• Structural Engineering and Mechanics
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• v.71 no.3
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• pp.283-290
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• 2019

In global competition manufacturing companies have to produce modern, new constructions from advanced materials in order to increase competitiveness. The aim of my research was to develop a new composite cellular plate structure, which can be primarily used for structural elements of road, rail, water and air transport vehicles (e.g. vehicle bodies, ship floors). The new structure is novel and innovative, because all materials of the components of the newly developed structure are composites (laminated Carbon Fiber Reinforced Plastic (CFRP) deck plates with pultruded Glass Fiber Reinforced Plastic (GFRP) stiffeners), furthermore combines the characteristics of sandwich and cellular plate structures. The material of the structure is much more advantageous than traditional steel materials, due mainly to its low density, resulting in weight savings, causing lower fuel consumption and less environmental damage. In the study the optimal construction of a given geometry of a structural element of a road truck trailer body was defined by single- and multi-objective optimization (minimal cost and weight). During the single-objective optimization the Flexible Tolerance Optimization method, while during the multi-objective optimization the Particle Swarm Optimization method were used. Seven design constraints were considered: maximum deflection of the structure, buckling of the composite plates, buckling of the stiffeners, stress in the composite plates, stress in the stiffeners, eigenfrequency of the structure, size constraint for design variables. It was confirmed that the developed structure can be used principally as structural elements of transport vehicles and unit load devices (containers) and can be applied also in building construction.

• Journal of Ocean Engineering and Technology
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• v.33 no.2
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• pp.153-160
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• 2019

Welding often results in welding distortion during the assembly process. The welding distortion of thin-plate structures such as the living quarters of ships and offshore installations is a more significant problem than in the case of thick-plate structures. Pre-stressing/heating and fairing, which are additional works to mitigate and control welding distortion, are inevitable, and the construction planning is accordingly delayed. In order to prevent welding distortion and minimize the additional work during the assembly process, increasing the plate thickness and/or the number of stiffeners may be a simple solution, but it may give rise to problems related to cost and weight. In this study, the welding distortion control effect of the type of stiffeners on the door openings of various living quarter structures was investigated using an experimental method and a finite element method. The results showed the feasibility of mitigating and controlling the welding distortion, and the optimum selection of the type of stiffeners was confirmed.

• Composites Research
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• v.33 no.6
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• pp.377-382
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• 2020

The free vibration characteristics of corrugated laminated composite plates with axial stiffeners is investigated using the Rayleigh-Ritz method. The plate is stiffened by beams with open cross-section area. The equivalent homogenization model is used for the corrugated laminated composite plates. This homogenization model is treated a corrugated plate as an orthotropic plate that has different material properties in two perpendicular directions. The motion of equivalent plate is represented on the basis of the first order shear deformation theory (FSDT) to account for the effect of rotary inertia and transverse shear deformation. Stiffeners are considered as discrete elements to predict the local vibration mode to be generated by the presence of stiffeners. To validate the proposed analytical approach, natural frequencies and vibration mode shapes from the analytical method are compared with those from the FEA by ANSYS.

• Journal of the Korea institute for structural maintenance and inspection
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• v.21 no.4
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• pp.13-20
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• 2017

Unreinforced masonry buildings are vulnerable to lateral forces, such as earthquakes, owing to the nature of the building materials, yet numerous masonry buildings remain in South Korea. Since the majority of the existing masonry buildings were constructed more than 20 years ago, it is necessary to develop economical reinforcement methods for disaster reduction. In this study, external reinforcement of masonry walls using adhesive stiffeners was proposed as a reinforcement method for such age-old masonry buildings. Six specimens were fabricated with different aspect ratios (L/H = 1.0, 1.3, and 2.0) and used in static load tests to verify the reinforcement effect. The experimental results showed that the masonry walls before and after reinforcement were ruptured by rigid body rotation and slip. In addition, the maximum strength, maximum displacement, and dissipated energy of the walls were shown to increase after applying the adhesive stiffeners, thereby verifying the excellent reinforcement effect. Furthermore, an adhesive stiffener design for unreinforced masonry walls was proposed based on the increased shear strength achieved by using conventional glass fibers. The proposed design can be used as a basis for the application of adhesive stiffeners for unreinforced masonry walls.

• Journal of Korean Society of Steel Construction
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• v.26 no.4
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• pp.263-275
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• 2014

In this study, connection of steel reinforced concrete(SRC) column and composite beam which consists of H-section and U-section members were tested under cyclic loading. An essential point of the composite beam is the structural performance of welded joint between the H-section and the U-section members. To improve the structural performance of joint of two beam members, vertical stiffeners, trapezoidal stiffeners, and top bars were used. Five full-scaled specimens were designed to study the effect of a number of parameters on cyclic performance of connections such as H-section beam size($H-500{\times}200{\times}10{\times}16$, $H-600{\times}200{\times}11{\times}17$), the presence of stiffeners and top bars, and the presence of no weld access hole(WAH) method. Based on the test results, deformation capacity of the specimens with H-500 series beam and H-600 series beam were 4% and 3% rotation angle, which is the requirement for the Special Moment Frame and Intermediate Moment Frame(IMF), respectively. Test result showed that deformation capacity of connection with stiffeners and top bars is greater than that of connection without stiffeners and top bars. Finally, energy dissipation capacity and strain profile of specimens were summarized.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.30 no.6A
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• pp.503-512
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• 2010

In AASHTO LRFD (2007), a compact section is defined as a section in which no premature failure caused by local buckling of web and flange plate or later buckling occurs before the section reaches the plastic moment, Mp. The current AASHTO LRFD (2007) provides the compact section requirement by limiting the web slenderness only for webs without longitudinal stiffeners. The role of longitudinal stiffener is to increase the web buckling strength caused flexure. Although a web does not satisfy the compactness requirement without longitudinal stiffeners, the web buckling can be prevented by use of valid longitudinal stiffeners. Therefore, the web may be able to reach the plastic moment. However, the reason why a longitudinal stiffener may not be used to satisfy compactness requirement is not cleary explained in AASHTO LRFD (2007). In this study, the buckling and ultimate strength behaviors of stiffened webs subjected to bending are investigated through the linear buckling and nonlinear finite element analysis. It is found that steel plate girders having webs that do not satisfy the compactness requirement are able to reach the plastic moment if the longitudinal stiffeners have sufficient rigidities and are properly located. From a nonlinear regression analysis of the results, a new compactness requirement is suggested for webs stiffened with one longitudinal stiffener.

• Korean Journal of Heritage: History & Science
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• v.46 no.3
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• pp.212-228
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• 2013

Stone cultural heritages are repaired by the use of metal stiffeners. The problem is that this type of repair has been based on the experience of workers without specific guidelines and has caused various problems. This is to suggest the structural reinforcement and behavioral characteristics of metal rods to minimize the secondary damage of materials and have the specimens tested and verified to establish the guidelines on how to insert metal stiffeners. When only epoxy resin is applied to the cut surface, only 70% of the properties of the parent material are regenerated and it is required to structurally reinforce the metal stiffener for the remaining 30%. The metal rod is under the structural behavior after the brittle failure of stone material and the structural behavior does not occur when the metal stiffener is below 0.251%. When it accounts for over 0.5%, it achieves structural reinforcement, but causes secondary damage of parent materials. The appropriate ratio of metal stiffener for the stone material with the strength of $1,500kgf/cm^2$, therefore, should be between 0.283% and 0.377% of the cross section of attached surface to achieve reversible fracture and ductility behavior. In addition, it is more effective to position the stiffeners at close intervals to achieve the peak stress of metal rod against bending load and inserting the stiffener into the upper secions is not structurally supportive, but would rather cause damage of the parent material. Thus, most stiffeners should be inserted into the lower part and some into the central part to work as a stable tensile material under the load stress. The dispersion effect of metal rods was influenced by the area of reinforcing rods and unrelated to their diameter. However, it ensures stability under the load stress to increase the number of stiffeners considering the cross section adhered when working on large-scale structures. The development length is engineered based upon the diameter of stiffener using the following formula: $l_d=\frac{a_tf_y}{u{\Sigma}_0}$. Also, helically-threaded reinforcing rods should be used to perform the behaviors as a structural material.

• Proceedings of the KWS Conference
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• 1998.10a
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• pp.282-283
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• 1998

• Proceedings of the KWS Conference
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• 2002.05a
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• pp.175-177
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• 2002

• Journal of the Korean Society of Manufacturing Technology Engineers
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• v.22 no.1
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• pp.162-167
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• 2013

The most important factor in an aircraft manufacturing is stability and weight reduction. Most of aircraft components are designed with thin plate type to satisfy weight reduction needs. The thin plate is difficult to be machined because it is apt to be vibrated by dynamic force generated in milling process. The most critical factor in machining of aluminum thin plate is width and thickness between stiffeners. So we tested many cases to find out the machinable minimum thickness at different width between stiffeners. And with the data obtained from many tests, this papers suggested the standard width thickness relation that is machinable without vacuum fixture. Machinist will be able to reduce the cost of aircraft thin plate parts by reducing the number of vacuum fixture used by the help of this standard.