meanwhile, the effects of recycled coarse aggregate (RCA) replacement percentage and axial compression ratio on the seismic damage performance are analyzed comprehensively. Moreover, lateral displacement angle is used as the quantification index of the seismic performance level of joints. Considering the experimental study, the seismic performance level of composite frame joints is divided into five classes of normal use, temporary use, repair after use, life safety and collapse prevention. On this basis, the corresponding relationships among seismic damage degrees, seismic performance level and quantitative index are also established in this paper. The conclusions can provide a reference for the seismic performance design of composite frame joints.

• Korean Journal of Construction Engineering and Management
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• v.13 no.3
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• pp.34-42
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• 2012

Green frame technology intended to facilitate the remodeling of apartment housing complexes in Korea and extend their service life has been developed. Green frame design is a Rahmen structure using composite precast concrete members and, unlike a bearing-wall structure, lifting and installing structural members accounts for major steps of structural construction. Therefore, if green frame structure construction is to be scheduled appropriately, systematic lifting plan needs to be developed in advance. Development of lifting plan also requires unit lifting process of composite PC members (columns and beams) that consist of green frame to be analyzed first. Therefore, this study attempts to analyze the lifting process of composite PC members used in green frame structure. To that end, lifting procedure and time of composite PC column and beam are estimated and applied to a project case to analyze the lifting cycle of reference floor. Outcomes produced herein will be used as key data for development of lifting plan in subsequent green frame structure construction.

• Composites Research
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• v.32 no.1
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• pp.21-28
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• 2019

Recently, according to environmental regulations, the automobile industry has been conducting various research on the use of composite materials to increase fuel efficiency. However, there has not been much research on lightweight chassis components. Therefore, in this research, the purpose of this study is to apply composite materials to the sub-frame of chassis components to achieve equivalent levels of stiffness, strength, NVH performance and 50% lightweight compared to the steel sub-frame. First, the Natural frequency of steel and composite specimens was compared to the damping characteristics of composite materials. Then, in this study, the Lay-up Sequence was derived to maximize the stiffness and strength of the sub-frame by applying composite materials. And this lay-up Sequence is proposed to avoid heat shrinkage due to curing during manufacturing. This process was designed based on a FEM structural analysis, and a Natural frequency and frequency response function graph was confirmed based on a modal analysis. The prototype type composite sub-frame was manufactured based on the design and the F.E.M analysis was verified through a modal experiment. Furthermore, it was fitted to the actual vehicle to verify the natural frequency and the indoor noise vibration response, including idling and road noise. This result was confirmed to be equivalent to the steel sub-frame. Finally, the composite sub-frame weight was confirmed to be about 50% of the steel sub-frame.

• Steel and Composite Structures
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• v.41 no.5
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• pp.663-679
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• 2021

To elucidate the differences in the collapse behavior between a single-story beam-column assembly and multi-story frame, two 1/3-scale two-bay composite frames, including a single-story composite beam-column assembly and a three-story composite sub-frame, were designed and quasi-statically tested. The load-displacement responses, failure modes, and internal force development of the two frames were analyzed and compared in detail. Furthermore, the resistance mechanisms of the two specimens were explored, and the respective contributions of different load-resisting mechanisms to the total resistances were quantitatively separated to gain deeper insights. The experimental tests indicated that Vierendeel action was present in the two-dimensional multi-story frames, which led to an uneven internal force distribution among the three stories. The collapse resistance of TSDWA-3S in the flexural stage was not significantly increased by the structural redundancy provided by the additional story, as compared to that of TSDWA-1S. Although the development of the load response was similar in the two specimens at flexural stage, the collapse mechanisms of the multi-story composite frame were much more complicated than those of the single-story beam-column assembly, and the combined action between stories was critical in determining the internal force redistribution and rebalancing of the remaining structure.

• Proceedings of the Korean Society of Precision Engineering Conference
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• 2012.10a
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• pp.859-860
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• 2012

• Proceedings of the KSR Conference
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• 2010.06a
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• pp.627-632
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• 2010

Recently the research for lightening the railway vehicle is actively made according to the demand of the environment-friendly technology development contributing to the energy cost reduction and the green growth. The railway vehicle lightweight research is expanded to the load-supporting first structure from the secondary structure which doesn't support the load. After the composite car body development used in the Korean tilting train is completed, the composite bogie frame development in which the weight reduction efficiency is large is progressed. In this paper, distributed strain was monitored when the train load was added to the central part of the composite bogie side-frame. By using the optical fiber which was attached to the lower part of the side-frame and the developed Brillouin correlation domain analysis (BOCDA) system, the strain distribution could be measured with 3cm step over 3m section. This strain distribution was compared with the design value by the FE analysis when the load of 14ton and 18ton added. This experiment can verify the manufactured composite bogie side-frame.

• Steel and Composite Structures
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• v.19 no.2
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• pp.405-416
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• 2015

We proposed the concept of nominal rigidity of a long-span V-shaped rigid frame composite arch bridge, analyzed the effects of structural parameters on nominal rigidity, and derived a theoretical nominal rigidity equation. In addition, we discussed the selection of the arch-to-beam rigidity ratio and its effect on the distribution of internal forces, and analyzed the influence of the ratio on the internal forces. We determined the delimitation value between rigid arch-flexible beam and flexible arch-rigid beam. We summarized the nominal rigidity and arch to beam rigidity ratios of existing bridges. The results show that (1) rigid arch-flexible beam and flexible arch-rigid beam can be defined by the arch-to-beam rigidity ratio; (2) nominal rigidities have no obvious differences among the continuous rigid frame composite arch bridge, V-shaped rigid frame bridge, and arch bridge, which shows that nominal rigidity can reflect the global stiffness of a structure.