• Proceedings of the Korea Concrete Institute Conference
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• 2006.11a
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• pp.337-340
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• 2006

The purpose of this study is to propose the stiffness reduction factor for flat plate slabs under lateral loads. Current design code (e.g., ACI 318-05) requires considering the effects of cracks for calculating slab stiffness under lateral loads. This study collected the test results of 20 interior slab-column connections, from which stiffness reduction in each test was estimated with respect to the ratio of applied moment to cracking moment ($M_a/M_{cr}$). Based on collected data, this study proposed equations for calculating stiffness reduction with respect to $M_a/M_{cr}$. To verify the proposed equations, this study conducted the experimental test of interior slab-column connections under quasi-static cyclic loading. From the test, load-deformation curve is compared to that obtained from effective beam width method with the proposed equation for the stiffness reduction. It is shown that the effective beam width method with the proposed equation for stiffness reduction predicts accurately the test results.

• Proceedings of the KSR Conference
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• 2008.06a
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• pp.1628-1636
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• 2008

Construction of concrete slab track is trending to increase gradually in national and international for reduction in track maintenance cost and secure of ride comfort. But elastic pad becomes superannuated due to repeated train operation. After all, it brings change of pad stiffness and it could directly act on track and bridge as load transmission and impact force. In this study, we carried out laboratory test changing pad stiffness after making a model of 15m bridge and laying concrete slab track. Also, we carried out static and dynamic behaviors test(stress, natural frequency, damping ratio, vibrational acceleration, deflection) of bridge and track and experimentally analyzed them by change of elastic pad stiffness on rail fastener.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2005.11a
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• pp.526-529
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• 2005

Attempts have been applied to reduce the vibration of slab. There are several method in the vibration control of slab from a traditional method such as increment of mass or stiffness of slab to a innovative method augmenting damping of slab. In this study, a attempt has been made to increase the effective damping in slab using the viscoelastic dampers made of viscoelastic material. The dampers are installed in a gab between slab and a beam. It is assumed that the stiffness of the beam is infinity for simplicity of the evaluation. we evaluate the reduction effect of the slab selected through numerical simulation and optimization process by applying it to a FEM model. The numerical simulation shows that the effective damping is increased as the number of bean is increased and the vibration control effect is very high.

• Computers and Concrete
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• v.29 no.3
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• pp.127-144
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• 2022

To investigate the flexural stiffness of the steel-composite beam, the contributions of the concrete slab and steel beam to the stiffness were considered separately. The method for flexural stiffness of the composite beam, considering the stiffness of the concrete slab and steel beam, was proposed in this paper. In addition, finite element models of the composite beams were established and validated. Parametric analyses were carried out to study the effects of different parameters on the neutral axis distance reduction factors of the concrete slab and steel beam. Afterward, the neutral axis distance reduction factors were fitted, and the stiffness combination coefficients of the two parts were solved. Based on the stiffness combination coefficients, the flexural stiffness of the composite beam can be obtained. The proposed method was validated by the tested and analyzed results. The method has a simple form and high accuracy in predicting the flexural stiffness of the steel-concrete composite beam, even though the degree of shear connection is less than 0.5.

• Journal of the Korea institute for structural maintenance and inspection
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• v.13 no.6 s.58
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• pp.148-155
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• 2009

A remarkable discrepancy of lateral deformation of shear wall structures for seismic loads due to a rigid diaphragm assumption without floor slab modelling asks a study how much effective the slab stiffness ratio is to the lateral behaviour. Typical shear wall type 15 stories structure is selected to analysis using MIDAS-ADS2008 commercial softwares modelling three types; 1) rigid diaphragm (RD model) 2) considered out-of plane slab flexural stiffness (DB model), and 3) considered in and out of plane slab flexural stiffness (SRC model). Based on National Code of KBC2005, the Equivalent Static and Response Spectrum seismic analysis are undertaken to compare each responses of the three models. The differences of lateral responses due to the three slab stiffness ratios applied on the models are compared and discussed.

• Journal of the Korean Society of Hazard Mitigation
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• v.2 no.2 s.5
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• pp.105-113
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• 2002

Steel-Concrete composite girders have been used since early in the 1920's due to their advantages, which are lower weight, increasement of stiffness, slenderness, long span. However, in designing short to continuous composite bridges, negative moment occurs in mid-support and creates problems such as cracks in the concrete slab. Therefore, partially composite bridges are considered. In this time, slab-anchor is used in these. If the stiffness of shear connectors is insufficient, slip would happen at the contact surface. Partial interaction is the case that takes account of slips. In this paper, the evaluation of initial shear stiffness of slab-anchor in composite bridges is obtained from Push-Out specimen. Also, finite element analyses which uses the initial shear stiffness of slab-anchor got the experiment are carried out on simple composite girder and continuous composite girder. Futhermore, the ratio of composite according to various shear stiffness are investigated and the classification according to the ratio of composite is proposed.

• Journal of Korean Association for Spatial Structures
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• v.5 no.4 s.18
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• pp.91-100
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• 2005

Composite slab structures consisted with steel deck plate and concrete material show generally anisotropic structural behavior because of different stiffness between the major direction and sub-direction of deck plate, and also the structures can be regarded as the laminated slab structures. It is necessary for the composite deck slab structures to carry out the exact vibration analysis to evaluate the serviceability. Also, it is needed to evaluate the exact structural behavior of composite deck slab with a layered orthotropic materials. In this paper, the thickness of topping concrete and deck plate are used to calculate the material coefficient stiffness of a sub-direction, and an equivalent depth calculated from sectional stiffness of concrete and deck plate is applied to get the stiffness of a major direction. The stiffness of two layered composite plates with different depth is determined by laminated theory. It is concluded that the presented method can efficiently analyze the structural behavior of composite deck slab consisted with steel deck plate and concrete material in the practical engineering field.

• Journal of the Korea institute for structural maintenance and inspection
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• v.23 no.5
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• pp.37-47
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• 2019

The study purposed to investigate the optimal location of core and offset outrigger system considering floor diaphragm. To accomplish this aim, a structure design of 70 stories building was performed by using MIDAS-Gen. And the leading factors of the analysis research were the slab stiffness, the stiffness of shear wall and the outrigger position in plan. Based on the analysis results, we analyzed and studied the influences of the shear wall stiffness and the slab stiffness on optimal location of core and offset outrigger considering floor diaphragm. The results of the analysis study indicated whether the slab stiffness, the stiffness of shear wall and the outrigger position in plan had an any impact on optimal location in outrigger system of tall building. Also the paper results can give help in getting the structural engineering materials for looking for the optimal position of outrigger system in the high-rise building.

• Proceedings of the Korea Concrete Institute Conference
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• 2005.11a
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• pp.307-310
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• 2005

The PCS system, which consists of precast concrete column and steel beam, has been under development. Experimental test has been carried out to investigate the structural performance of the system under earthquake. Two types of test specimens of beam-column joints are designed in order to compare the performances. One is the system with reinforced concrete slab and the other is without slab. It is found that the system with slab could satisfy all of the requirements from ACI Criteria such as strength, stiffness degradation and energy dissipation capacity except initial stiffness. It is also investigated that the stiffness of the joint is belong to rigid joint type according to Bjorhovde criterion. And it is observed that the partial-composite system between beam and slab is more effective than full-composite system in the respect of the energy dissipation capacity of the system.

• Proceedings of the KSR Conference
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• 2007.05a
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• pp.1085-1090
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• 2007

In recent railway construction, the concrete slab track is getting highlighted as main stream in track type. However, it is the fact that there are different opinions in selection of the optimized spring coefficient of elastic pad. In this study, the performance of vibration reduction in different stiffness of rail pad for ballasted track was compared, and the changes in characteristics, such as static/dynamic deflection of components, vibration acceleration, insertion loss etc., were analysed by using ISI Program for various types of rail fastening system used in concrete slab track. It was concluded that the fastening system with softer pads has shown the better performance of vibration reduction in concrete slab track and the optimized static stiffness has been calculated to 21.1kN/mm for conventional railways, 17.6kN/mm for high-speed railways and 17.8kN/mm for subways.