최근 태풍의 크기가 커지면서 태풍과 지역적 돌풍에 의한 피해가 증가하고 있으며, 또한 수도권과 해안도시를 중심으로 초고 층건물의 건설이 증가하고 있다. 초고층건물의 경우 태풍 발생 시 건축물의 변위뿐 아니라 가속도가 증가하며 건축물의 진동이 큰 문제가 되며 이는 거주자의 사용성 문제로 직결된다. 건축물의 사용성은 건축물의 최대가속도로 판단하며, 최대가속도를 산정하는데 필요한 국가별 코드에 따른 피크팩터는 풍속이 정규분포라 가정하여 산정한 값이다. 그러나 사용성에 직접적인 영향을 주는 태풍과 강풍 등은 비정규분포인 경우가 대부분이기 때문에, 결국 국가별 코드에서는 태풍과 강풍의 영향을 반영하지 않은 건축물의 최대가속도 산정 방법을 제시하고 있는 것이라 할 수 있다. 본 논문에서는 기상청에서 제공하는 서울 등 10개 지역의 2010년부터 2014년까지 5개년의 총 50개의 풍속 자료를 이용해 산정한 피크팩터를 적용하여 계산한 건축물의 최대가속도와 국가별 코드를 적용한 최대가속도의 비교분석을 통한 연구를 진행하였고, 그 결과 국가별 피크팩터 산정식에 비정규분포의 풍속을 반영할 필요에 대하여 자료를 제시하고 있다.

The purpose of this paper is to present a design method for friction damper (FD) for inelastic response control of short-period structure. A critical design parameter of FD is maximum friction force (MFF) and previous study evaluated MFF using equivalent damping ratio which is based on the maximum displacement. This procedure, however, gives the overestimated MFF for short-period structure. In this study, MFF of FD is evaluated based on RMS displacement response which is obtained by using given maximum response and peak factor. Numerical analysis shows that proposed method provide a reasonable MFF of FD for short-period structure.

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.

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.

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.