• Title/Summary/Keyword: joint width

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Joint Width Design for Post-Tensioned Concrete Pavement (포스트텐션 콘크리트 포장의 줄눈 폭 설계)

  • Kim, Dong-Ho;Kil, Yong-Su;Kim, Jin-Woung;Yun, Kyeong-Ku
    • International Journal of Highway Engineering
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    • v.12 no.3
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    • pp.147-154
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    • 2010
  • In post-tensioned concrete pavement(PTCP), one of the most important design variables is the initial joint width, in addition to the tensioning spacing. The joint width between PTCP slabs directly affects noise and ride quality. If the joint width is too wide, noise increases and ride quality decreases. If the initial joint width is too narrow, on the other hand, under high temperature, PTCP slabs can blow up, or failures near the joint can occur due to excessive compressive stresses. This study was conducted to determine the optimal initial joint width of PTCP and to investigate the joint width behavior under temperature changes. The experiments were performed using one-year-old PTCP slabs. The concrete temperatures were measured using the temperature measurement sensors installed at various depths. The joint widths were measured using vernier-calipers at different times of a day and the relationship between the joint width and temperature was analyzed. From this study, the design methodology to determine the optimal initial joint width of PTCP could be proposed.

Behavior and Design of Terminal Joint Width between Post-Tensioned Concrete Pavement and Jointed Concrete Pavement under Temperature Changes (온도변화에 따른 PTCP와 JCP 접속부 줄눈 폭 변화와 설계 방안)

  • Kim, Dong-Ho;Lee, Bong-Hak;Kim, Seong-Min;Park, Seong-Tae
    • International Journal of Highway Engineering
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    • v.13 no.1
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    • pp.223-228
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    • 2011
  • The initial joint width design of the terminal joint between post-tensioned concrete pavement (PTCP) and jointed concrete pavement (JCP) was studied in this research. The joint width between PTCP and JCP directly affects noise and ride quality. If the initial joint width is very large, noise increases and ride quality decreases. If the initial joint width is very small, on the other hand, under high temperatures, PTCP slabs can blow up, or failures near the joint can occur due to excessive compressive stresses. The terminal joint width behavior between PTCP and JCP near Jumunjin at Donghae expressway under temperature changes was measured in August and November 2010 and the data was analyzed. From this study, the design methodology of the optimal initial terminal joint width was proposed.

Experimental Study on the Effective Joint Width of the SRC Column-Steel Beam Joint (철골철근콘크리트 기둥-철골 보 접합부의 유효폭에 관한 실험적 연구)

  • 연선아;김승훈;서수연;이리형;홍원기
    • Proceedings of the Korea Concrete Institute Conference
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    • 2001.05a
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    • pp.405-410
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    • 2001
  • To investigate factors influencing the effective width of. SRC column-steel beam joint resisting the moment as strut, six specimens are designed and tested. Parameters in the test are column width, beam height and horizontal tie within beam depth. From the test, using either wide column width or ties, strength and stiffness of joint were developed. The lower beam height the specimens showed the lower moment.

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The Change of Space Width in the Temporomandibular Joint by Pivot Spint (추축장치에 의한 악관절강폭의 변화에 관한 연구)

  • Min-Ho Kim;Kyung-Soo Han;Min Shin
    • Journal of Oral Medicine and Pain
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    • v.20 no.1
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    • pp.159-169
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    • 1995
  • The purpose of this study was investigating the effects of pivot splint on width of the temporomandibular joint space in order to get the basic data for clinical applications. Pivot splint could be used for treating the patients with temporomandibular disorders, especially for chronic closed lock which would not be reduced by joint manipulation or with other methods. So it is necessary to have a lot of underlying data for using pivot splint, but there is few available reports related to mechanical principle or clinical results of the splint. Healthy twenty dental students wee collected for this study and pivot splint with 2.5mm high right-side pivot was used. Next, transcanial projection was taken and width of joint space at there mandibular positions were measured : habitual occlusion position, clenching position with splint, and clenching position with splint and mandibular force. The data were processed with SAS statistical program. The obtained results were as follows : 1. Ipsilateral posterior joint space width was increased on clenching the pivot splint, but joint space widths of contralateral side were not significantly changed. 2. Superior and posterior joint space width were increased on clenching the pivot splint with mandibualr force on both ipsilateral and contralateral side. 3. Ipsilateral joint space widths were not significantly changed from habitual occlusion position to clenching the pivot splint with active mandibular force, but in case of with passive mandibular force, posterior joint space width was significantly increased. 4. Correlationships between mandibular positions were more significant at anterior joint space than at superior or posterior joint space. But the correlation between clenching and clenching with mandibular force was significant at all the three joint space.

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INFLUENCE OF IMPLANT-ABUTMENT INTERFACE DESIGN, IMPLANT DIAMETER AND PROSTHETIC TABLE WIDTH ON STRENGTH OF IMPLANT-ABUTMENT INTERFACE : THREE-DIMENSIONAL FINITE ELEMENT ANALYSIS (임플랜트의 지대주 연결방식, 임플랜트의 직경 및 지대주 연결부위의 직경 차이에 따른 응력분포에 관한 삼차원 유한요소분석)

  • Oh Se-Woong;Yang Jae-Ho;Lee Sun-Hyung;Han Jung-Suk
    • The Journal of Korean Academy of Prosthodontics
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    • v.41 no.4
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    • pp.393-404
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    • 2003
  • Statement of problem. Higher incidence of prosthetic complications such as screw loosening, screw fracture has been reported for posterior single tooth implant. So, there is ongoing research regarding stability of implant-abutment interface. One of those research is increasing the implant diameter and prosthetic table width to improve joint stability. In another part of this research, internal conical type implant-abutment interface was developed and reported joint strength is higher than traditional external hex interface. Purpose. The purpose of this study is to compare stress distribution in single molar implant between external hex butt joint implant and internal conical joint implant when increasing the implant diameter and prosthetic table width : 4mm diameter, 5mm diameter, 5mm diameter/6mm prosthetic table width. Material and method. Non-linear finite element models were created and the 3-dimensional finite element analysis was performed to see the distribution of stress when 300N static loading was applied to model at $0^{\circ},\;15^{\circ},\;30^{\circ}$ off-axis angle. Results. The following results were obtained : 1. Internal conical joint showed lower tensile stress value than that of external hex butt joint. 2. When off-axis loading was applied, internal conical joint showed more effective stress distribution than external hex butt joint. 3. External hex butt joint showed lower tensile stress value when the implant diameter was increased. 4. Internal conical joint showed lower tensile stress value than external hex butt joint when the implant diameter was increased. 5. Both of these joint mechanism showed lower tensile stress value when the prosthetic table width was increased. Conclusion. Internal conical joint showed more effective stress distribution than external hex joint. Increasing implant diameter showed more effective stress distribution than increasing prosthetic table width.

Study on Bearing Response of Single Lap Riveted Joint (Single Lap Riveted Joint의 베어링 거동 연구)

  • Heo Kwang-Su;Yoon Sung-Ho;Jeong Jong-Cheol;Lee Sang-Jin;Kim Jung-Seok
    • Proceedings of the KSR Conference
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    • 2005.05a
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    • pp.326-331
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    • 2005
  • In this study, bearing response in single lap riveted joint is investigated by menas of single lap shear specimens with different types of adherend and fastener. Single lap shear specimen consists of adherend of SUS403 and carbon fabric/epoxy composite. Rivet of Avdel 2691 with 9.6mm diameter is used. Two types of fastener in single lap riveted joint are considered. One is a single lap shear specimen with single fastener, and the other is a single lap shear specimen with double fasteners. Especially, in case of single lap shear specimen with single fastener, the width of the specimen is varied as 2D, 3D, 4D, 6D at a fixed edge distance of 3D. Also the edge distance of the specimen is varied as 1.0D, 1.5D, 2.0D, 2.5D, 3.0D at a fixed width of 4D. In case of single lap shear specimen with double fasteners, two types of specimen are considered. One is a specimen with the width of 6D and edge distance of 3D. The other is a specimen with the width of 4D and edge distance of 2D. Here D designates the hole diameter for riveted joint.

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Flexural analysis of transverse joints of prefabricated T-girder bridge superstructure

  • Kye, Seungkyung;Jung, Hyung-Jo;Park, Sun-Kyu
    • Structural Engineering and Mechanics
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    • v.77 no.1
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    • pp.89-102
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    • 2021
  • Rapid construction of prefabricated bridges requires minimizing the field work of precast members and ensuring structural stability and constructability. In this study, we conducted experimental and analytical investigations of transverse joints of prefabricated T-girder bridge superstructures to verify the flexural performance and serviceability. In addition, we conducted parametric studies to identify the joint parameters. The results showed that both the segmented and continuous specimens satisfied the ultimate flexural strength criterion, and the segmented specimen exhibited unified behavior, with the flexural strength corresponding to that of the continuous specimen. The segmented specimens exhibited elastic behavior under service load conditions, and the maximum crack width satisfied the acceptance criteria. The reliability of the finite element model of the joint was verified, and parametric analysis of the convexity of the joint section and the compressive strength of the filler concrete showed that the minimum deflection and crack width occurred at a specific angle. As the strength of the filler concrete increased, the deflection and crack width decreased. However, we confirmed that the reduction in the crack width was hardly observed above a specific strength. Therefore, a design suitable for prefabricated bridges and accelerated construction can be achieved by improving the joint specifications based on the required criteria.

A Study on Joint Design Factors for Low Vibration Vehicle (저진동 차량을 위한 결합부 인자 연구)

  • Lee, Jae-Woo;Sung, Young-Suk;Kang, Min-Seok;Lee, Sang-Beom;Yim, Hong-Jae
    • Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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    • 2008.04a
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    • pp.177-184
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    • 2008
  • Vehicle body frame stiffness affects the dynamic and static characteristics. Vehicle frame structure performance is greatly affected by crossmember and joint design. While the structural characteristic of these joint vary widely, there is no known tool currently in use that quickly predicts joint stiffness early in design cycle. This paper present the joint design factors affecting on low frequency vibration. The joint factors are joint panel thickness, flange width and weld point space. To study the effect on vehicle low frequency vibration, case studies for these factors are performed. The result can present design guide for high-stiffness vehicle.

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A Study on Joint stiffness Modeling Method and Joint Design Factors for Low Frequency Vibration (차량의 결합부 강성 모델링 기법 및 저진동 영역에 영향을 미치는 인자 연구)

  • Sung, Young-Suk;Kang, Min-Seok;Yim, Hong-Jae
    • Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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    • 2007.05a
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    • pp.202-209
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    • 2007
  • Vehicle body frame stiffness affects the dynamic and static characteristics. Vehicle frame structural performance is greatly affected by crossmember and joint design. While the structural characteristics of these joints vary widely, there is no known tool currently in use that quickly predicts joint stiffness early in design cycle. This paper presents the joint design factors affecting on low frequency vibration. The joint factors are joint panel thickness, section property, flange width and weld point space. To study the effect on vehicle low frequency vibration, case studies for these factors are performed. And Sensitivity analysis for section property is performed. The result can present design guide for high-stiffness vehicle.

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Relationships Between Physical Properties and Topography in Mountain and Valley Bedrocks (산지와 곡지 암석의 물리적 특성과 지형 사이의 관계)

  • Park, Chung-Sun;Lee, Gwang-Ryul
    • Journal of The Geomorphological Association of Korea
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    • v.23 no.3
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    • pp.27-39
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    • 2016
  • This study statistically investigates relationships between physical properties of rocks and topography by measuring and analyzing section, topographical and measured parameters of 58 bedrock outcrops at areas covered by gneiss, schist, granite, andesite, sandstone and limestone in the Korean Peninsula. Multiple linear regression analysis suggests that the joint spacing, joint continuity, weathering grade and maximum joint width of rocks among the measured parameters are related to the topographical parameters with statistical significances. Therefore, this study suggests that rock properties such as joint spacing, joint continuity, weathering grade and maximum joint width seem to greatly influence topography, although various factors can affect topographical parameters.