• 한국도로학회논문집
• /
• 제15권1호
• /
• pp.95-102
• /
• 2013

PURPOSES: The existing method evaluating the existence of the hollows in concrete pavement does not consider the stiffness of pavement. In addition, the method uses unreasonable logic judging the hollow existence by the deflection caused by zero loading. In this study, the deflection of slab corner due to heavy weight deflectometer (HWD) was measured in concrete pavement sections where underground structures are located causing the hollows around them. METHODS: The modulus of subgrade reaction obtained by comparing the actual deflection of slab to the result of finite element analysis was calibrated into the composite modulus of subgrade reaction. The radius of relative stiffness was calculated, and the relationship between the ratio of HWD load to the radius of relative stiffness and the slab deflection was expressed as the curve of secondary degree. RESULTS: The trends of the model coefficients showing width and maximum value of the curve of secondary degree were analyzed by categorizing the pavement sections into three groups : hollows exist, additional investigation is necessary, and hollows do not exist. CONCLUSIONS: The results analyzed by the method developed in this study was compared to the results analyzed by existing method. The model developed in this study will be verified by analyzing the data obtained in other sections with different pavement structure and materials.

• 한국구조물진단유지관리공학회 논문집
• /
• 제22권6호
• /
• pp.45-52
• /
• 2018

본 논문은 바닥 격막을 고려한 초고층 아웃리거 구조시스템의 수평거동을 파악하기 위하여 80층 규모의 초고층 아웃리거 건물을 대상으로 MIDAS-Gen을 이용하여 계획설계 수준의 구조설계를 진행하였다. 그리고 본 해석의 주요한 변수는 아웃리거의 평면상 위치, 슬래브의 강성, 아웃리거의 강성, 다이어프램의 종류이다. 또한 본 연구의 목적을 위하여 최상층에서 발생하는 수평변위, 층간변위, 슬래브에 발생한 응력을 분석하였다. 본 연구의 결과, 아웃리거의 평면상 위치, 슬래브의 강성, 아웃리거의 강성, 다이어프램의 종류는 초고층 아웃리거 구조시스템의 수평거동에 영향을 주는 것으로 나타났다. 그리고 본 연구의 결과는 초고층 아웃리거 구조시스템의 수평거동을 파악하는데 필요한 구조설계 기본자료를 얻는데 도움이 된다고 사료된다.

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

• 한국구조물진단유지관리공학회 논문집
• /
• 제4권4호
• /
• pp.219-223
• /
• 2000

The evaluation of habitability to building vibration is conducted by the values of natural frequency, amplitude displacement, damping ratio. These values can be obtained from test or analytical results. Data acquisition through test may be possible in existing building, however, to estimate the serviceability of the building, it is necessary to evaluate those values at the stage of design. The natural frequency is important and basic factor for the evaluation of the serviceability. Calculation method of the effective stiffness in RC slab is proposed. To prove the efficiency of the proposed method, sample results of the analysis and the test are compared. These results proved that the effective width proposed to calculate the effective stiffness is proper to evaluate the natural frequency.

• Steel and Composite Structures
• /
• 제34권3호
• /
• pp.321-332
• /
• 2020

The loss of composite action at the hogging moment zone for a continuous composite girder reduces the girder stiffness and strength. This paper presents an experimental investigation of the use of an ultra-high performance concrete (UHPC) slab at the hogging moment zone and a normal concrete (NC) slab at the sagging moment zone. The testing was conducted to verify the level of loading at which composite action is maintained at the hogging moment zone. Four two-span continuous composite girders were tested. The thickness of the UHPC varied between a half and a full depth of slab. The degree of shear connection at the hogging moment zone varied between full and partial. The experimental results confirmed the effectiveness of the UHPC slab to enhance the girder stiffness and maintain the composite action at the hogging moment zone at a load level much higher than the upper service load limit. To a lesser degree enhanced performance was also noted for the smaller thickness of the UHPC slab and partial shear connection at the hogging moment zone. Plastic analysis was conducted to evaluate the ultimate capacity of the girder which yielded a conservative estimation. Finite element (FE) modeling evaluated the girder performance numerically and yielded satisfactory results. The results indicated that composite action at the hogging moment zone is maintained for the degree of shear connection taken as 50% of the full composite action and use of UHPC as half depth of slab thickness.

• 한국철도학회:학술대회논문집
• /
• 한국철도학회 2010년도 춘계학술대회 논문집
• /
• pp.1300-1309
• /
• 2010

In the railway bridges, steel plate girder types are preferred due the high stability. Nevertheless, it has been pointed out that this type of bridge has problems such as, structural damages in the rail and girder seat, noise problem due to impact at the rail joint and excessive vibration. This vibration and/or deflection are mainly because insufficient stiffness of steel plate type of bridge. To resolve these problems, PC-Slab composite plate girder type which has simple process and economic cost, is proposed in this study. The static and dynamic experiment is performed by using the production of actual sized PC-Slab and abandoned steel plate girder. The object of this experiment is to verify the fact that girder stiffness increase and structural safety. The result of the experiment is used to analyze the effect of performance improvement of PC composite plate girder type. Using this method, economic rail maintainers, girder stiffness increase, and also speed/ride improvement even for existing rail could be expected by dynamic performance improvement. Additionally noise due to impact, deflection and vibration caused from long rails can be reduced.

• Earthquakes and Structures
• /
• 제22권2호
• /
• pp.203-218
• /
• 2022

In this paper, quasi-static tests were carried out on three prefabricated reinforced concrete column-steel beam (RCS) sub-assemblages with floor slabs and one comparison specimen without floor slab. The effects of axial compression and floor slab on the seismic performance were studied, and finite element simulations were conducted using ABAQUS. The results showed that the failure of prefabricated RCS sub-assemblages with floor occurred as a joint beam and column failure mode, while failure of sub-assemblages without floor occurred due to beam plastic hinge formation. Compared to the prefabricated RCS sub-assemblages without floor slab, the overall stiffness of the sub-assemblages with floor slab was between 19.2% and 45.4% higher, and the maximum load bearing capacity increased by 26.8%. However, the equivalent viscosity coefficient was essentially unchanged. When the axial compression ratio increased from 0.24 to 0.36, the hysteretic loops of the sub-assemblages with floor became fuller, and the load bearing capacity, ductility, and energy dissipation capacity increased by 12.1%, 12.9% and 8.9%, respectively. Also, the initial stiffness increased by 10.2%, but the stiffness degradation accelerated. The proportion of column drift caused by beam end plastic bending and column end bending changed from 35% and 46% to 47% and 36%, respectively. Comparative finite element analyses indicated that the numerical simulation outcomes agreed well with the experimental results.

• KIEAE Journal
• /
• 제12권1호
• /
• pp.73-81
• /
• 2012

Floor impact sound has been most annoying for years among the noises which are produced in apartment. This study aims to analyze the improvement of floor impact sound by comparing the results of the test which was carried out for the wall slab type apartment and moment frame apartment, and also for the effect of advanced vibration isolation layer. Moment frame structure that main structure consists of column and slab has shown better performance for the heavyweight impact sound comparing with wall slab type structure which is general type in Korea. Stiffness of floor system was raised by reinforcing the stiffness of vibration isolation layer, and it was analyzed how much the floor impact sound performance was improved. The result showed that the reinforced floor had better performance than the existing floor system that uses lightweight porous concrete as vibration isolation material. In addition, a system used wire mesh in mortar showed improvement of floor impact sound than a system without wire mesh, and better performance for the frequency bands lower than 160 Hz which causes floor impact problem in wall slab type apartment.

• 한국도로학회논문집
• /
• 제11권3호
• /
• pp.151-161
• /
• 2009

본 연구는 장스팬 콘크리트 포장 슬래브가 환경하중을 받아 컬링 거동을 할 때의 특성을 분석하기 위하여 수행되었다. 먼저 장스팬 포장 슬래브의 유한요소해석 모델을 구성하여 컬링 시 응력분포 특성 및 슬래브 길이, 두께, 하부지지층 강성, 슬래브 단부 구속 등이 컬링 거동에 미치는 영향을 분석하였다. 또한 실제 시공된 장스팬 포장 슬래브를 이용하여 현장에서 환경하중에 의한 거동을 측정함으로써 컬링 거동 특성을 실험적으로도 분석하였다. 연구 결과, 장스팬 포장 슬래브는 단부에서 부터 슬래브 중앙을 따라 어느 정도 안쪽으로 들어오면 컬링에 의한 수직변위가 발생하지 않으며 응력은 이곳에서부터 일정하게 최대치를 보이게 된다. 장스팬 포장 슬래브의 길이 및 하부지지층의 강성은 최대 컬링 응력에 영향을 미치지 않았으며, 슬래브 단부의 구속은 컬링 응력이 단부까지 발생하게 하지만 최대 컬링 응력의 크기에는 거의 영향을 미치지 않았다.

• 한국철도학회:학술대회논문집
• /
• 한국철도학회 2007년도 추계학술대회 논문집
• /
• pp.419-431
• /
• 2007

The track and rail surface geometry is of prime importance on the requirement for track dynamic stiffness, particularly for the speed of 350 km/h, for which both the requirement for fatigue and tensile strength limits require a lower stiffness than 100 kN/mm, which is near the value for ballasted track. However, the track quality has been considered as being the same for 350 km/h as that for 300 km/h, and based on ballasted track, and the track geometry may be kept in better condition with a slab track(probably more similar to the medium quality track geometry of ballasted track). In conclusion, under the condition that the track geometry quality provided by the concrete slab system is fairly good, and that the required maintenance is applied to the rail surface, there would be no safety risk if the fastening system point stiffness reaches 160 kN/mm for 300 km/h operation, and 110 N/mm at 350 km/h.