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Journal of Korea Institute for Structural Maintenance Inspection Vol.20 No.6 pp.73-83 ISSN: 2234-6937 (Print)
2017.
DOI: https://doi.org/10.11112/jksmi.2016.20.6.073 ISSN: 2287-6979 (Online)
2016
2015
2014 A Study on the Design of Special Circular Plate Anchorage
2013
2012
for Post-tension

Kyu-Hyung Choi 1 , Byeong-Cheol Lho 2 *, Jung-Hoon Lim 3

If y ou send the discussion to this conference by Decem ber 1 , 2 01 6 , we will post the discussion results in the January 2 01 6 issue.
Corre sponding author: bclho@sangji.ac.kr De pt. O f Civil Engine e ring, Sangji Unive rsity, Sangjidae -gil 83, Woosan-dong, Gangwon-do, 26339,
KO REA
Re ce ive d August 24, 2016 Re vie w Se pte mbe r 6, 2016 Acce pte d Se pte mbe r 20, 2016

Abstract Other Sections

Bearing stress near anchor plates is usually very high due to the use of post-tensioned prestressed method. In order to effectively utilize
cross-section and crack control, anchorage plates should be used to prevent crack initiation and failure of concrete structures eventually.
This study aims at suggesting an equation for the effective area of bearing plate and rectangle type by Highway Bridge Design
Specification and PTI etc. A shape factor according to bearing plate shape is suggested based on numerical analysis, and it can be used
for the design of special anchorage plate dimension.

Key Words: Bearing stresses , Ratio of bearing plate area , Shape factor , Local zone , Special anchorage plate

1. Introduction Other Sections

In concrete structures, prestressing method is mainly used for effective utilization of section and crack suppression effect. In the
dual post tension method, the stiffening line of the fixing fixture supports the strand with the prestressed force.
Therefore, high stress due to prestressing is complicated in the concrete around the fixture, so that if the size of the proper fixture
is not set, cracks may occur in the fixation zone and the structure may be destroyed.
On the other hand, post-tensioning fixtures are classified into basic fixtures and special fixtures, and basic fixtures are fixed
fixtures with a rectangular fixation plate in a specific range. Fixed fixtures that are not in the form of basic fixtures are classified as
special fixtures. The regulations on domestic and foreign fixtures are based on the basic fixtures, and the special fixtures with
various shapes and characteristics are required to pass the approval test ( MOLIT, 2010 ; PTI, 2000 ).
In addition, details related to the overall design and construction including the selection of the tension material, the
positioning of the fixing device, the reinforcing steel reinforcement, and the tension order have to be prepared by the
design drawing and approved by the construction supervisor before construction ( MOLIT, 2012 ; KIBSE, 2015 ).
In this way, the post-tension anchorage regulations stipulate that the basic anchorage should meet the allowable limit, and the
special anchorage must pass the approval test. Therefore, most of the performance evaluation of the fixture depends on the test

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results of the fixture manufacturer.
In recent years, the use of special fixtures improved from square to circular shape has been increasing to reduce the cross
section of the fuselage and to improve the corner stress concentration.
Therefore, in this study, we proposed a basic design method of a post-tensioning fixture for a special fixture design with a circular
fuselage, and made it possible to use the basic design and examine the design. For this purpose, the design flow is analyzed by
analyzing the domestic and international regulations, the design method is presented through the finite element analysis, and the
conformity is analyzed by comparing with the existing fixtures at home and abroad.

2. Proposal of fixing plate of post-tensioning anchorage Other Sections

2.1 Relevant provisions of the basic settlement area

As described above, the regulations on domestic and foreign fixtures are divided into a basic fixture made of a rectangular plate
and a special fixture.
Domestic design requirements for basic anchorage is a highway bridge design standards such as International Design Regulation
published in the PTI Acceptance Standards for Post-Tensioning Systems (1998) is specified, published by the AASHTO
Standard Specification for Highway Bridges (2002 ) , etc. ( Prestressed the Concrete Committee, 2014 ).
Fig. 1 shows the fusing plate shape of the basic fixing member proposed by PTI (1998) . As shown in the figure, the fixing
member without the ribs is defined as a basic fixing member in the rectangular fixing plate.
Where a x and a y are the concrete section length along the x and y directions and b x and b y are the lengths of the fusing plate
along the x and y directions. E max and e min are the distance from the edge of the plate to the concrete, and the maximum value is e

max and the minimum value is e min, which satisfies equation ( 1 ).

If eMin > 0.5 b then a = 2 b

If eMin & Lt ; 0.5 b then a = ( b + 2 eMin ) (One)

But eMax < 4 eMin

Domestic and foreign regulations for basic fixtures can be broadly divided into the regulations for the effective pressure stress and
the allowable pressure stress.
The design standards for highway bridges (2010) prescribe the magnitude of effective impact pressure as shown in equation ( 2 ).

-- -

?F
AC
'
FB ? 0.7 C i
AY
(2)
However , B ? 2.25 ?F '
Ci

Here, f b is the effective pressure strength (MPa) of the fixing plate, f ci 'is a concrete strength (MPa), at the time of Friis stress

introduced A c is the cross-sectional area of the concrete for supporting the fixing plate (mm 2 ), A g is settled The total sectional

area of the plate (mm 2 ), is the strength reduction factor, and the strength reduction factor of the fixing zone is 0.85.
PTI (2000) and AASHTO (2014) In are proposed based on the lateral restraint reinforcement ratio of the focal zone, the lateral
obtain breaking steel ratio s if = 0, the formula ( 3 apply), and s > 2% ( 4 ) is applied in the case of the following equation .

-- -
' AC '
FB 0.5 f C i 1.0 f C i (3)
AG

-- -
AC
(4)
' '
FB 0.75 f C i 1.5 f C i
AG

( 5 ) is the formula suggested by the Highway Bridge Design Standard (2010), and Equation ( 6 ) is the formula proposed by PTI
(2000) and AASHTO (2014) .

'
1.2 AP sFS
FB = (5)
AB

'
PJ a ( = 0.8 AP sFS )
(6)
c k
FB =
AB

Here, A ps is the nominal cross-sectional area of the strands (mm 2 ), f s ' is the yield strength of the strand (MPa), A b is the
entire fixing plate in the effective area of the settling judgment area ( A g duct opening of the fixing plate in) The area excluding the

cross-sectional area (mm 2 ).

In the case of PTI (2000) and AASHTO (2014) , the maximum strength of the strand is assumed to be 80% of that of the
prestressed load, Of the total number of people.
(2000) and AASHTO (2014 ) , which are proposed for the allowable pressure stress acting on the fuselage, are divided as follows
immediately after the settlement of the strand and after the occurrence of the prestress loss as shown in Eq. ( 7 ) ) , It is proposed
that immediately after the settlement of the strand as shown in equation ( 8 ).

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-- -

River open line information complex organization after 0.70 F

AC
' '
C i - 0.2 ? 1.10 f C i
AG

(7)
Profile Lee 's agent Les 's hand thread to life after the program Lee 's agent Les 's hand thread to life after 0.5

-- - - - - --
AC
(8)
' '
0.8 f C i - 0.2 1.15 f C i
AG

As shown in the above analysis, the regulations for the effective fixation pressure and the allowable pressurization stress are
proposed in the internal and external regulations of the basic fixture, but since the design standard for the special fixture plate is
different according to the manufacturer, Uneasy.

2.2. Proposal of design method of fixing plate

The design of the fuselage plate according to the prestress load can be derived from the effective pressure compression strength
correction. For this purpose, the method by the Design of Highway Bridge (2010) and the method by PTI (2000) were reviewed
respectively.
Equation ( 2 ) and Equation ( 5 ) of the design standard of the highway bridge (2010) can be expressed as the following equation (
9 ).

'
-- -
1.7 AP sFS AC
AB
'
(9)
fC i AG

The proposed formula of PTI (2000) , which classifies the effective pressurization strength according to the transverse restraint
reinforcement ratio, generally performs spiral reinforcement around the fixture for the bundle tendon of 7 or more strands.
Therefore, the equation ( 4 ) and ( 6 ) 10 ).

' -- -
1.1 AP sFS AC
AB (10)
FC 'i AG

The effective area A b of the fusing plate can be calculated according to the prestress load by Eqs. ( 9 ) and ( 10 ) .
Here, A g is related to A b, and A c should take into account the stress generated by the fusing load and the fusing plate.
In this study, we assume that A g / A c is assumed considering the behavior of the localized zone depending on the shape of the
fuselage plate .
Therefore, the effective area A b of the fusing plate can be proposed as Eq. ( 11 ).

'
AP sFS
AB K
'
(11)
FC i

Here, K is a shape coefficient, and the total area of the fixing plate A g is an area excluding the opening area of the duct at the

fixing plate effective area A b , so that it can be obtained from the equation ( 12 ). Here, A i is the duct opening area (mm 2 ).

AG = AB + AI (12)

Since the shape factor K includes A g / A c , optimal A g / A c should be derived according to the shape of the fusing plate .
In this study, to derive A g / A c according to the shape of the fusing plate, we derive the optimal A g / A c for the rectangular
fuselage based on the conventional equation and calculate the A g / A c And the shape constant K was determined .
Fig. 2 shows that when the same strand and concrete are applied to a rectangular plate, A g / A c is assumed to be 0.1 to 0.3,
and the effective area of the fusing plate by the design standard of highway bridge (2010) and PTI (2000) It is shown according to
the size of the load.
Fig. As shown in Fig. 2 , the cross-sectional area of the fuselage plate increases with increasing A g / A c . The design by the
Highway Bridge Design Standard (2010) is the same as that by the PTI (2000) The effective area is designed to be large.
In this case, fixing a constant A g / A c means that the ratio of the cross-sectional area of the fusing plate to that of the concrete
is always constant according to the prestress load, but the design of the fusing plate actually applied is differently designed. In
addition, since the cross-sectional area of the fusing plate and the concrete is different depending on which of A g / A c is set,
restriction is required.
Since the cross-sectional area of the concrete in the anchorage area is required to support the fuselage plate where the prestress
load acts, a small design may cause destruction of the anchorage area.
Therefore, the proposed design method proposed A g / A c for designing the effective area of the fuselage, then determining the
shape factor K and then modifying A g / A c through finite element analysis .

2.3 Fuselage design flow

In general, the number and arrangement of stranded strands are determined by structural calculations, and the physical properties
of the anchoring system and the diameter of the openings of the fuselage duct are determined by empirical design.
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Therefore, the basic specifications of fixation systems including fixture and concrete properties and the strength and number of
strands of applied strand are determined according to the type of fixture, and then the stress distribution in the local area is
examined through finite element analysis. Design the lit cross section A c .
The anchorage is generally reinforced with spiral reinforcing bars and band reinforcing bars. The anchorage reinforcement
reinforced by spiral reinforcing bars has higher reinforcement effect due to the higher ultimate and crack load than reinforced with
barrels ( Lim et al., 1996 ).
Based on this, in this study, considering the effect of lateral confinement by spiral reinforcing bars, review of the local area was
carried out, and the fixation plate specifications were determined by revising and supplementing.

3. Design of fusing plate using finite element analysis Other Sections

3.1. Fusing plate design considering prestress load

Fig. 3 shows the applied pressure stress on the fuselage plate designed by Eqs. ( 9 ) and ( 10 ), together with the allowable
pressurized stress , assuming A g / A c of 0.1 to 0.3 in order to determine the shape factor K .
Fig. As shown in Fig. 3 , the operating pressure stress of the fusing plate designed by PTI (2000) and the design criteria of the
highway bridge (2010) is similar, but the pressure stress acting on the fusing plate designed by PTI (2000) appear. This is
because the form of Eqs. ( 9 ) and ( 10 ) is similar, but it is judged to be due to the size of the fixture plate designed by PTI (2000)
due to the application of strength reduction factor and load factor do.
When A g / A c is fixed to 0.1 ~ 0.2, it does not satisfy the allowable support pressure stress of each regulation, but when it is
fixed at 0.3, it satisfies allowable support stress.
Therefore, Fig. 3 , the A g / A c for designing the fusing plate should be at least 0.3. However, this does not take into account the
lateral confinement effect of the rebar reinforced by the fixture.
In PTI (2000), we propose the following equation ( 13 ) to consider the lateral confinement effect .

PN = ( P C+
'
PS) 3 f C i AB (13)

Where P n is the nominal strength (kN) of the localized zone taking into account the lateral confinement effect, P c is the
contribution of the confined concrete in kN, and P s is the contribution of the lateral confinement reinforcement in kN. Also, is a
correction coefficient of 0.85 to 0.95.
P c and P s can be obtained from Eqs. ( 14 ) and ( 15 ), respectively.

-- - --
(14)
' '
PC = 0.83 f C i ABAC/ AG? 2 f C i AB

PS = 4.1 f L aA
t Cor e (15)

Where f lat is the transverse restraint stress (MPa), and A core is the core area of the concrete confined by the spiral

reinforcement (mm 2 ).
F lat and A core vary depending on the type of transverse restraint reinforcement. Generally, reinforcing the local section by the
spiral reinforcement can be expressed as Eqs. ( 16 ) and ( 17 ).

2 ASFY
FL a =
t (16)
DCS

2 2
DC s
AC o r e= ( 1 - ) - ADU c t (17)
4 DC

Here, A s is the nominal cross-sectional area of the spiral reinforcement (mm 2 ), f y is the yield strength (MPa) of steel near helix,
D c is the diameter of the spiral reinforcement (mm), s is the interval (mm), the spiral reinforcement A Duct is the duct opening

area (mm 2 ).
PTI (2000) by the order group into account the confinement effects of the lateral reinforcement over expression (by applying lateral
restraint stress and specifications by the reinforcement spiral and designed size, the spiral reinforcement in the concrete cross-
section, a local zone 13 ) of P n a to be reviewed.
In this study, a three - dimensional finite element analysis was performed to determine the cross - section and the localized zone
of the concrete, and to design the spiral reinforcing bar to consider the lateral confinement effect.

3.2. Determination of Shape Coefficient and Design of Concrete Section Using Finite Element
Analysis
3.2.1 Settlement Zone Modeling
For the design of the fuselage plate considering the lateral confinement effect, three-dimensional finite element analysis was
performed to derive the fusiform plate shape factor K of Eq. ( 11 ) . Table 1 shows the properties of fixation systems composed of
fixtures, heads, and concrete, with 7, 15, 19, and 31 stranded fixtures, which are highly utilized in practice .
Generally, the concrete strength of the settlement area is 40 MPa, and when the strength is more than 80%, the prestress is
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introduced. However, the strength at this time should be at least 30 MPa. Therefore, in this study, the concrete strength was
applied at 32 MPa considering prestress introduction.
The program used was MIDAS FEA, a general structural analysis program, and 1/4 modeling was performed for efficient analysis.
For the purpose of the reasonable design, we used the method of loading the concrete section or the method of loading the head
reflecting the arrangement of the strand of the fixture and the head instead of the method of loading the load of the fuselage.
In addition, since the step of designing the fusing plate, linear finite element analysis is performed. In order to identify the local
zone generated by the prestressed load and to design the spiral reinforcing bars, the analysis was performed considering the
condition that the reinforcing bars were not laid.
The shape factor K is calculated by assuming that A g / A c in Eqs. ( 9 ) and ( 10 ) is 0.1 to 0.3, respectively.
Concrete cross-sectional area A c to correct the A g / A c reviewed in accordance with a design of the concrete cross-sectional
area and model treat female anchorage head to the designed fixing plates A g / A c is a change in the concrete area to 0.1 to 0.7
And the area of the concrete was determined.
Fig. 4 shows only some of the settlement zone modeling due to the change of A g / A c for the square fixture and the circular
fixture, and there is a difference in the cross-sectional area of concrete according to the change of A g / A c . The shape factor K
was determined by the optimum A g / A c which was satisfied by examining the designed fixation plate, concrete cross-sectional
area, and spiral reinforcement obtained from the analysis by equation ( 13 ) .
3.2.2 Analysis result of basic fixing plate
Fig. 5 is shown in Fig. 4 shows the analysis results of the compressive stress of the model mentioned above, which shows only
the compressive strength of concrete of 32 MPa or more according to the change of A g / A c .
Fig. As shown in Fig. 5 , as the concrete area of A g / A c increases, the area of more than 32 MPa tends to increase as the
concrete stress increases. As shown in (a) and (b), when A g / A c is 0.4, there is a zone of 32 MPa or more around the
anchorage area. . Here, in the case of (a) and (b), in the range where the concrete compressive strength is exceeded, it is
possible to give an effect of increasing compressive strength by lateral restraint reinforcement by spiral reinforcing bars or the like,
and this zone becomes a local zone. In cases (c) and (d), it is difficult to reinforce this local area, so the section of the concrete
should be modified by using it.
The local area has been schematized as a geometric concept rather than a stress concept ( Breen et al., 1991 ). In the PTI
(2000) , AASHTO (2014) and the Highway Bridge Design Standards Commentary (2008), the similarity is presented, and the
Settlement Area is proposed as a geometric condition in the Bridge Bridge Design Criteria (Limit State Design Act) (2015).
In this study, it is considered that it is reasonable to determine the local area by confirming the part where the spiral reinforcement
is needed.
3.2.3 Analysis results of circular fixing plate
The stress generated on the fuselage plate by the prestressing force occurs concentrically around the fuselage, and a lower
stress is generated in the vicinity of the fuselage point of the rectangular fuselage ( Choi, 2013 ). Fig. 5 showed similar
tendency, and the concrete under the vertex of the rectangular fixation plate did not have a stress corresponding to the local area.
Fig. 6 and Fig. 7 shows the local distribution of the fusing plate shape and the stress distribution of the concrete in order to
analyze it in detail. The dimensions of the rectangular fixing plate were 190 190 mm and the circular fixing plate was 190 mm.
The corners of the rectangular fixing plate and the circular plate were the same in diameter, the cross section of the concrete was
270 270 mm, The same applies to the case of 7 strands.
Fig. As shown in Fig. 6 , regardless of the shape of the fusing plate, the focal area appeared concentric, and the size was the
same. This is because the localized zone in the fixture is governed by the size and shape of the fuselage and the prestress load
acting on the fuselage and the area of contact between the fusing plate and the head.
Fig. As shown in Fig. 7 , the corrugated part of the rectangular plate shows almost no applied stress, but the circular plate shows
a relatively even distribution.
In other words, when a circular fuselage plate is applied, the stress distribution is more effective in terms of stress distribution than
the rectangular fuselage plate because the stress is uniformly distributed by the front surface of the fusing plate. Therefore, the
shape factor of the circular fixing plate is determined by analyzing the stress distribution in the local area, which is the same as
that of the rectangular fixing plate, but it is preferable to determine the shape of the circular fixing plate through a separate
analysis.
3.2.4 Specification of Fixed Plate and Concrete Section according to Shape Coefficient
Table 2 and Fig. 8 is the edge length or the diameter of the circular plate of the rectangular fixation plate derived from the shape
factor K determined through the assumption of A g / A c .
Table 2 and Fig. As shown in Fig. 8 , the shape factor K of the rectangular fixing plate and the circular fixing plate is in the range
of 0.4 to 0.6 and 0.3 to 0.5, respectively. As shown in Table 2 , the square-shaped fusing plate edge length and the circular fusing
plate diameter were similar when the rectangular plate-like shape constant K was 0.4 and the circular plate shape coefficient K
was 0.3. When the shape factor K of the rectangular fixing plate was 0.5 and 0.6, the shapes of the circular plate shape
coefficients K 0.4 and 0.5 were similar, respectively .
The shape coefficients of the fusing plate are shown in Fig. 7 , the circular fixing plate can utilize a fixing plate having a relatively
smaller area than the rectangular fixing plate. Therefore, when the same prestress load is applied, it is considered that the circular
fixing plate can reduce the cross sectional area of the fixing plate compared to the rectangular fixing plate.

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Table 3 and Fig. 9 shows the length of the concrete section edge designed by modifying A g / A c by the analysis of the stress
distribution in the local area examined by the finite element analysis according to the type of fixture according to the prestress
load. As shown in the figure, as the prestress force increases, the cross-sectional area of concrete increases. 8 shows a similar
tendency.
As shown in Table 3 , the modified A g / A c for the design of the cross-sectional edge length of the concrete was the same for the
rectangular fixing plate and the circular fixing plate. However, since the circular fixing plate has a smaller area than the rectangular
fixing plate, Respectively. In other words, it can be seen that the local area is governed by the ratio of the area of the concrete to
the area of the fusing plate.

4. Spiral reinforcement design and settlement plate local area

Other review
Sections

In order to design the fuselage plate considering the lateral restraint effect as described above, the condition of equation ( 13 )
must be satisfied and the spiral reinforcement design of the local zone should be preceded. For this purpose , local zone spiral
reinforcement design was performed on the fuselage plate designed by the proposed equation ( 11 ) and the strength of the local
zone considering the lateral confinement effect was examined.

4.1 Local Area Spiral Reinforcement Design

In order to design the fuselage plate considering lateral restraint reinforcement by Eq. ( 13 ), the lateral restraint reinforcement
should be designed and reflected in the fuselage review.
In general, the design of the spiral bar can be designed using Eq. ( 18 ) ( Breen et al., 1991 ).

'
FB- 0.85 f C i
AS = DCS (18)
8.2 f S

Here, the diameter D c of the spiral reinforcement is the diameter of the spiral reinforcement obtained by the analysis. 7 , it is
preferable to select the maximum diameter (mm) of the local area generated by the finite element analysis for each fixture.
Table 4 shows the spiral bars designed by Eq. ( 18 ). The spiral spacing s and the spiral struc- ture A s were selected from the
range that can satisfy the condition of Eq. ( 13 ).
As shown in Table 4 , the spiral rebar diameter D c derived from the analysis results is almost similar to the number of stranded
strands. It is considered that the generation of the local zone is not controlled by the area of the fusing plate but is controlled by
the prestress load and the head area.

4.2. Design Review and Shape Coefficient Proposal of Fixing Plate

For the consideration of the lateral confinement effect on the designed fusing plate, the proposed local area review was
performed by PTI (2000) .
Fig. 10 and Fig. 11 shows a review of the localized area of the rectangular and circular fixing plates designed by the proposed
equation ( 11 ). Here, the solid line shows the nominal strength of the local zone generated by the fusing plate, and the dotted line
shows the allowable strength.
Fig. As shown in Fig. 10 , when the shape factor K is 0.4 in the rectangular fuselage design , it exceeds the allowable strength,
and 0.5 and 0.6 are satisfied.
Fig. In the design of the circular fuselage shown in Fig. 11 , when the shape factor K is 0.3, it exceeds the allowable strength,
and 0.4 and 0.5 are satisfied.
Fig. 10 and Fig. 11 , the shape factor K shall be not less than 0.5 for the rectangular fixation plate and not more than 0.4 for the
circular fixation plate. However, when the shape factors of the rectangular fixing plate and the circular fixing plate are more than
0.5 and 0.4, the weight of the fixing member that has already secured the safety may be increased, and the workability and
economical efficiency may be lowered. Therefore, the shape factor K of the rectangular fixing plate and the circular fixing plate can
be determined to be 0.5 and 0.4, respectively .

4.3. Proposal Expression Review

The shape factor in order to verify the proposed formula K for A g / A c are compared by applying the equation proposed by the
road bridge design criteria (2010). At this time, the results of examination using the specifications of existing products are also
shown.
A g / A c for the shape factor K of the rectangular fixing plate and the circular fixing plate are 0.2 and 0.15, respectively, as
mentioned in Table 2 .
Fig. 12 and Fig. 13 shows the proposed formula for the rectangular and circular fixing plates compared with the specifications of
the existing products and the formula based on the design standard for highway bridges (2010).
Fig. 12 and Fig. As shown in Fig. 13 , the fixation plate designed by the bridge design criterion (2010) is larger than the fixation
plate designed by the formula proposed in this study. This is because, as described above, the load factor and the strength
reduction factor are applied to the design standard of the bridge (2010). In other words, it is considered that the proposed formula
of this study is reasonable in order to improve the workability by reducing the weight of the settlement area after securing the
settlement area, although safe design is possible when applying the proposal formula based on the bridge bridge design standard
(2010) . Also, Fig. 12 , the proposed formula of this study shows similar tendency to existing products.
Fig. 13. In the case of an existing product, Type K for this study suggest expression nateu or Type D appear almost match was
found in the small effective area of the first fixing plate than the rest of the study. This is a special fixture with a circular fixing plate

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and ribs for D Type and K Type. The fixing plate is designed considering the effect of ribs. The fusing plate is considered to be
designed largely.
From the above analysis, it is shown that the basic design of the rectangular and circular fixing plates without ribs is possible
through the formula proposed in this study. When the circular fixing plate is applied compared to the rectangular fixing plate, the
cross sectional area of the fixing plate and concrete is decreased It is possible that

5. Conclusion Other Sections

In this study, the following conclusions can be drawn from the study on the basic design of post - tension special anchorage using
circular fixation plate according to the prestress load.
1) The proposed formula for designing the special fixture of the post tension method was proposed by analyzing the domestic
and international regulations, and it was found that the rational design was possible through the analysis of the local area by
the finite element analysis and comparison with the existing products.
2) The proposed formula proposed in this study is a proposal for the design of a rectangular and circular fixing plate without
ribs. The shape factor should be applied according to the shape of the fixing plate. The shape coefficients of the rectangular
fixing plate and the circular fixing plate are 0.5 , 0.4 was applied.
3) first in accordance with the shape factor A g / A c , after analyzing the stress distribution within a local area over the then
design a rectangular fixing plate and the circular constant, and mounting plate, respectively 0.2, 0.15, fixing plate FEM A g /
And it is reasonable to determine the section of concrete by modifying A c .
4) The results of the finite element analysis showed that the local zone generated by the prestressing occurred concentric
around the fixture, and that the circular fixture was more efficient than the square fixture due to the local stress distribution.
5) In the existing regulations, the local area is proposed geometrically, but it is confirmed that it is more efficient to confirm it
through the finite element analysis.
6) This study is about the basic design of the post - tension special fixture applying the circular fuselage, and the linear finite
element analysis is performed considering that it is the design stage. In addition, in order to identify the local zone generated
by the prestressing load and to design the spiral reinforcing bars, the analysis was performed considering the situation where
the reinforcing bars were not laid.
7) Since this study is based on finite element analysis, it is considered that the verification study should be carried out after
experiment.

Acknowledgments Other Sections

This study is a research project (No. 20131520100720) which was carried out with the support of MOTIE and KETEP.

Figure Other Sections

Fig. One.Basic Anchorage Plate (PTI, 1998)

Fig. 2.Ab according to Prestressing Force by Ag / Ac

Fig. 3.Bearing Stress According to Ag / Ac

Fig. 4.Modeling of Anchorage Zone for Designed Plate

Fig. 5.Bearing Stress of Anchorage Zone

Stress Distribution of Local Zone

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Fig. 6.

Fig. 7.Distribution of Bearing Stress

Fig. 8.Edge Distance or Diameter According to Bearing Plate Shape and Prestress Force

Fig. 9.Edge Distance of Concrete Cross Section According to Bearing Plate Shape and Prestressing Force

Fig. 10.Nominal Local Zone Strength of Basic Bearing Plate according to Prestressing Force

Fig. 11.Nominal Local Zone According to Strength of Special Bearing Plate to Prestressing Force

Fig. 12.Comparison between Designed Basic Bearing Plate and Other Anchorage Type

Fig. 13.Comparison between Designed Special Bearing Plate and Other Anchorage Type

Table Other Sections

Table 1.Properties of Anchorage Assemble

Table 2.Designed Edge Distance or Diameter of Bearing Plate

Table 3.Designed Edge Distance of Concrete Cross Section

Table 4.Spiral Reinforcements Designed by Eq. 18

Reference Other Sections

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1. AASHTO (2014) LRFD Bridge Design Specifications, AASHTO,; Pp.55-101127
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10. Post-Tensioning Institute (1998) Acceptance Standards for Post-Tensioning System, PTI,
11. Post-Tensioning Institute (2000) Anchorage Zone Design, PTI,; Pp.4-9
12. Prestressed Concrete Committee (2014) Design and Construction Method for Prestressed Concrete Structures and Plant
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13. Stone WC, Paes-Filho W, Breen JE (1981) Behavior of Post-Tensioned Girder Anchorage Zone, The University of Texas at
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