• Journal of the Korea Concrete Institute
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• v.25 no.6
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• pp.641-648
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• 2013

Current design codes regulate the minimum torsional reinforcement requirement for reinforced concrete members to prevent their brittle failure. The minimum torsional reinforcement ratio specified in the current national code and ACI318-11, however, have problems in the minimum longitudinal reinforcement ratio for torsion, the equilibrium condition in space truss model, and a marginal strength, etc. Thus, in order to overcome such shortcomings, this study presents a rational equation for minimum torsional reinforcement ratio that can provide a sufficient margin of safety in design. The minimum torsional reinforcement ratio proposed in this study was compared to the test results available in literature, and it was confirmed that it gave a proper margin of safety for all specimens studied in this paper.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.30 no.2
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• pp.103-110
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• 2017

In this paper, it is covered in detail the process of generating structural alternatives with geometry change and its optimization by StrAuto. The main roof structure of the Exhibition Center is modelled parametrically and the optimal alt is derived by observing volume changes according to geometry change of main roof truss. Existing studies performed optimization process through sections and properties due to the limitations of shape change, but this study have meaning of performing the optimization with geometry changes which is the most critical skills of StrAuto. By the process of securing a sufficient margin by geometry changes and reducing volume with the optimization of sections, despite of a partial optimization of large space structure, it could be reduced by 11.7% of the total volume.

• Journal of the Korea Concrete Institute
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• v.26 no.2
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• pp.143-150
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• 2014

To avoid abrupt torsional failure due to concrete crushing before yielding of torsional reinforcement and control the diagonal crack width, design codes specify the limitations on the yield strength of torsional reinforcement of RC members. In 2012, Korean Concrete Institute design code increased the allowable maximum yield strength of torsional reinforcement from 400 MPa to 500 MPa based on the analytical and experimental research results. Although there are many studies regarding the shear behavior of RC members with high strength stirrups, limited studies of the RC members regarding the yield strength of torsional reinforcement are available. In this study, twelve RC beams having different yield strength of torsional reinforcement and compressive strength of concrete were tested. The experimental test results indicated that the torsional failure modes of RC beams were influenced by the yield strength of torsional reinforcement and the compressive strength of concrete. The test beams with normal strength torsional reinforcement showed torsional tension failure, while the test beams with high strength torsional reinforcement greater than 480 MPa showed torsional compression failure. Therefore, additional analytical and experimental works on the RC members subjected to torsion, especially the beams with high strength torsional reinforcement, are needed to find an allowable maximum yield strength of torsional reinforcement.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.30 no.5
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• pp.453-460
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• 2017

In the offshore industry, helicopters are mainly used for transportation of goods or operating personnel between offshore sites and onshore facilities. A helideck is a structure that is required for landing and take-off of helicopters on the offshore structure. There are several shapes of helidecks depending on the type of offshore structures or installation location. Among them, cantilever-type helidecks usually provide more space on the topside of offshore structures and it is safer against potential accidents like fire or explosion. In this paper, the cantilever-type helideck is selected for the research object and topology design optimization is applied for lightweight design of the helideck. A finite element model is then created from the optimal layout of truss structures of the helideck, and structural analysis is performed under various landing conditions and wind loads. Based on the analysis results, the detailed section dimensions of structural members are determined so that the maximum stress at each structure member does not exceed the allowable stress of the structural material. Also, the final optimal design shows significant decrease in the total weight of the helideck.