• Steel and Composite Structures
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• v.18 no.4
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• pp.853-871
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• 2015

Up to now, Japan has more than 200 corrugated steel web composite beam bridges which are under construction and have been constructed, and China has more than 30 corrugated steel web composite beam bridges. The bridge type includes the simply supported beam, continuous beam, continuous rigid frame and cable stayed bridge etc. The section form has developed to the single box and multi-cell box girder from the original single box and single chamber. From the stress performance and cost saving, the span range of 50~150 m is the most competitive. At present, the design mostly adopts the computational analytical method combining the spatial bar system model, plane beam grillage model and solid model. However, the spatial bar system model is short of the refinement analysis on the space effect, such as the shear lag effect, effective distribution width problem, and eccentric load factor problem etc. Due to the similarity of the plane beam grillage method in the equivalence principle, it cannot accurately reflect the shearing stress distribution and local stress of the top and bottom plates of the box type composite beam. The solid model is very difficult to combine with the overall calculation. Moreover, the spatial grid model can achieve the refinement analysis, with the integrity of the analysis and the comprehensiveness of the stress checking calculation, and can make up the deficiency of the analytical method currently. Through the example verification of the solid model and spatial grid model, it can be seen that the calculation results for the stress and the displacement of two models are almost consistent, indicating the applicability and precision of the spatial grid model.

• Journal of the Korean Society for Railway
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• v.19 no.6
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• pp.755-764
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• 2016

In this paper, to verify the field application of a displacement estimation technique based on the relationship between displacement and strain, static and dynamic field load test are performed on three-span continuous real bridge structures. The superstructure types of the test bridges are IPC girder highway bridge and steel box girder AGT bridge. LVDTs and strain gauges are attached to them; then, the responses due to test vehicle are measured. To obtain the displacement-strain relationship of the test bridges, the bridges are modeled as grillage system with 6 DOFs for the purpose of structural analyses. Static and dynamic displacements, which are estimated using both the calculated displacement-strain relationship and the measured strain signal, agree well with the values measured by LVDT. This study demonstrates that the displacement estimation technique using the strain signal can be effectively applied to the displacement measurement of bridge structures that cross rivers/roads/railways or have high clearance.

• Structural Engineering and Mechanics
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• v.11 no.3
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• pp.259-272
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• 2001

The impact behavior of a multigirder concrete bridge under single and multiple moving vehicles is studied based on correlated road surface characteristics. The bridge structure is modeled as grillage beam system. A 3D nonlinear vehicle model with eleven degrees of freedom is utilized according to the HS20-44 truck design loading in the American Association of State Highway and Transportation Officials (AASHTO) specifications. A triangle correlation model is introduced to generate four classes of longitudinal road surface roughness as multi-correlated random processes along deck transverse direction. On the basis of a correlation length of approximately half the bridge width, the upper limits of impact factors obtained under confidence level of 95 percent and side-by-side three-truck loading provide probability-based evidence for the evaluation of AASHTO specifications. The analytical results indicate that a better transverse correlation among road surface roughness generally leads to slightly higher impact factors. Suggestions are made for the routine maintenance of this type of highway bridges.

• Journal of Korean Society of Steel Construction
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• v.11 no.4 s.41
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• pp.363-372
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• 1999

This study proposes useful analysis models for automatic design of orthotropic steel deck bridges. For the selection of the best or the most proper analysis model this paper presents various analysis models based on grillage model, which are then compared with each other in terms of reliability of analysis, computing time and effectiveness. Also the selected analysis models are compared with Pelikan-Esslinger method well-known for orthotropic steel deck bridge analysis. The effectiveness of proposed analysis models is demonstrated by means of a numerical example that is a three-span continuous (60m+80m+60m=200m) orthotropic steel-box girder bridge.

• Journal of Korean Society of Steel Construction
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• v.14 no.6
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• pp.691-699
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• 2002

A study on the evaluationof the proper spacing and required bending rigidity of cross beams in composite multiple I-girder bridge without lateral and sway bracing system was performed. For the purpose, a two-lane 40m simple span and 40+50+40m continuous sample bridge with four girders was designed. For the sample bridges, structural analysis under the design loads including dead load before and after composite, live load, and seismic loads has been performed. The material and geometric nonlinear analysis under dead load before composite has also been performed to evaluate lateral buckling strength of the steel-girder-cross beam grillage. Based on the two phase anlayses, proper spacing and bending righidity of cross beams were proposed.

• The Journal of the Korea Contents Association
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• v.11 no.1
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• pp.422-428
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• 2011

This paper presents results from the theoretical analysis of the lateral load distribution for a railway bridge designed with PSC girders which is one of most popular types of bridge in Korea. Typically, 3 sets of intermediate cross beams within a span have been installed for lateral load distribution. In this paper, the effect on the lateral load distribution by the number of intermediate cross beams were examined by both simple grillage analysis and finite element method. This study showed that at least, one set of cross beams at midspan should be needed to ensure the proper load distribution. However, the effect of cross beams on the load distribution becomes not significant though more than one set of cross beams are installed. Therefore, only one set of cross beans at midspan is recommended for constructibility and economic efficiency.

• 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.

• Structural Engineering and Mechanics
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• v.59 no.3
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• pp.387-401
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• 2016

This paper takes a half-through steel truss arch bridge as an example. A seismic analysis is conducted with nonlinear finite element method. Contrast models are established to discuss the effect of simplified method for main girder on the accuracy of the result. The influence of seismic wave direction and wave-passage on seismic behaviors are analysed as well as the superstructure and arch ring interaction which is mostly related with the supported bearings and wind resistant springs. In the end, the application of cable-sliding aseismic devices is discussed to put forward a layout principle. The main conclusions include: (1) The seismic response isn't too distinctive with the simplified method of main girder. Generally speaking, the grillage method is recommended. (2) Under seismic input from different directions, arch foot is usually the mostly dangerous section. (3) Vertical wave input and horizontal wave-passage greatly influence the seismic responses of arch ring, significantly increasing that of midspan. (4) The superstructure interaction has an obvious impact on the seismic performance. Half-through arch bridges with long spandrel columns fixed has a less response than those with short ones fixed. And a large stiffness of wind resistant spring makes the the seismic responses of arch ring larger. (5) A good isolation effectiveness for half-through arch bridge can be achieved by a reasonable arrangement of CSFABs.