• 한국콘크리트학회:학술대회논문집
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• 한국콘크리트학회 2000년도 가을 학술발표회 논문집(II)
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• pp.989-994
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• 2000

Nine tests to failure are performed on full-scale eight composite beams with unreinforced web opening having ribbed slabs with formed deck which are perpendicular to the steel section and one steel beam. The effects of slab width, reinforcing of stud, moving of rib, moment-shear ratio are studied. At the low M/V ratio, Vierendeel action around the high moment end of the opening is occurred and the large deflection across the opening and transverse cracking are occurred with increasing of applied load. As the M/V ratio increases, the relative deflection across the opening decreases. And at failure, full tensile strain are occurred at bottom T section of steel beam, and concrete crushes at the High Moment End of the opening. With narrow slabs, diagonal tension failure at the high moment end of the opening is occurred. And with wide slabs, rib punch-through failure is occurred near the high moment end of the opening. The implications for design are discussed.

• 국제초고층학회논문집
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• 제3권1호
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• pp.35-48
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• 2014

In designing a 300 meter high skyscraper expected to be the tallest building in Japan, an earthquake-ridden country, we launched on the full-scale performance based design to ensure redundancy and establish new specifications using below new techniques. The following new techniques are applied because the existing techniques/materials are not enough to meet the established design criteria for the large-scale, irregularly-shaped building, and earth-conscious material saving and construction streamlining for reconstructing a station building are also required: ${\bullet}$ High strength materials: Concrete filled steel tube ("CFT") columns made of high-strength concrete and steels; ${\bullet}$ New joint system: Combination of outer diaphragm and aluminium spray jointing; ${\bullet}$ Various dampers including corrugated steel-plate walls, rotational friction dampers, oil dampers, and inverted-pendulum adaptive tuned mass damper (ATMD): Installed as appropriate; and ${\bullet}$ Foundation system: Piled raft foundation, soil cement earth-retaining wall construction, and beer bottle shaped high-strength CFT piles.

• 한국구조물진단유지관리공학회 논문집
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• 제22권6호
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• pp.81-88
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• 2018

이 연구에서는 실제 단면크기를 갖는 철근 콘크리트 기둥의 내진보강을 위한 단면확대 공법에서 효율적인 띠철근 배근 방법을 평가하였다. 비내진 상세를 갖는 기존 기둥의 단면크기는 $450{\times}450mm$이며, 단면확대 보강기둥의 단면크기는 $750{\times}750mm$이다. 확대 단면에서의 폐쇄형 외부 띠철근 배근을 위해 ㄷ-형 띠철근의 겹칩이음 및 철근 선조립 공법을 제시하였으며, 보조 띠철근으로서 크로스타이 앵커링 시공 및 V-타이를 고려하였다. 실험 결과, 무보강 기둥 및 ㄷ-형 외부 띠철근을 적용한 보강기둥의 압축내력은 ACI 318-14의 공칭내력과 비슷한 수준인 반면 철근 선조립 공법을 적용한 기둥의 압축내력은 ACI 318-14의 공칭내력 대비 1.25배 높았다. 특히 철근 선조립 공법을 적용한 보강 기둥의 압축 연성비는 크기효과에 의한 연성비 저하 가능성에도 불구하고 기존 기둥에 비해 139% 증가하였다. 즉, 제시된 철근 선조립 공법은 단면확대 보강기둥에서 주철근 조기 좌굴방지 및 콘크리트 구속에 효율적인 띠철근 상세로 평가될 수 있었다.

• 한국콘크리트학회:학술대회논문집
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• 한국콘크리트학회 2006년도 춘계학술발표회 논문집(I)
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• pp.314-317
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• 2006

In the present study, design methodologies for effective width of slabs in slab-column connections were evaluated in comparison with the experimental results on the full-scale slab-column connections. The design methodologies are as follows: the methodology proposed by Jacob S. Grossman and the methodology proposed by Choi & Song. The former does not predict the stiffness change of the slab-column connection due to the change in the column section shape and the latter overestimates the stiffness when edge length of the column section in the loading direction is long. Accordingly, the equation to calculate the effective width of slabs should be modified to reflect the effect of the change in the column section shape.

• 한국재난정보학회 논문집
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• 제20권2호
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• pp.369-378
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• 2024

연구목적: 본 연구는 복합 긴장 방식이 적용된 세그멘탈 PSC U형 거더와 콘크리트 바닥판 슬래브가 합성된 40m 실대형 실험체를 제작하여 동적 거동 실험을 실시하고 수치해석적기법 결과와 비교 검토함으로써 구조적 안정성을 검증하고자 한다. 연구방법: 손상이 없는 실대형 실험체에 impact hammer 타격으로 동적 거동 실험을 실시하여 고유진동수와 감쇠비를 측정하고 수치해석적기법 및 구조물의 일반적인 감쇠비와 상호 비교 검토하였다. 연구결과: 거더와 슬래브 합성단면으로 구성된 수치해석 모델의 고유진동수는 2.561Hz로 계산되었고 실대형 실험체의 고유진동수는 2.670Hz로 계측되었으며 감쇠비는 0.42~0.68%로 산정되었다. 결론: 실대형 실험체 고유진동수는 수치해석 모델의 고유진동수 대비 약 4.3% 증가된 값으로써 실대형 실험체와 수치해석 모델의 질량이 동일하므로(99.97%) 실대형 실험체 강성은 구조적 안전성을 확보하였음을 도출할 수 있으며 결과적으로 실험체의 동적 거동 안정성을 검증하였다. 계측된 감쇠비 0.42~0.68%는 탄성영역의 PSC구조물 감쇠비 0.5~1.0%와 비교하여 볼 때, 안정적 동적 거동임을 확인하였다.

• 한국콘크리트학회:학술대회논문집
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• 한국콘크리트학회 1996년도 봄 학술발표회 논문집
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• pp.241-246
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• 1996

A new solution for the dynamic analysis of as asphalt concrete pavements under moving loads has been developed. The asphalt concrete pavement can be modeled in elastic or viscoelastic medium of multi-layered structure. The subgrade can be modeled as either a rigid base or a semi-infinite halfspace. The loads may be constant or arbitrary circular loads into one direction. The method utilizes the Complex Response Method of transient analysis with a continuum solution in the horizontal direction and a finite-element solution in the vertical direction. This proposed method incorporates such important factors as wave propagation, inertia and damping effects of the medium as well as frequency-dependent asphalt concrete properties. The proposed method has been validted with the full-scale field truck test, which was conducted on instrumented asphalt concrete section on a test track at PACCAR Technical Center in Mount Vernon, Washington. Comparison with field strain data from full-scale pavement tests has shown excellent agreement. Theoretical results have shown that the effect of vehicle speed is significant and that it is in part due to the frequency-dependent

• 설비공학논문집
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• 제16권2호
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• pp.135-141
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• 2004

The present paper concerns a smoke movement in a tunnel fire with a vertical shaft. The model tunnel measured 13.4m long, 0.4m wide and 0.4m high. The cross section is 1： 20 of a full scale tunnel. Ethanol was used as a fuel. The fire size in model tests varied from 1.35 kW to 13.37 kW, which corresponds to full scale fires of 2.41 to 23.91 MW. Smoke front velocity and temperatrue were decreased due to the vertical shaft install. Temperature was reduced maximum about 2$0^{\circ}C$ at ceiling and about 23$^{\circ}C$ at vertical position. CO concentration was reduced as the vent width widened. When vent width was more than 15 cm, CO concentration was not reached 100 ppm. Descent degree of the smoke layer was confirmed through the visualization.

• Journal of Hydrospace Technology
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• 제1권1호
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• pp.41-56
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• 1995

Flew control devices, such as flow liners, are frequently introduced in a cavitation tunnel in order to reduce the tunnel blockage effect, when a three-dimensional wake distribution is simulated using a complete ship model or a dummy model. In order to estimate the tunnel wall effect and to evaluate the effect of flow liners on the simulated wake distribution, a surface panel method is adopted for the calculation of the flow around a ship model and flow liners installed in a rectangular test section off cavitation tunnel. Calculation results on the Sydney Express ship model show that the tunnel wall effect on the hull surface pressure distribution is negligible for less than 5% blockage and can be appreciable for more than 20% blockage. The flow liners accelerate the flow near the afterbody of the ship model, so that the pressure gradient there becomes more favorable and accordingly the boundary layer thickness would be reduced. Since the resulting wake distribution is assumed to resemble the full scale wake, flow liners can also be used to simulate an estimated full scale wake without modifying the ship model. Boundary taper calculation should be incorporated in order to correlate the calculated wake distribution with the measured one.

• 한국도로학회논문집
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• 제18권5호
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• pp.57-62
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• 2016

PURPOSES : The objective of this study is to evaluate the effect of size and depth of cavities on the pavement failure using the full-scale accelerated pavement testing. METHODS : A full-scale testbed was constructed by installing the artificial cavities at a depth of 0.3 m and 0.7 m from the pavement surface for accelerated pavement testing. The cavities were made of ice with a dimension of 0.5 m*0.5m*0.3m, and the thickness of asphalt and base layer were 0.2 m and 0.3 m, respectively. The ground penetrating radar and endoscope testing were conducted to determine the shape and location of cavities. The falling weight deflectometer testing was also performed on the cavity and intact sections to estimate the difference of structural capacity between the two sections. A wheel loading of 80 kN was applied on the pavement section with a speed of 10 km/h in accelerated pavement testing. The permanent deformation was measured periodically at a given number of repetitions. The correlation between the depth and size of cavities and pavement failure was investigated using the accelerated pavement testing results. RESULTS : It is found from FWD testing that the center deflection of cavity section is 10% greater than that of the intact section, indicating the 25% reduction of modulus in subbase layer due to the occurrence of the cavity. The measured permanent deformation of the intact section is approximately 10 mm at 90,000 load repetitions. However, for a cavity section of 0.7 m depth, a permanent deformation of 30 mm was measured at 90,000 load repetitions, which is three times greater than that of the intact section. At cavity section of 0.3 m, the permanent deformation reached up to approximately 90 mm and an elliptical hole occurred at pavement surface after testing. CONCLUSIONS : This study is aimed at determining the pavement failure mechanism due to the occurrence of cavities under the pavement using accelerated pavement testing. In the future, the accelerated pavement testing will be conducted at a pavement section with different depths and sizes of cavities. Test results will be utilized to establish the criteria of risk in road collapse based on the various conditions.

• Steel and Composite Structures
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• 제19권6호
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• pp.1403-1419
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• 2015

When precast concrete infill panels are connected to steel frames at discrete locations, interaction at the structural interface is neither complete nor absent. The contribution of precast concrete infill panels to the lateral stiffness and strength of steel frames can be significant depending on the quality, quantity and location of the discrete interface connections. This paper presents preliminary experimental and finite element results of an investigation into the composite behaviour of a square steel frame with a precast concrete infill panel subject to lateral loading. The panel is connected at the corners to the ends of the top and bottom beams. The Frame-to-Panel-Connection, FPC4 between steel beam and concrete panel consists of two parts. A T-section with five achor bars welded to the top of the flange is cast in at the panel corner at a forty five degree angle. The triangularly shaped web of the T-section is reinforced against local buckling with a stiffener plate. The second part consists of a triangular gusset plate which is welded to the beam flange. Two bolts acting in shear connect the gusset plate to the web of the T-section. This way the connection can act in tension or compression. Experimental pull-out tests on individual connections allowed their load deflection characteristics to be established. A full scale experiment was performed on a one-storey one-bay 3 by 3 m infilled frame structure which was horizontally loaded at the top. With the characteristics of the frame-to-panel connections obtained from the experiments on individual connections, finite element analyses were performed on the infilled frame structures taking geometric and material non-linear behaviour of the structural components into account. The finite element model yields reasonably accurate results. This allows the model to be used for further parametric studies.