Seismic response of building structures with dampers in shear walls

When buildings are subjected to earthquakes, it is imperative to dissipate some of the input energy through pre-determined and well designed mechanisms. This study investigates the influence of mechanical control on structural systems through the application of strategically located component elements with reliable damping and stiffness properties that can modulate the response. The effects of installing such damping elements at two particular locations have been investigated. These positions are between the shear walls near the coupling beams and within cut out sections of the wall elements in multi-storey structures. Finite element time history analysis is used in the study and results indicate that the proposed procedure is able to achieve reasonable improvements in seismic response.     

个性化Web页教材动态构建的初步研究

本文针对静态设计的Web页教材无法满足学习者个性化学习需要的问题，研究应用“学习对象”的概念动态地构建个性化的Web页教材。这种技术将教学内容分解成若干独立、可重复使用的片段，即学习对象。在远程教学的实施过程中，根据学习者的学习特性动态地将它们组合起来，构建与学习者各自学习风格、学习需求相匹配的个性化的Web页教材。文章首先介绍学习对象的概念及其学习对象在网上的存储与管理，然后讨论学习对象的粒度问题和Web页内容关联的问题，最后报告我们的初步实验结果。     

智能楼宇综合管理系统的设计

首先介绍了智能楼宇系统集成的问题，然后对智能楼宇综合管理系统的体系结构进行了设计分析了其特点，最后对其关键技术进行了研究。     

砼薄壁筒体在现浇钢筋混凝土空心板中的应用与施工

阐述了BDF薄壁管在现浇钢筋混凝土空心极中的应用,介绍了其工艺原理、技术特点、计算原理、优越性等几个方面的内容,并对其施工技术进行了论述。     

关于我国智能建筑建设的几点看法

阐述了我国智能建筑的定位及对系统集成的认识，讨论了在智能建筑发展中遇到的问题及应采取的对策．     

钢筋混凝土双向叠合板抗剪强度的极限分析

通过对８块无结合筋双向叠合板的试验研究，本文采用组合周界错动机构，锥面母线为直线与曲线的连线，按塑性极限分析的方法推导了抗剪强度计算公式。该公式与试验结果符合性良好。     

基于FIPA平台的多主体楼宇系统集成体系研究

提出了一种基于FIPA平台的多主体多服务器的集成结构，描述了可扩展的四层集成平面的运作，并给出了主体的核心结构及主体间服务请求的控制方式。     

自动化和建环专业联合开展毕业设计的教学改革实践

为培养复合型、学科交叉型人才，适应建筑智能化工程的需要，作者所在单位进行了自动化和建环专业联合开展毕业设计的教学改革。本文介绍了这一教改过程取得的初步成效、做法和体会。     

Wheel Load Distribution in Simply Supported Concrete Slab Bridges

This paper presents the results of a parametric study related to the wheel load distribution in one-span, simply supported, multilane, reinforced concrete slab bridges. The finite-element method was used to investigate the effect of span length, slab width with and without shoulders, and wheel load conditions on typical bridges. A total of 112 highway bridge case studies were analyzed. It was assumed that the bridges were stand-alone structures carrying one-way traffic. The finite-element analysis (FEA) results of one-, two-, three-, and four-lane bridges are presented in combination with four typical span lengths. Bridges were loaded with highway design truck HS20 placed at critical locations in the longitudinal direction of each lane. Two possible transverse truck positions were considered: (1) Centered loading condition where design trucks are assumed to be traveling in the center of each lane; and (2) edge loading condition where the design trucks are placed close to one edge of the slab with the absolute minimum spacing between adjacent trucks. FEA results for bridges subjected to edge loading showed that the AASHTO standard specifications procedure overestimates the bending moment by 30% for one lane and a span length less than 7.5 m (25 ft) but agrees with FEA bending moments for longer spans. The AASHTO bending moment gave results similar to those of the FEA when considering two or more lanes and a span length less than 10.5 m (35 ft). However, as the span length increases, AASHTO underestimates the FEA bending moment by 15 to 30%. It was shown that the presence of shoulders on both sides of the bridge increases the load-carrying capacity of the bridge due to the increase in slab width. An extreme loading scenario was created by introducing a disabled truck near the edge in addition to design trucks in other lanes placed as close as possible to the disabled truck. For this extreme loading condition, AASHTO procedure gave similar results to the FEA longitudinal bending moments for spans up to 7.5 m (25 ft) and underestimated the FEA (20 to 40%) for spans between 9 and 16.5 m (30 and 55 ft), regardless of the number of lanes. The new AASHTO load and resistance factor design (LRFD) bridge design specifications overestimate the bending moments for normal traffic on bridges. However, LRFD procedure gives results similar to those of the FEA edge+truck loading condition. Furthermore, the FEA results showed that edge beams must be considered in multilane slab bridges with a span length ranging between 6 and 16.5 m (20 and 55 ft). This paper will assist bridge engineers in performing realistic designs of simply supported, multilane, reinforced concrete slab bridges as well as evaluating the load-carrying capacity of existing highway bridges.     

CME Forum: a response to “Construction flow index: a metric of production flow quality in construction”

The study of types of flow in construction is a relatively new field. This paper reviews the work of Sacks et al. and reveals that they have applied a production-line metaphor with recognition of two production flows. Process flow: locations are equated with products moving down a production line. Operations flow: work crews are equated to work stations. Their work proposes an index of the quality of production flow in construction, but the research design has three significant flaws: the skilled interpretation of flow-line charts is not in turn applied to the interpretation of their example charts; the conceptual framework does recognize that the underlying metaphor requires levels of detail in both location and task that is not supported in their analysis. The meaning of “quality of flow” in this context is not defined. This debate raises important epistemological questions for those working in lean construction and location-based management. While the concept of “production flow quality” is important, the Sacks et al. methodology does not address the detailed planning of individual crews. It is only possible to apply the production-line metaphor if micro-management is adopted as detailed planning.