구조물의 내진설계 또는 내진성능평가를 위해서는 구조물의 축소모형을 이용한 실험적 분석이나 유한요소모델을 기반으로 한 수치적 방법이 고려된다. 수치적 방법을 위해서는 정교한 모델링이 요구될 경우 3차원 유한요소해석을 실시하나 민감도 분석이나지진 취약도 분석과 같은 방대한 지진데이터를 이용한 평가에서는 집중질량모델이 선호된다. 하지만 기존의 집중질량모델은 일반적으로구조물의 기하학적 형상을 고려하여 집중질량을 산출하는 방식인데, 이 경우 제공되는 고유치는 실구조물의 고유치와 일치하지 않는다.본 연구에서는 이러한 문제점을 개선하고 실구조물과 유사한 동적 거동을 발현하는 새로운 형식의 주파수 순응형 집중질량모델을 제안하였다. 제안된 모델은 실구조물의 고유치와 고유 벡터, 모드 형상 등을 고려하여 생성하며, 모델의 성능을 검증하기 위해 비균일 단면을갖는 기둥에 대해 동적해석을 수행하였다. 또한 감쇠비에 따른 동적성능을 분석하기 위해 1%에서 5%까지의 Rayleigh Damping 적용하여 그 결과를 유한요소모델 결과와 비교하였다.

An advanced lumped-mass stick (LMS) model introduced in this paper is to overcome the disadvantages of the conventional lumped mass stick model, such as frequency error and low accuracy of dynamic responses. In order to show the performance of the advanced lumped-mass stick model, the experimental test using shaking table is conducted, considering a scaled four-story frame structure. The material of the frame model is stainless and the total mass of the model is about 39kg. The displacement and acceleration responses resulted from the advanced LMS model are compared with those of experimental results, including the response results of the conventional LMS model of the frame model.

One of the indicators evaluate the bridge load bearing capacity is the peak impact factor. The peak impact factor is related to vehicle types and speeds and frequency of the bridges. Among the parameters, the vehicle types such as DB-24 and standard vehicle load presented in the current specification have different load distribution and different load axles space. Considering these features, in the present study, the variation of the peak impact factor according to each vehicle type is investigated and compared.

Tributary area based-lumped mass model is a simplified modeling technique and it is popularly adopted in earthquake engineering for the evaluation of seismic performance of structures. However, the technique provides somewhat less accuracy due to its different frequencies and mode shapes, compared to the detailed FE model. For the basic understanding this study investigates the sensitivity of the lumped mass locations on the mode shapes and modal participation factors, considering a cantilever typed column structure.

For the evaluation of load carrying capacity of continuous bridges, the testing target span should be selected where peak impact factor can be expected. In this paper, two and three continuous bridges with equal span length are considered and the moving vehicle load analysis is performed. All possible vehicle speeds are applied to the bridges and the peak impact factors obtained for each span are investigated. From the results, the maximum peak impact factors are developed at the middle of the first span to the direction of vehicle moving.

Frequency-adaptive Lumped Mass Stick (LMS) method has been proposed recently to present the dynamic responses of a structure by a stick model which has identical frequencies to the original structure. The masses of the LMS model are obtained by an iterative method following a sequence of equations, where the masses always converge to certain values. Those values are solutions of a nonlinear equations system as will be shown in this study. This paper also investigates the significance of masses locations on the dynamic responses of the LMS models.

Impact factor for used in the load carrying capacity evaluation of bridges is varied depending on vehicle speed and bridge frequencies. So, it is hard to define its peak value since in the field test the truck speeds applied cannot cover all possible vehicle speeds and the speed per each vehicle loading test cannot remain constant consistently. Furthermore, the target bridges should be closed during field test, which leads to an inconvenient traffic flow. In this paper, a displacement-based response spectrum of bridges is considered to define the peak impact factor without conducting the standard vehicle loading test, while using a bridge operational traffic condition.

In this paper, the peak impact factor response spectrum is verified through finite element (FE) analysis using a simply supported bridge. The FE model is a slab bridge designed with 4 m width and 8 m length. The FE analysis is applied on the bridge modeled with 2D frame and 3D solid. By considering 5% damping ratio, the peak impact factors of the FE models and the response spectrum are compared. From the results, a very small difference of about 1.5% is found between the FE models and the response spectrum.

In this paper, the effect of selection of response parameters such as deck displacement and supporting moment on impact factor of open spandrel-concrete deck arch bridge is investigated by using a finite element analysis. In the result, under the vehicle loads passing the bridge from left to right direction, the highest value of impact factor develops when the supporting reaction moment at the far end (right end) of arch rib is selected.