• Computers and Concrete
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• v.22 no.1
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• pp.123-132
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• 2018

Reinforced concrete (RC) columns which are the main vertical structural members are exposed to several static and dynamic effects such as earthquake and wind. However, impact loading that is sudden impulsive dynamic one is the most effective loading type acting on the RC columns. Impact load is a kind of impulsive dynamic load which is ignored in the design process of RC columns like other structural members. The behavior of reinforced concrete columns under impact loading is an area of research that is still not well understood; however, work in this area continues to be motivated by a broad range of applications. Examples include reinforced concrete structures designed to resist accidental loading scenarios such as falling rock impact; vehicle or ship collisions with buildings, bridges, or offshore facilities; and structures that are used in high-threat or high-hazard applications, such as military fortification structures or nuclear facilities. In this study, free weight falling test setup is developed to investigate the behavior effects on RC columns under impact loading. For this purpose, eight RC column test specimens with 1/3 scale are manufactured. While drop height and mass of the striker are constant, application point of impact loading, stirrup spacing and concrete compression strength are the experimental variables. The time-history of the impact force, the accelerations of two points and the displacement of columns were measured. The crack patterns of RC columns are also observed. In the light of experimental results, low-velocity impact behavior of RC columns were determined and interpreted. Besides, the finite element models of RC columns are generated using ABAQUS software. It is found out that proposed finite element model could be used for evaluation of dynamic responses of RC columns subjected to low-velocity impact load.

• Steel and Composite Structures
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• v.27 no.6
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• pp.691-702
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• 2018

This paper presents experimental and analytical results of fiber reinforced polymer (FRP) confined steel tubular columns under transverse impact loads. Influences of applied impact energy, thickness of FRP jacket and impact position were discussed in detail, and then the impact responses of FRP confined steel tubes were compared with bare steel tubes. The test results revealed that the FRP jacket contributes to prevent outward buckling deformation of steel at the clamped end and inward buckling of steel at the impact position. For the given applied impact energy, specimens wrapped with one layer and three layers of FRP have the lower peak impact loads than those of the bare steel tubes, whereas specimens wrapped with five layers of FRP exhibit the higher peak impact loads. All the FRP confined steel tubular specimens displayed a longer duration time than the bare steel tubes under the same magnitude of impact energy, and the specimen wrapped with one layer of FRP had the longest duration time. In addition, increasing the applied impact energy leads to the increase of peak impact load and duration time, whereas increasing the distance of impact position from the clamped end results in the decrease of peak impact load and the increase of duration time. The dynamic analysis software Abaqus Explicit was used to simulate the mechanical behavior of FRP confined steel tubular columns, and the numerical results agreed well with the test data. Analytical solution for lateral displacement of an equivalent cantilever beam model subjected to impact load was derived out. Comparison of analytical and experimental results shows that the maximum displacement can be precisely predicted by the present theoretical model.

• Structural Engineering and Mechanics
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• v.82 no.1
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• pp.1-16
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• 2022

This work elaborately investigates the influences of the guideway geometry parameters and track irregularity on the dynamic performances of the suspended monorail vehicle-guideway system (SMVGS). Firstly, a spatial dynamic analysis model of the SMVGS is established by adopting ANSYS parameter design language. Then, the dynamic interaction between a vehicle with maximum design load and guideway is investigated by numerical simulation and field tests, revealing the vehicle-guideway dynamic features. Subsequently, the influences of the guideway geometry parameters and track irregularity on the dynamic performances of the SMVGS are analyzed and discussed in detail, and the reasonable ranges of several key geometry parameters of the guideway are also obtained. Results show that the vehicle-guideway dynamic responses change nonlinearly with an increase of the guideway span, and especially the guideway dynamic performances can be effectively improved by reducing the guideway span; based on a comprehensive consideration of all performance indices of the SMVGS, the deflection-span ratio of the suspended monorail guideway is finally recommended to be 1/1054~1/868. The train load could cause a large bending deformation of the pier, which would intensify the car-body lateral displacement and decrease the vehicle riding comfort; to well limit the bending deformation of the pier, its cross-section dimension is suggested to be more than 0.8 m×0.8 m. The addition of the track irregularity amplitude has small influences on the displacements and stress of the guideway; however, it would significantly increase the vehicle-guideway vibrations and rate of load reduction of the driving tyre.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.24 no.1
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• pp.79-85
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• 2011

Bridge Weigh-in-Motion(BWIM) system calculates a travelling vehicle's weight without interruption of traffic flow by analyzing the signals that are acquired from various sensors installed in the bridge. BWIM system or data accumulated from the BWIM system can be utilized to development of updated live load model for highway bridge design, fatigue load model for estimation of remaining life of bridges, etc. Field test with moving trucks including various load cases should be performed to guarantee successful development of precise BWIM system. In this paper, a numerical simulation technique is adopted as an alternative or supplement to the vehicle traveling test that is indispensible but expensive in time and budget. The constructed numerical model is validated by comparison experimentally measured signal with numerically generated signal. Also vehicles with various dynamic characteristics and travelling conditions are considered in numerical simulation to investigate the variation of bridge responses. Considered parameters in the numerical study are vehicle velocity, natural frequency of the vehicle, height of entry bump, and lateral position of the vehicle. By analyzing the results, it is revealed that the lateral position and natural frequency of the vehicle should be considered to increase precision of developing BWIM system. Since generation of vehicle travelling signal by the numerical simulation technique costs much less than field test, a large number of test parameters can effectively be considered to validate the developed BWIM algorithm. Also, when artificial neural network technique is applied, voluminous data set required for training and testing of the neural network can be prepared by numerical generation. Consequently, proposed numerical simulation technique may contribute to improve precision and performance of BWIM systems.

• Geotechnical Engineering
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• v.12 no.6
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• pp.5-20
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• 1996

This paper presents results from a series of model tests on laterally loaded single piles with both free-head and free-tip conditions. Model tests, using a centrifuge apparatus (middie size, Mark II in 7.1.7.) were carried out in sand based on the variation of different gravity acceleration and flexural stiffness of the pile and relative density of the soil. The aims of this study are to estimate the effect of gravity acceleratioil, flexordis stiffness, and relative density on the behavior of the pile embedded in Toyoura sand and to evaluate the applicability of a family of the p-y curves which was presented by several reseachers(Mur chison & O'Neill, neese et n., scott, Det worske veritas, nondner). The Program is deviloped by using p-y curves, and it can be used for the calculation of the displacement distri bution, bending moment distribution, and soil reaction distribution. By comparing meas ured responses with predicted one it is shown that the results of the p-y curve equation presented by Murchison & O'Neill and Kondner agreed with the general trend observed by the centrifuge tests much better than the numerical solutions predicted by the other sets of p -y curves.

• Journal of the Korea institute for structural maintenance and inspection
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• v.18 no.1
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• pp.174-182
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• 2014

To monitor the wind-induced responses of buildings, conventional real-time kinematic (RTK) methods based on two global positioning system (GPS) receivers (e.g., a reference and a rover) are widely applied. However, these methods can encounter problems such as difficulty in securing and maintaining a space for a reference station. With the recently developed virtual reference station (VRS)-RTK approach, the position of a structure can be measured using only a rover receiver. In this study, to evaluate the applicability of VRS-RTK methods in monitoring the lateral structural responses of frame structures, we performed free vibration tests on a one-story frame model (the first natural frequency of 1 Hz) and a three-story frame model (the first natural frequency of 0.85 Hz). To assess the reliability of the displacement and acceleration responses measured by the GPS, we performed a concurrent measurement using laser displacement sensors and an accelerometer. The accelerometer results were consistent with the GPS measurements in terms of the time history and frequency content. Furthermore, to derive an appropriate sampling rate for the continuous monitoring of buildings, the errors in the displacement responses were evaluated at different GPS sampling rates (5, 10, 20 Hz). The results indicate that as the sampling rate increased, the errors in the displacement responses decreased. In addition, in the three-story model, all modal components (first, second, and third modes) could be recorded at a sampling rate of 20 Hz.

• Steel and Composite Structures
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• v.28 no.4
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• pp.471-482
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• 2018

The composite reinforced concrete and steel (RCS) structural systems have larger structural lateral stiffness, higher inherent structural damping, and faster construction speed than either traditional reinforcement concrete or steel structures. In this paper, four RCS subassemblies with or without the RC slab designed following a strong column-weak beam philosophy were constructed and tested under reversed-cyclic loading. Parameters including the width of slab and composite effect of the RC slab and beam were explored. The test results showed that all specimens performed in a ductile manner with plastic hinges formed in the beam ends near the column faces. The seismic responses of composite connections are influenced significantly by different width of slabs. Compared with that of the steel beam without the RC slab, it was found that the load carrying capacity of composite connections with the RC slab increased by 30% on average, and strength degradation, energy dissipation also had better performance, while the ductility of that were almost the same. Furthermore, the contribution of connection deformation to the overall specimen displacement was analyzed and compared. It decreased approximately 10% due to the coupling effect in the columns and beams with the RC slab. Based on the test result, some suggestions are presented for the design of composite RCS joints.

• Proceedings of the Computational Structural Engineering Institute Conference
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• 2004.10a
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• pp.43-51
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• 2004

As the slenderness ratio of a high-rise building increases, the lateral load resisting system for the building is more often determined by serviceability design criteria. In serviceability design, the maximum drift and the level of vibration are controlled not to exceed the design criteria. Even though many drift method have been developed in various forms, no practical design method for wind induced vibration has been developed so far. Structural engineers rely upon heuristic or experience in designing wind induced vibration. Development of practical design method for wind induced vibration is required. Generally, wind induced acceleration responses are depending on several variables such as the weight density of a building, damping ratio, the natural period, and etc.. All parameters except the natural period or frequency are usually out of reach for structural engineers, then the wind acceleration response may be proportioned to the natural period. Therefore, in this paper, a wind induced vibration design method based on frequency control technique for high-rise is proposed. The method is applied to vibration design of a 25-story office building for performance evaluation.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.23 no.2
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• pp.209-215
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• 2010

In this study, seismic response analyses of a MW class wind-turbine have been conducted considering applied wind-loads using advanced computational method based on CFD and FEM. Typical lateral and vertical acceleration levels induced by earthquake is also considered herein. Practical numerical method for seismic response analysis of wind-turbine tower models are presented in the time-domain and the effects of wind load and seismic excitation for responses are compared to each other. It is importantly shown that possible earthquake effect during typical operating conditions should be taken into account in the design of huge wind-turbine tower systems because of its enormous inertia characteristics for induced maximum stress level.

• Interaction and multiscale mechanics
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• v.3 no.4
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• pp.365-372
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• 2010

Station is an important building in high-speed railway, and its vibration and noise may significantly affect the comfort of waiting passengers. A coupling vibration model for train-structure system is established to analyze and evaluate the vibration level of a typical waiting hall under dynamic train load. The motion of a four-axle vehicle with two suspension system is modeled in multi-body dynamics with linear springs and dampers employed. The station is modeled as a whole finite element structure which is 113 m in longitudinal and 163.5 m in lateral, and the stiffness of the station foundation is considered. According to the assumptions that both wheel and rail are rigid bodies and keep contact to each other in vertical direction, and the wheel/rail interaction and displacement coordination in horizontal direction is defined by the simplified Kalker creep theory, the vehicle spatial vibration model has 27 degrees-of-freedom. An overall analysis procedure is made of the train moving through the station, by which the dynamic responses of the train and the station are calculated. According to the comparison between analysis and test results, the actual connection status between different parts of the station is estimated and the vibration level of the waiting hall is evaluated.