• Journal of Navigation and Port Research
• /
• v.29 no.6 s.102
• /
• pp.515-522
• /
• 2005

The ship plating is generally subjected to. combined in-plane load and lateral pressure loads, In-plane loads include axial load and edge shear, which are mainly induced by overall hull girder bending and torsion of the vessel. Lateral pressure is due to. water pressure and cargo. These load components are nat always applied simultaneously, but mare than one can normally exist and interact. Hence, far mare rational and safe design of ship structures, it is af crucial importance to. better understand the interaction relationship af the buckling and ultimate strength far ship plating under combined loads. Actual ship plates are subjected to relatively small water pressure except far the impact load due to. slamming and panting etc. The present paper describes an accurate and fast procedure for analyzing the elastic-plastic large deflection behavior up to. the ultimate limit state of ship plates under combined loads. In this paper, the ultimate strength characteristics of plates under axial compressive loads and lateral pressure loads are investigated through ANSYS elastic-plastic large deflection finite element analysis with varying lateral pressure load level.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• v.29 no.1
• /
• pp.61-67
• /
• 2005

The ship plating is generally subjected to combined in-plane load and lateral pressure loads. In-plane loads include axial load and edge shear, which are mainly induced by overall hull ginder bending and torsion of the vessel. Lateral pressure is due to water pressure and cargo. These load components are not always applied simultaneously, but more than one can normally exist and interact. Hence, for more rational and safe design of ship structures, it is of crucial importance to better understand the interaction relationship of the buckling and ultimate strength for ship plating under combined loads. Actual ship plates are subjected to relatively small water pressure except for the impact load due to slamming and panting etc. The present paper describes an accurate and fast procedure for analyzing the elastic-plastic large deflection behavior up to the ultimate limit state of ship plates under combined loads. In this paper, the ultimate strength characteristics of plates under axial compressive loads and lateral pressure loads are inverstigated through ANSYS elastic-plastic large deflection finite element analysis with varying lateral pressure load level.

• Economic and Environmental Geology
• /
• v.47 no.2
• /
• pp.121-131
• /
• 2014

The stability of rock slope is mainly controlled by the orientation and shear strength of discontinuties in rock mass. Therefore, in kinematic analysis, the orientation of the combination of discontinuities and slope face is examined to determine if certain modes of failure can be occurred. In previous kinematic analysis, a representative orientation of the slope face and mean orientation of discontinuity set were used as input parameters. However, since the orientations of slope face varies according to locations of measurement, the representative slope face orientation could cause misunderstanding for kinematic instability. In addition, since the orientations of each discontinuity are scattered in the same discontinuity set, there is the possibility that uncertainties are involved in the procedure of kinematic analysis. Therefore, in this study, the detailed digital topographic map was used to obtain the orientation of slope face. In addition, the probabilistic analysis approach was utilized to deal properly with the uncertainties in discontinuity orientation. The proposed approach was applied to steep slopes in mountain road located in Baehuryeong, Chunncheon city, Gangwon-Do. The analysis results obtained from the deterministic and probabilistic analysis were compared to check the feasibility of proposed the analysis.

• Proceedings of KOSOMES biannual meeting
• /
• 2005.05a
• /
• pp.147-154
• /
• 2005

The ship plating is generally subjected to combined in-plane load and lateral pressure loads. In-plane loads include axial load and edge shear, which are mainly induced by overall hull girder bending and torsion of the vessel. Lateral pressure is due to water pressure and cargo. These load components are not always applied simultaneously, but more than one can normally exist and interact Hence, for more rational and safe design of ship structures, it is of crucial importance to better understand the interaction relationship of the buckling and ultimate strength for ship plating under combined loads. Actual ship plates are subjected to relatively small water pressure except for the impact load due to slamming and panting etc. The present paper describes an accurate and fast procedure for analyzing the elastic-plastic large deflection behavior up to the ultimate limit state of ship plates under combined loads. In this paper, the ultimate strength characteristics of plates under axial compressive loads and lateral pressure loads are investigated through ANSYS elastic-plastic large deflection finite element analysis with varying lateral pressure load level.

• Journal of the Korean Society of Marine Environment & Safety
• /
• v.12 no.1 s.24
• /
• pp.67-74
• /
• 2006

The ship plating is generally subjected to combined in-plane load and lateral pressure loads. In-plane loads include axial load and edge shear, which are mainly induced by overall hull girder bending and torsion rf the vessel. Lateral pressure is due to water pressure and cargo. These load components are not always applied simultaneously, but more than one can normally exist and interact. Hence, for more rational and safe design rf ship structures, it is of crucial importance to better understand the interaction relationship of the buckling and ultimate strength for ship plating under combined loads. Actual ship plates are subjected to relatively small water pressure except for the impact load due to slamming and panting etc. The present paper describes an accurate and fast procedure for analyzing the elastic-plastic large deflection behavior up to the ultimate limit state of ship plates under combined loads. In this paper, the ultimate strength characteristics of plates under axial compressive loads and lateral pressure loads are investigated secondary buckling behavior through ANSYS elastic-plastic large deflection finite element analysis with varying lateral pressure load level.

• Composites Research
• /
• v.31 no.6
• /
• pp.421-428
• /
• 2018

In order to optimize the prepreg compression molding (PCM) process, the forming simulation is required to cope with any problems that may be raised during the process. For the improvement of simulation accuracy, the input data of material property should be measured accurately. However, most studies assume that the compressive properties of the prepreg are identical to the tensile properties without quantifying them separately. Therefore, in this study, the in - plane compressive properties of the prepreg are presented to improve the accuracy of the forming simulation. As a result, the compressive modulus of the fibers was measured to be about $10^{-2}$ times lower than the tensile modulus. Also we designed a square-cup mold with a tilting angle of $110^{\circ}$ to simulate the prepreg formability during the high temperature compression mold process. Shear angles were measured at each corner, which were compared with the simulation results. It was observed that the simulation results using the accurate compressive properties of the prepreg showed a similar trend with the experimental results. It was confirmed that the measured data of the in-plane compression property improved the accuracy of the forming simulation results.

• Journal of the Korea institute for structural maintenance and inspection
• /
• v.27 no.6
• /
• pp.182-192
• /
• 2023

In this study, the efficacy of Engineered Cementitious Composite(ECC) jacket for masonry fences subjected to lateral dynamic load was experimentally verified through a shaking table test, comparing it with the performance of an unreinforced masonry(URM) fence. Firstly, dominant frequencies, modal damping ratios and deformed shapes were identified through an impact hammer test. URM and ECC-strengthened fences with heights of 940mm and 970mm had natural frequencies of 6.4 and 35.3Hz, and first modal damping ratios of 7.0 and 5.3%, respectively. Secondly, a shaking table test was conducted in the out-of-plane direction, applying a historical earthquake, El Centro(1940) scaled from 25 to 300%. For the URM fence, flexural cracking occurred at the interface of brick and mortar joint(i.e., bed joint) at the ground motion scaled to 50%, and out-of-plane overturning failure followed during the subsequent test conducted at the ground motion scaled to 30%. On the other hand, the ECC-jacketed fence showed a robust performance without any crack or damage until the ground motion scaled to 300%. Finally, the base shear forces exerted upon the URM and ECC-jacketed fences by the ground motions scaled to 25~300% were evaluated and compared with the ones calculated according to the design code. In contrast to the collapse risk of the URM fence at the ground motion of 1,000-year return period, the ECC-jacketed fence was estimated to remain safe up to the 4,800-year return period ground motion.

• Journal of the Korea Concrete Institute
• /
• v.14 no.5
• /
• pp.796-803
• /
• 2002

T-shaped walls have different strength, stiffness and ductility in the two opposite directions parallel to the web when subjected to horizontal in-plane loads. When the flange is in tension, the extent that the flange reinforcement contributes to the flexural strength will be subjected to shear-lag effect. Because of this shear-lag effect, the flange may not participate fully in the action with the web, and the effective flange width is needed for predicting the actual strength and stiffness of structures. The objective of this paper is to evaluate the effective flange width and actual strength of the T-shaped wall with Korean code specified detailing of the wall web. Three specimens were tested with cyclic lateral loading applied at top of the wall. A constant axial load of approximately 0.1f$\_$ck/$.$A$\_$g/ is maintained during the testing. Test results show that the effective flange width increases with increasing drift level, such that the entire overhanging flange of h/3 is effective at the maximum strength level. Therefore, the use of PCI or KBC(Korean Building Code) value of h/10 is unconservative with respect to detailing at the wall web boundary.

• Journal of Korea Water Resources Association
• /
• v.49 no.12
• /
• pp.1035-1044
• /
• 2016

In joint portions of the levee and the barrier, complex 3-dimensional flow was generated and collapse of revetment occurred frequently. For these reasons, it is necessary to install the joint revetment with greater stability as compared with the general revetment at the joint portions. However, design criteria for joint revetment was not presented in River Design Criteria (KWRA, 2009). Therefore it is necessary to research for engineering design of the joint revetment. In this study, hydraulic experiments were performed under various flow conditions in order to realize the collapse conditions of riprap and carried out in 20.0 m straight open channel with one side levee and the width was 4.0 m. The diameter of riprap covered around joint revetment was 0.03 m and the inlet discharges were $0.5{\sim}0.8m^3/s$. The numerical simulations were performed under same conditions with experiment. as results of this numerical simulations, the influence range was confirmed from the distribution of flow characteristics and shear stress. As a result, the riprap diameter of the joint revetment was calculated from 4.1 to 6.9 times greater than that of general revetment. As the inlet discharge was large, the range of vulnerable area was developed long in the downstream direction despite of same withdrawal velocity of riprap. Through this study, the methods of calculating the riprap diameter and influence range were proposed according to hydraulic characteristics of flow around joint revetment. At a later study, if additional experiments about effect of flood plane and various types of barrier is applied, it is expected that rational design method with stability of joint revetment can be proposed.

• Journal of the Korea Concrete Institute
• /
• v.17 no.5 s.89
• /
• pp.761-768
• /
• 2005

Lately outmoded and functionally obsolete buildings constructed in 1960s and 1970s are often remodelled and restored. Even though there are not serious structural defects in the existing buildings, many old buildings have been reconstructed to improve residence quality or to extend residence area of the buildings. The experimental or theoretical research on plane expansion of RC apartments is quite scare. In this research, 12 specimens and 19 RC slabs connected by hinged joints were tested. The new slab was connected to the existing slab by hinge joints injecting dowel bars between two slabs. Main parameters of the slabs are types of the dowel bars (D13 and D19), spacing of the dowel bars (150mm, 300mm, and 450mm), and the locations of the steel bars in the existing slabs. The test results indicated that the shear strength of the RC test slabs having various types of dowel bars was about twice that calculated by the ACI 318-02 code. All slabs failed in concrete spatting and the dowel steel bars did not reach their yield strengths.