• Journal of the Korean Society for Advanced Composite Structures
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• 제5권2호
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• pp.21-26
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• 2014

This paper introduces general concepts of jointless bridges and field construction case of semi-integral bridge with psc girder integrating end-diaphragm. The expansion joints need to satisfy thermal and safety conditions of bridges. General bridges with joints have some problems, which are frequently replacement cycle time from mechanical damage or unstable movement, maintenance cost and more. To solve these problems, Integral Abutment Bridges(IAB) have been applied overseas in the 1930s. In Korea, first IAB was constructed in the early 2000s and precast IAB systems was invented and applied lately. Kyungshin overpass bridge in Incheon is the Semi-IAB constructed, the span length is 2@35=70m and the width is 13.9m. The original plan was to use general joint bridge but design field changed with expectations for advanced economic estimation and maintenance. This changed method of B.I.B bridge construction provided not only workability, construction cost but also safety improvement at the same time.

• Journal of Korean Society of Steel Construction
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• 제23권2호
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• pp.199-210
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• 2011

The cables in cable-stayed bridges are under high stress and are very sensitive to vibration due to their small section areas compared with other members. Therefore, it is reasonable to evaluate the cable impact factor by taking into account the dynamic effect due to moving-vehicle motion. In this study, the cable impact factors were evaluated via moving-vehicle-load analysis, considering the design parameters, i.e., vehicle weight, cable model, road surface roughness, vehicle speed, longitudinal distance between vehicles. For this purpose, two steel composite cable-stayed bridges with 230- and 540-m main spans were selected. The results of the analysis were then compared with those of the influence line method that is currently being used in design practice. The road surface roughness was randomly generated based on ISO 8608, and the convergence of impact factors according to the number of generated road surfaces was evaluated to improve the reliability of the results. A9-d.o.f. tractor-trailer vehicle was used, and the vehicle motion was derived from Lagrange's equation. 3D finite element models for the selected cable-stayed bridges were constructed with truss elements having equivalent moduli for the cables, and with beam elements for the girders and the pylons. The direct integration method was used for the analysis of the bridge-vehicle interaction, and the analysis was conducted iteratively until the displacement error rate of the bridge was within the specified tolerance. It was acknowledged that the influence line method, which cannot consider the dynamic effect due to moving-vehicle motion, could underestimate the impact factors of the end-cables at the side spans, unlike moving-vehicle-load analysis.

• The Journal of Korean Academy of Prosthodontics
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• 제44권5호
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• pp.526-536
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• 2006

Statement of problem : Use of fiber composite technology as well as development of nonmetal implant prosthesis solved many problems due to metal alloy substructure such as corrosion. toxicity, difficult casting, expensiveness and esthetic limit. After clinical and laboratory test, we could find out that fiber-reinforced composite prostheses have good mechanical properties and FRC can make metal-free implant prostheses successful. Purpose : The purpose of this study is to evaluate the flexural strength of implant fixed prosthesis using fiber reinforced composite. Material and methods : 2-implant fixture were placed in second premolar and second molar area in edentulous mandibular model, and their abutments were placed, and bridge prostheses using gold, PFG, Tescera, and Targis Vectris were fabricated. Tescera was made in 5 different designs with different supplements. Group I was composed by 3 bars with diameter 1.0mm and 5 meshes, 2 bars and 5 meshes for Group II, 1 bar and 5 meshes for Group III, and only 5 meshes were used for Group IV. And Group V is composed by only 3 bars. Resin (Tescera) facing was made to buccal part of pontic of gold bridge. All of gold and PFG bridges were made on one model, 5 Targis Vectris bridges were also made on one model, and 25 Tescera bridges were. made on 3 models. Each bridge was attached to the test model by temporary cement and shallow depression was formed near central fossa of the bridge pontic to let 5 mm metal ball not move. Flexual strength was marked in graph by INSTRON. Results : The results of the study are as follows. The initial crack strength was the highest on PFG. and in order of gold bridge Tescera I, Tescera II, Targis vectris, Tescera IV, Tescera III, and Tescera V. The maximum strength was the highest on gold bridge, and in order of PFG, Tescera I, Tescera IV Tescera II, Targis vectris, Tescera III, and Tescera V. Conculsions : The following conclusions were drawn from the results of this study. 1. Flextural strength of implant prosthesis using fiber reinforced composite was higher than average posterior occlusal force. 2. In initial crack strength, Tescera I was stronger than Tescera V, and weaker than PFG. 3. Kinds and number of auxillary components had an effect on maximum strength, and maximum strength was increased as number of auxillary components increased. 4 Maximum strength of Tescera I was higher than Targis vectris, and lower than PFG.

• Journal of Korean Society of Steel Construction
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• 제18권6호
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• pp.793-804
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• 2006

Various PSC and steel-concrete composite railway bridges are being developed for short-medium spans with structural and economic efficiency. According to the design concept, the prestressed composite girder bridge has the advantages of being lightweight and having low girder depth, with the capacity for long spans. However, the dynamic behavior under a passing train is one of the critical issues concerning these railway bridges designed with more flexibility. Therefore, it is very important to evaluate the modal parameters before performing dynamic analyses. In this paper, real-scale prestressed composite girders were fabricated as a test model and modal testing was carried out to evaluate modal parameters including natural frequency and modal damping ratio. During the modal testing, a digitally controlled vibration exciter as well as an impact hammer was applied to obtain frequency-response functions, and the modal parameters were also evaluated after the fracture of test models. With application of reliable properties from modal tests, the estimation of dynamic performances of prestressed composite girder railway bridges can be obtained from various parametric studies on dynamic behavior under the passage of a moving train.

• Journal of Korean Society of Steel Construction
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• 제9권4호통권33호
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• pp.659-672
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• 1997

Thermal response induced from nonlinear temperature distribution in composite box gilder bridges depends on several variables(environmental conditions, physical and material properties, location and orientation of bridge, and cross-section geometry). In this paper, parametric study are conducted in order to find the effects of variations of seasons, location and orientation of bridge, sectional geometry and some material properties on the axial deformation, curvature and stresses in composite box girder bridge. A two-dimensional transient finite element model to conduct this parametric studies is briefly presented. Firstly, the effects of the parameters on the diurnal variation of curvature are considered, and for the time of maximum curvature, on the distribution of temperature and stresses of composite box girder sectional are considered. Finally, some considerations about the influence of the parameters on the daily maximum values of axial deformation, curvature and stresses are carried out. The influence of thermal effect on structures is important as much as the influence of live or dead load in some cases. In the design of steel composite bridges, the thermal stresses calculated on the supposition that the temperature difference between the concrete slab and steel girder is $10^{\circ}C$ and the temperature distributions are uniform in concrete slab and steel girder can be underestimated.

• Journal of the Korea institute for structural maintenance and inspection
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• 제23권1호
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• pp.27-35
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• 2019

The existing middle-long span railway bridge has been mainly applied to steel box girder bridges. However, the steel box girder bridges have disadvantages in securing the space under the bridge, and the main girder is made of a thin plate box shape, resulting in a ringing noise due to the vibration. Many complaints about noise have been raised. For this reason, there is a need for the development of long railway bridges that can replace steel box girder bridges. In this paper, the characteristics of the steel composite railway bridge currently developed were introduced and a time history analysis was conducted using MIDAS Civil reflecting the speed of KTX load for 40m and 50m bridges. In addition, from the analysis results, the dynamic behavior of target bridges were verified and it was examined whether they meet the dynamic performance criteria proposed in the railway design standards. As a result, all of the bridges under review satisfied the dynamic safety criteria, however, in case of 40m of span, the vertical acceleration value was very large. In order to solve this problem, authors proposed the improvement plan and corrected the cross section to confirm that the vertical acceleration decreased.

• Journal of Korean Society of Steel Construction
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• 제16권1호통권68호
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• pp.1-10
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• 2004

A study on the evaluation of proper spacing and required flexural rigidity of cross beams in composite two I-section steel girder bridges without a lateral and sway bracing system was performed. Specifically, a 2-lane, 40-m simple span bridge and a 3-span continuous (40+50+10m) bridge were designed, and structural analyses under dead load before and after composite, live, wind, and seismic loads were performed using spacing and flexural rigidity or cross beams as parameters. Through parametric analysis, the effect on the stresses due to the combination of loads and live load distribution was investigated. In addition. material and geometric nonlinear analyses under dead load before composite were performed to evaluate the lateral buckling strength of the steel girders and cross beam. Based on the results or such analyses, the proper spacing and flexural rigidity of cross beams at intermediate points and supports were proposed.

• Journal of the Korea institute for structural maintenance and inspection
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• 제11권1호
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• pp.77-84
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• 2007

In this paper presented, a design method of sandwich slab bridge of simple supported made by composite materials. Many of the bridge systems, including the girders and cross-beams, and concrete decks behave as the special orthotropic plates. Such systems with sections, boundary conditions other than Navier or Levy solution types, or with irregular cross sections, analytical solution is very difficult to obtain. Thus, Finite Difference Method is used for analysis of the pertinent problem. For the design of bridge made by the composite materials, cross-section is used the form-core shape because of this shape is economical and profitable, and for output of the stress value used F.D.M. Based the experimental of a composite specialist, an equation expressing the rate of decrease of tensile strength of glass fibers based on increase of mass was obtained. From these equations, one can estimate the rate of tensile strength reduction due to increased size. Tasi-Wu failure criterion for stress space is used. Strength-failure analysis procedure, using these reduced tensile strength, is presented.

• Steel and Composite Structures
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• 제21권1호
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• pp.109-122
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• 2016

Concrete creep, while significantly changing the static behaviors of concrete filled steel tube (CFST) structures, do alter the structures' dynamic behaviors as well, which is studied quite limitedly. The attempt to investigate the influence of concrete creep on the dynamic property and response of CFST arch bridges was made in this paper. The mechanism through which creep exerts its influence was analyzed first; then a predicative formula was proposed for the concrete elastic modulus after creep based on available test data; finally a numerical analysis for the effect of creep on the dynamic behaviors of a long-span half-through CFST arch bridge was conducted. It is demonstrated that the presence of concrete creep increases the elastic modulus of concrete, and further magnifies the seismic responses of the displacement and internal force in some sections of the bridge. This influence is related closely to the excitation and the structure, and should be analyzed case-by-case.

• Proceedings of the Korea Concrete Institute Conference
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• 한국콘크리트학회 2001년도 가을 학술발표회 논문집
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• pp.573-578
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• 2001

In order to apply a precast deck to continuous composite bridges, several experiments and analytical studies were performed. Design criterion for crack prevention should be such that it does not permit tension at the joint to occur when the service loads are applied. Details of the shear pocket for studs and material properties of filler in the pocket and the joint are very important considerations in design and construction. Combination of longitudinal prestressing methods, internal tendon and prestressing after shear connection, should be used for prevention of cracking in continuous precast deck bridges. Design guides for the determination of prestressing force are suggested.