• Structural Engineering and Mechanics
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• v.51 no.5
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• pp.847-866
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• 2014

This paper describes a formulation to predict optimum post-tensioning forces and cable dimensioning for self-anchored cable-stayed suspension bridges. The analysis is developed with respect to both dead and live load configurations, taking into account design constrains concerning serviceability and ultimate limit states. In particular, under dead loads, the analysis is developed with the purpose to calculate the post-tensioning cable forces to achieve minimum deflections for both girder and pylons. Moreover, under live loads, for each cable elements, the lowest required cross-section area is determined, which verifies prescriptions, under ultimate or serviceability limit states, on maximum allowable stresses and bridge deflections. The final configuration is obtained by means of an iterative procedure, which leads to a progressive definition of the stay, hanger and main cable characteristics, concerning both post-tensioning cable stresses and cross-sections. The design procedure is developed in the framework of a FE modeling, by using a refined formulation of the bridge components, taking into account of geometric nonlinearities involved in the bridge components. The results demonstrate that the proposed method can be easily utilized to predict the cable dimensioning also in the framework of long span bridge structures, in which typically more complexities are expected in view of the large number of variables involved in the design analysis.

• Proceedings of the Korea Concrete Institute Conference
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• 2010.05a
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• pp.21-22
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• 2010

Recently, many concrete cable-stayed bridges are under construction for economic benefits. This study deals with analyzing construction cost of the Second-Dolsan Bridge and the Sepung Bridge as examples of concrete cable-stayed bridges.

• Proceedings of the Computational Structural Engineering Institute Conference
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• 2003.10a
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• pp.202-208
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• 2003

In this study, a time domain analysis is presented for investigation on the buffeting response of cable-stayed bridge during both erection and completion stages. The main span length and width of deck are 520 m and 15.1m, each. Since the ratio of span over width is 34.44, aerodynamic stability of the bridge during erection is expected to dominate the safety of the bridge in construction stage. Several conclusions regarding different construction stages and temporary wind cables are obtained.

• Proceedings of the KSR Conference
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• 2003.05a
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• pp.364-367
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• 2003

In this paper, a realistic launching method for railway bridge is developed. When bridge is launched, it might experience the excessive deflection. Launching method with cable-stayed scheme is developed to control the deflection. The developed method was applied to the launching of an actual bridge. This study results show that bridges can be launched with favorable deflection by the proposed method.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.23 no.4
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• pp.343-351
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• 2010

Bending and axial compressive stresses are distributed across the whole upper flange of a box girder bridge which has the span-to-depth ratio (B/L) of below 0.5, according to Korea Bridge Design Specifications (Minister of Land, Transport and Maritime Affairs, 2005). Shear lag phenomenon, however, can take place in the construction phase of cable-stayed bridge, in which stresses combining bending moment due to dead weight and cable vertical compression are induced. This study aims to analyze the effective width of flange over which composite stresses are given, which should be calculated during the construction phase of stiffening girder of single plane cable-stayed box girder bridge. The study results indicate that the full width of stiffening girder can be regarded as the effective flange width when the span-to-depth ratio for the deck is below 0.38. In other words, the area, where shear lag is taken into consideration, is larger than the width of box girder in single plane cable-stayed box girder bridges. Therefore, the current practice of considering the full width as the effective flange width regardless of changes of the span-to-depth ratio during the construction stage can produce an unsafe bridge. If the effective flange width is determined according to the single span structural system in the early stage of construction when the span-to depth ratio for the deck is high and composite stresses of every part expect each end of the bridge are calculated, it can result in a safe structural design. Since the span-to-depth ratio gradually decreases, however, it is appropriate to determine the effective width of flange on the basis of the full width and the cantilever structural system.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.14 no.6
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• pp.1299-1308
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• 1994

This paper is considered on the dynamic behavior and the dynamic impact coefficient on the cable-stayed bridge under the vehicle load. The method of static analysis, that is, the transfer matrix method is used to get influence values about displacements, section forces of girder and cable forces. Gotten influence values were used as basic data to analyse dynamic behavior. This paper used the transfer matrix method because it is relatively simpler than the finite element method, and calculating speed of computer is very fast and the precision of computation is high. In the process of dynamic analysis, the uncoupled equation of motion is derived from simultaneous equation of the motion of cable-stayed bridge and vehicle travelling by using mode shape, which was borne from system of undamped free vibration. The solution of the uncoupled equation of motion, that is, time history of response of deflections, velocity and acceleration on reference coordinate system, is found by Newmark-${\beta}$ method, a kind of direct integral method. After the time history of dynamic response was gotten, and it was transfered to the time history of dynamic response of cable-stayed bridge by linear transformation of coordinates. As a result of this numerical analysis, effect of dynamic behavior for cable-stayed bridge under the vehicle load has varied depending on parameter of design, that is, the ratio of span, the ratio of main span length, tower height, the flexural rigidity of longitudinal girder, the flexural rigidity of tower, and the cable stiffness, investigated. Very good agreements with the existing solution in the literature are shown for the uncracked plate as well as the cracked plate.

• Structural Engineering and Mechanics
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• v.34 no.5
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• pp.611-623
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• 2010

Excessive stay cable vibrations can cause severe problems for cable-stayed bridges. In this paper a semiactive Magnetorheological (MR) damper is investigated to reduce cable vibrations. The control-oriented cable-damper model is first established; a computer simulation for the cable-damper system is carried out; and finally a MR damper is experimentally used to reduce the cable vibration in a laboratory environment using a semiactive control algorithm. Both the simulation and experimental results show that the semiactive MR damper achieves better control results than the corresponding passive damper.

• Journal of Korean Society of Steel Construction
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• v.11 no.4 s.41
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• pp.351-362
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• 1999

Damage detection methods which utilize the change in dynamic characteristics are very hard to apply to large civil structures since local damage hardly affects global dynamic characteristics. But, if there is a very important and critical member and we focus only on the local behavior of it, it would be possible to detect damage from the change in local dynamic characteristics, such as natural frequencies and mode shapes .In this study, the cable anchorage part of a cable-stayed bridge under construction is modeled and analyzed by commercial finite element program, ABAQUS. It has both welding and bolting connections with a cable and a stiffening plate, and has a possible high stress concentration portions in it. Several damage scenarios such as crack through the welding or crack through the bolting connection are examined. The result shows that the local natural frequencies of the damaged member decrease up to 16% compared with that of the undamaged member. It is concluded that there is quite a high feasibility that the damage of the cable anchorage can be detected by measuring local dynamic characteristics.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.8 no.2
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• pp.205-213
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• 1988

It is not a simple task to optimize a cable stayed bridge, because it involves, in addition to the section properties, number and arrangement of cables, initial tension forces of cables, and type and height of the tower as design variables. This study deals with an optimization problem of cable stayed bridges considering initial cable forces, section properties of the girder and the tower, and coordinates of the tower. In order to avoid difficulties in dealing with numerous variables which interact mutually, separate design spaces are adopted for initial cable forces, section properties, and coordinates, respectively. Strain energy stored in the structure is used as the object function in the design of the initial cable forces, while weight of the structure is used in the design of section and coordinates. Upper and lower limits of the initial forces, allowable stresses including the effect of buckling, and lower limit of the sectional area are considered as constraints. The proposed method is applied to a fan type bridge and a harp type bridge. It is believed through comparison of the results to the previous results in the literature that the proposed method renders rational design values. It is also shown that the coordinate optimization, which is usually deleted in the optimization process, results in additional saving of materials.

• Journal of the Korea institute for structural maintenance and inspection
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• v.27 no.2
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• pp.58-66
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• 2023

In this study, cable tension was measured using the vibration method, and a vision-based system was applied as a sensor to measure the displacement response of a cable in a non-contact method. In the vision-based system, the camera is installed in a location that considers the target structure and the field of view of the camera. However, it can be difficult to recognize the control points required to measure the displacement response of a structure as the target structure and other structures such as vehicles may be included in the image at the intended installation location. In this study, a distorted image including a vehicle shows inaccurate results in image analysis due to the installation position of the vision-based system. Accordingly, the image including the vehicle was eliminated by calculating the similarity between the two images. To verify the validity of the method of estimating the cable tension of cable-stayed bridges using the proposed method, the vibration method was applied to cable-stayed bridges in service to measure the tension.