• Steel and Composite Structures
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• v.24 no.2
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• pp.213-226
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• 2017

The behavior of building industry metal sheeting under shear forces has been extensively studied and equations have been developed to predict its shear stiffness. Building design engineers can make use of these equations to design a metal deck form bracing system. Bridge metal deck forms differ from building industry forms by both shape and connection detail. These two factors have implications for using these equations to predict the shear stiffness of deck form systems used in the bridge industry. The conventional eccentric connection of bridge metal deck forms reduces their shear stiffness dramatically. However, recent studies have shown that a simple modification to the connection detail can significantly increase the shear stiffness of bridge metal deck form panels. To the best of the author's knowledge currently there is not a design aid that can be used by bridge engineers to estimate the stiffness of bridge metal deck forms. Therefore, bridge engineers rely on previous test results to predict the stiffness of bridge metal deck forms in bracing applications. In an effort to provide a design aid for bridge design engineers to rely on bridge metal deck forms as a bracing source during construction, cantilever shear frame test results of bridge metal deck forms with and without edge stiffened panels have been compared with the SDI Diaphragm Design Manual and ECCS Diaphragm Stressed Skin Design Manual stiffness expressions used for building industry deck forms. The bridge metal deck form systems utilized in the tests consisted of sheets with thicknesses of 0.75 mm to 1.90 mm, heights of 50 mm to 75 mm and lengths of up to 2.7 m; which are representative of bridge metal deck forms frequently employed in steel bridge constructions. The results indicate that expressions provided in these manuals to predict the shear stiffness of building metal deck form panels can be used to estimate the shear stiffness of bridge metal deck form bracing systems with certain limitations. The SDI Diaphragm Design Manual expressions result in reasonable estimates for sheet thicknesses of 0.75 mm, 0.91 mm, and 1.21 mm and underestimate the shear stiffness of 1.52 and 1.90 mm thick bridge metal deck forms. Whereas, the ECCS Diaphragm Stressed Skin Design Manual expressions significantly underestimate the shear stiffness of bridge metal deck form systems for above mentioned deck thicknesses.

• Proceedings of the Korea Concrete Institute Conference
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• 2006.11a
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• pp.41-44
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• 2006

Increase in use of deck plates is accelerated by a manpower shortage and the high cost of construction. Some of problems including fire resistance, waterproof, and low corrosion can be solved by development of new deck plates. This paper evaluates the structural performance of the LAMO Deck which metal laths instead of galvanized steel sheet is covered by mortar.

• Transactions of Materials Processing
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• v.9 no.6
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• pp.598-603
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• 2000

In order to improve trial-and-error based conventional practices for optimizing forming processes, a direct design method to guide iterative design practices, called the ideal forming theory, has been previously developed. In the theory, material elements are required to deform following the minimum Plastic work Path. The theory can be used to determine the ideal initial blank shape needed to best achieve a specified final shape while resulting in optimum strain distributions. In this work, the direct design method based on the ideal forming theory was applied to design initial design shape for VCR deck chassis. Based on the solution of the ideal forming theory, FEM analysis was utilized to evaluate an optimum blank shape to be formed without tearing. Simulation results are in good agreement with experimental data. It was shown that the proposed sequential design procedure based on direct design method and FEM can be successfully applied to optimize the die design Procedure of sheet metal forming processes.

• Steel and Composite Structures
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• v.49 no.1
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• pp.19-30
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• 2023

Steel-concrete composite slabs represent a very efficient floor solution combining the key performance of two different materials: the steel and the concrete. Composite slab response is governed by the degree of the interaction between these two materials, mainly depending by chemical and mechanical bond. The latter is characterized by a limited degree of confinement if compared with the one of the rebars in reinforced concrete members while the former is remarkably influenced by the type of concrete and the roughness of the profiled surface, frequently lubricated during the cold-forming manufacturing processes. Indeed, owing to the impossibility to guarantee a full interaction between the two materials, a key parameter governing slab design is represented by the horizontal shear-bond strength, which should be always experimentally estimated. According to EC4, the design of the slab bending resistance, is based on the simplified assumption that the decking sheet is totally yielded, i.e., always in plastic range, despite experimental and numerical researches demonstrate that a large part of the steel deck resists in elastic range when longitudinal shear collapse is achieved. In the paper, the limit strain for composite slab, which corresponds to the slip, i.e., the debonding between the two materials, has been appraised by means of a refined numerical method used for the simulation of experimental results obtained on 8 different composite slab types. In total, 71 specimens have been considered, differing for the properties of the materials, cross-section of the trapezoidal profiled metal sheets and specimen lengths.

• Transactions of Materials Processing
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• v.24 no.4
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• pp.280-286
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• 2015

Hemming is used to connect two sheet metal components by folding the edge of an outer panel around an inner panel to create a smooth edge. The minimization of hemming defects is critical to the final quality of automobile products because hemming is one of the last operations during fabrication. Designing the hemmed part is not easy and is influenced by the geometry of the bent part. Therefore, the main problem for automotive parts is dimensional accuracy since formed products often deviate geometrically due to large springback. Few numerical approaches using 3-dimensional finite element model have been applied to hemming due to the small element size which is needed to properly capture the bending behavior of the sheet around small die corner and the comparatively big size of automotive opening parts, such as doors, hoods and deck lids. The current study concentrates on the 3-dimensional numerical simulation of hemming for an automotive door. The relationship between the design parameters of the hemming operation and the height difference defect is shown. Quality improvement of the automotive door can be increased through the study of model parameters.