• 한국전산구조공학회:학술대회논문집
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• 한국전산구조공학회 2002년도 가을 학술발표회 논문집
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• pp.396-403
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• 2002

To eliminate deck joints, continuous span bridges are becoming an attractive option. Defferent continuty methods and construction sequences have different time-dependent effects on the behavior of the bridge system. This paper is carried out to evaluate the restraint moments generated at interior span of bridges constructed with full-span prestessed concrete bridge. Especially, effects of creep and shrinkage between ACI209-95 and Eurocode 2 are compared in this paper. Time-dependent effects in prestressed concrete bridges include creep and shrinkage of concrete. Creep due to prestress makes the girders camber up and cause positive restraint moments. The most significant effect of shrinkage in continuous bridges is the differential shrinkage that occurs because of the difference in type and age of girder and deck concrete. Differential shrinkage between the precast girder and the deck typically causes negative res03int moments.

• 한국도로학회논문집
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• 제3권3호
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• pp.135-146
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• 2001

기존의 교면포장공법의 근본적인 문제점으로 인해 새로운 교면포장 공법이 점차 부각되고 있는 실정이며, 새로운 교면포장 공법으로 연구되고 있는 것이 라텍스 개질 콘크리트를 이용하는 것이다. 따라서, 본 연구에서는 신설 콘크리트 교량 교면포장으로 덧씌우기된 LMC의 강도발현 특성과 덧씌우기 될 때의 기존콘크리트와의 부착특성을 파악하고자 하였다. 이런 연구를 위해 라텍스 혼입률에 따른 라텍스 개질 콘크리트의 압축강도와 휨강도, 그리고 기존콘크리트와의 부착강도를 측정하였다. 본 연구결과 라텍스 혼입량 증가로 폴리머 입자들의 볼베어링 작용, 연행된 공기 및 라텍스 안에 있는 계면활성제의 분산작용에 의하여 LMC의 작업성과 휨강도를 증가시킨다는 사실을 파악 할 수 있었고, LMC와 기존 콘크리트 슬래브와의 부착강도는 크게 증진함을 알 수 있었다.

• Wind and Structures
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• 제24권4호
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• pp.367-384
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• 2017

The Maanshan Bridge over Yangtze River in China is a new long-span suspension bridge with double main spans of $2{\times}1080m$ and a closed streamline cross-section of single box deck. The flutter and buffeting performances were investigated via wind tunnel tests of a full bridge aeroelastic model at a geometric scale of 1:211. The tests were conducted in both smooth wind and simulated boundary layer wind fields. Emphasis is placed on studying the interference effect of adjacent span via installing a wind deflector and a wind separating board to shelter one span of the bridge model from incoming flow. Issues related to effects of mid-tower stiffness and deck supporting conditions are also discussed. The testing results show that flutter critical wind velocities in smooth flow, with a wind deflector, are remarkably lower than those without. In turbulent wind, torsional and vertical standard deviations for the deck responses at midspan in testing cases without wind deflector are generally less than those at the midspan exposed to wind in testing cases with wind deflector, respectively. When double main spans are exposed to turbulent wind, the existence of either span is a mass damper to the other. Furthermore, both effects of mid-tower stiffness and deck supporting conditions at the middle tower on the flutter and buffeting performances of the Maanshan Bridge are unremarkable.

• 한국철도학회:학술대회논문집
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• 한국철도학회 1998년도 창립기념 춘계학술대회 논문집
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• pp.564-571
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• 1998

The function of diaphragms at abutments and piers of prestressed concrete (PSC) box girder train bridge is to transfer forces from the superstructure onto bearings or column and to stiffen the superstructure cross-section against in-plane deformation. Due to large stress disturbance at diaphragm, the design for the diaphragm using conventional design method is relatively irrational than designs for other structual members. And, due to contribution to boundary condition of deck slab by the diaphragm, the behavior of deck slab near the diaphragm is different from behavior of the deck slab obtained from two dimensional analysis of the bridge, which is basis far the design of deck slab. In this paper, three dimensional behavior of deck slab near diaphragm of PSC box girder train bridge constructed by the precast span method are analyzed by using three dimensional finite element modeling. Then, strut-and-tie model is applied to design the diaphragm of PSC box girder train bridge. The modeling techniques in this paper can be applied effectively to examine the causes of cracks at deck slab near diaphragm and to design diaphragm rationally.

• 콘크리트학회논문집
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• 제16권4호
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• pp.451-458
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• 2004

본 연구는 재래 철근과 Fiber Reinforced Polymer 보강재를 사용한 Hybrid Reinforcement System의 기본 개념과 적용성에 대해 기술하고 있다. 콘크리트 교량상관은 보로서 지지되고 상하 두층의 보강재로 인장보강되어 있다. HRS를 이용한 콘크리트 교량상판에서는 보 지지점 부근의 부모멘트에 대한 상부 인장력은 FRP 봉으로 저항하고 보 지지점 중앙부근의 하부인장력은 재래의 철근으로 저항한다. HRS를 이용한 콘크리트 교량상판은 FRP 봉은 비 부식성이고, 부식되기 쉬운 철근은 교량상판 위로부터 가급적 멀리하여 부식물질의 침투를 막을 수 있는 장점이 있다. HRS를 이용한 콘크리트 교량상판은 또한 극한상태에서 충분한 연성을 가지고 있다. 그 이유는 1) FRP봉은 철근보다 탄성계수가 낮고 파단시의 최대 변형률이 크며, 2) 충분한 FRP 보강량을 사용하면 극한변형률을 낮출 수 있으며, 3) 부모멘트 구간의 일부를 비부착시켜 극한 변형률을 낮출 수 있다. 실험 연구 결과 보통의 FRP보강비의 범위에서는 FRP 및 HRS 콘크리트 슬래브는 FRP봉의 파단이 아니라 콘크리트의 압축에 의해 파피됨을 보여주고 있다. 그러므로 HRS를 이용한 연속 콘크리트 교량상관에서는 정모멘트부의 하부철근이 먼저 항복하여 소성힌지를 형성하고 나중에 부보멘트나 정모멘트부의 콘크리트가 압축파괴되어 FRP 콘크리트 슬래브에 비하여 상당한 소성에너지를 소모한다.

• 한국콘크리트학회:학술대회논문집
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• 한국콘크리트학회 2003년도 가을 학술발표회 논문집
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• pp.553-556
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• 2003

This study is analyzed about the factor of adhesive strength characteristics, curing time, asphalt application, test temperature which are liquid waterproofing membrane of rubber-asphalt and chloroprene-rubber type for concrete bridge deck. According to the results, curing time is shorter, adhesive strength is less in chloroprene-rubber type. And also chloroprene-rubber and rubber-asphalt type are showed high adhesive strength in low temperature.

• Steel and Composite Structures
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• 제35권3호
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• pp.371-384
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• 2020

The steel-concrete double composite girder in the negative flexural region combines an additional concrete slab to the steel bottom flange to prevent the local steel buckling, however, the additional concrete slab may lower down the neutral axis of the composite section, which is a sensitive factor to the tensile stress restraint on the concrete deck. This is actually of great importance to the structural rationality and durability, but has not been investigated in detail yet. In this case, a series of 5.5 m-long composite girder specimens were tested by negative bending, among which the bottom slab configuration and the longitudinal reinforcement ratio in the concrete deck were the parameters. Furthermore, an analytical study concerning about the influence of bottom concrete slab thickness on the cracking and sectional bending-carrying capacity were carried out. The test results showed that the additional concrete at the bottom improved the composite sectional bending stiffness and bending-carrying capacity, whereas its effect on the concrete crack distribution was not obvious. According to the analytical study, the additional concrete slab at the bottom with an equivalent thickness to the concrete deck slab may provide the best contributions to the improvements of crack initiation bending moment and the sectional bending-carrying capacity. This can be applied for the design practice.

• Advances in concrete construction
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• 제7권4호
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• pp.219-229
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• 2019

This paper presents an experimental study on the structural performance of an innovative ultra-high performance fiber reinforced concrete (UHPFRC) deck with coarse aggregate of composite bridge under shear force. Test parameters included curing method and shear span-to-height ratio. Test results indicated that more short fine cracks developed beside the existing cracks due to the randomly dispersed fibers, resulting in re-distributing and homogenizing of the concrete stress beside cracks and allowing for the occurrence of more cracks with small spacing compared to normal strength concrete beams. Curing methods, incorporating steam curing and natural curing, did not have obvious effect on the nominal bending cracking strength and the ultimate strength of the test specimens. Shear reinforcement need not be provided for UHPFRC decks with a fiber volume fraction of 2%. UHPFRC decks showed superior load resistance ability after the appearance of cracks and excellent post-cracking deformability. Lastly, the current shear provisions were evaluated by the test results.

• Journal of Mechanical Science and Technology
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• 제17권1호
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• pp.1-10
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• 2003

This paper summarizes the results of the fatigue test of four composite bridge decks in extreme temperatures (-30$^{\circ}C$ and 50$^{\circ}C$ ). The work was performed as part of a research program to evaluate and install multiple FRP bridge deck systems in Dayton, Ohio. A two-span continuous concrete deck was also built on three steel girders for the benchmark tests. Simulated wheel loads were applied simultaneously at two points by two servo-controlled hydraulic actuators specially designed and fabricated to perform under extreme temperatures. Each deck was initially subjected to one million wheel load cycles at low temperature and another one million cycles at high temperature. The results presented in this paper correspond to the fatigue response of each deck for four million load cycles at low temperature and another four million cycles at high temperature. Thus, the deck was subjected to a total of ten million cycles. Quasi-static load-deflection and load-strain responses were determined at predetermined fatigue cycle levels. Except for the progressive reduction in stiffness, no significant distress was observed in any of the composite deck prototypes during ten million load cycles. The effects of extreme temperatures and accumulated load cycles on the load-deflection and load-strain response of FRP composite and FRP-concrete hybrid bridge decks are discussed based on the experimental results.

• 한국구조물진단유지관리공학회 논문집
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• 제3권2호
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• pp.205-212
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• 1999

Recently, unexpected cracks in the concrete deck slab of composite steel bridges have been widely reported at an early age of concrete placing due to the concrete placing sequence and methods. Accordingly, the analytical research was carried out to verify the negative moment at an internal supports due to the several concrete pouring sequence and to determine the reasonable concrete placing method on the deck slab of composite steel bridge. The results show that the conventional concrete-placing method, which pours concrete first on the positive moment regions and then negative regions, leads to the minimum moment at an internal supports. However, the conventional method produces two impractical construction joints on every spans and makes field engineer to pour concrete continuously. In conclusion, this concrete-placing method was verified to be reasonable only when the construction joint was placed at the $\frac{5}{8}l{\sim}\frac{6}{8}l$ location of the middle span.