• KSCE Journal of Civil and Environmental Engineering Research
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• v.29 no.1A
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• pp.31-43
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• 2009

In this study, the numerical method is presented, which can consider the various train types and can solve the equations of motion for a vehicle-bridge interaction analysis by non-iteration procedure through formulating the coupled equations of motion. The coupled equations of motion for the vehicle-bridge interaction are solved by the Newmark ${\beta}$ of a direct integration method, and by composing the effective stiffness matrix and the effective force vector according to a analysis step, those can be solved with the same manner of the solving procedure of equilibrium equations in static analysis. Also, the effective stiffness matrix is reconstructed by the Skyline method for increasing the analysis effectiveness. The Cholesky's matrix decomposition scheme is applied to the analysis procedure for minimizing the numerical errors that can be generated in directly calculating the inverse matrix. The equations of motion for the conventional trains are derived, and the numerical models of the conventional trains are idealized by a set of linear springs and dashpots with 16 degrees of freedom. The bridge models are simplified by the 3 dimensional space frame element which is based on the Euler-Bernoulli theory. The rail irregularities of vertical and lateral directions are generated by the PSD functions of the Federal Railroad Administration (FRA). The results of the vehicle-bridge interaction analysis are verified by the experimental results for the railway plate girder bridges of a span length with 12 m, 18 m, and the experimental and analytical data are applied to the low pass filtering scheme, and the basis frequency of the filtering is a 2 times of the 1st fundamental frequency of a bridge bending.

• Proceedings of the KSR Conference
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• 2007.11a
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• pp.1379-1385
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• 2007

In domestic transitional zone design, there is regulation to prevent generation of irregular substructure behaviors that negatively influence in prevention of plasticity settlement on approach section and contact section as well as relieve overall track rigidity by reducing sectional foundation and track stiffness difference, but design guideline that considers dynamic behavior of transitional track in actual service line is very insignificant. Therefore in this study, characteristics of transitional track dynamic behaviors by substructure stiffness are researched and measured dynamic response of transitional track by substructure stiffness in order to prove correlation between substructure and track and calculate elasticity(stiffness) and track load of transitional track by using measurement and formula to provide basic information for developing design guideline considering dynamic behavior of service line transitional track.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.17 no.3
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• pp.138-148
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• 2005

Dynamic response of floating structures such as floating body and floating bridges subject to wave load is to be calculated in frequency domain. Added mass coefficient, damping coefficient and wave exciting force are obtained numerically from frequency domain formulation of linear potential theory and boundary element method for a floating body which is partially submerged into water and subjected to wave force. Next, the equation of motion for the dynamic behavior of a floating structure which is supported by the floating bodies and modeled with finite elements is written in frequency domain. hker a hemisphere is analyzed and compared with the published references as examples of floating bodies, the hydrodynamic coefficients for a pontoon type floating body which supports a floating bridge are determined. The dynamic response of the floating bridge subject to design wave load can be solved using the coefficients obtained for the pontoons and the results are plotted in the frequency domain. It can be seen from the example analysis that although the peak frequency of the incoming wave spectrum is near the natural frequency of the bridge, the response of the bridge is not amplified due to the effect that the peak frequency of wave exciting force is away from the natural frequency of the bridge.

• Journal of Sensor Science and Technology
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• v.5 no.2
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• pp.29-36
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• 1996

With the three dimensional magnetic field measuring system dealt with in this paper, accurate measurements and analyses of extremely low frequency(ELF) magnetic fields caused by starting and/or operating electric devices and power installations can be conducted. To obtain high performance for lower frequency and spatial components without any distortion, the measuring system is designed as three dimensionally including the multiturn loop-type magnetic field sensors, differential amplifiers and active integrators. As the results of calibration experiments, the frequency response characteristics of the measuring system range from 8[Hz] to about 53[kHz] for each direction of x, y, z axes, and the response sensitivities are 9.54, 9.21, $10.89[mV/{\mu}T]$, respectively. The actual survey experiments by using an oscillating impulse current generator confirm a reliability of the proposed measuring system. Also, through the other experiments by using small-sized induction motors, the magnetic field intensities when starting and steady-state operating mark 15.8, $8.61[{\mu}T]$ as maximum value, respectively. And those intensities decrease steeply according as the measuring distance increases.

• Journal of the Earthquake Engineering Society of Korea
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• v.11 no.1 s.53
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• pp.89-97
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• 2007

Parameters including the seismic sources and the elastic wave propagation characteristics were analysed using the observed ground motions from 12 Fukuoka region earthquakes. The Levenberg-Marquardt algorithm was applied to invert all the variables non-linearly and simultaneously with S wave energy in fiequency domain. Average stress drop of 12 events and local attenuation parameter $\kappa$ under seismic stations were estimated to about 79.2-bar and 0.043 respectively. Regional attenuation parameter, Qo and ${\eta}$, were also estimated to be about 248.1 and 0.558 respectively. Low value of Qo seems to caused by inhomogeneous tectonic characteristics between Japan island and southern Korean peninsula. $\kappa$ values are much higher than that characterizing EUS (Eastern United States) region, and nearly similar to that of WUS (Western Waited States) region. If the informations on site specific amplification of all the seismic stations are known, $\kappa$ values can be estimated more precisely. All the values including the seismic sources and the site and crustal scale propagation characteristics can be used as seismic design parameters.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.15 no.5
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• pp.95-107
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• 2016

The axle weight of a vehicle in motion can be measured with a low-speed or high-speed weigh-in-motion (WIM). However, the axial load dynamically change depending on the vehicle's characteristics-such as the chassis or axle structure-or the characteristics of the driving environment such as road flatness. The changes in dynamic load lead to differences between the vehicle's weight measured at rest and the vehicle's weight measured in motion. For this Study, an experiment was conducted with an instrumented vehicle to analyze the range of errors caused by uncontrollable environmental factors by identifying the characteristics of the dynamic load changes of a vehicle in motion, and determine the appropriate scale for the accuracy evaluation of a high-speed WIM, as a preparatory research for the introduction of unmanned overweight enforcement systems in the future. The key findings from the experiment are summarized as follows. First, The gross weight of the tested vehicle changed by approximately 1% at low velocities and approximately by 4% at high velocities, and the vehicle's axle weight changed by approximately 1-3%, at low velocities and by 2-9% at high velocities. A single axle showed larger weight changes than individual axles in a group. Secondly, The vehicle's gross weight and the axle weight on the impact section were up to eight times and three-to-twelve times higher, respectively, than its gross weight and the axle weight on the flat section. The vibration frequency of the vehicle's dynamic load was measured at between 2.4 and 5.8Hz, and found to return to the normal amplitude after moving approximately 30 meters.

• Journal of the Korean Wood Science and Technology
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• v.43 no.6
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• pp.777-783
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• 2015

Wood is an anisotropic material that shows the changes in hardness, quality and dimensions depending on the types of cells on three cross sections, size, array and so on. It can also be used in different ways according to its use, which requires a meticulous research, in order to maximize the utilization by understanding the nature and use; and by clarifying the theory and technologies. The research on relationship among wood's physical properties, density, and elasticity of modulus have been studied in Korea and abroad, but those studies were based on correlation gained through standardized specimen. Rather, the study on complete product is rare. Moreover, the previous reports are mostly concentrating on vibration mode and batting, though the wood's physical properties as a material have not been in the main focus. Therefore, this study will carried out for analyzing MOE through figuring material property out and comparing frequency adapting to the Canadian HardMaple bat. For comparison of material properties, we studied the annual ring and density of the bat; calculated the MOE with resonance frequency and formula (ASTM C1259); and verified the repulsive force of this material. As a result, the relevance of the resonance frequency and annual ring is weak, and in comparison in the grain direction in wood, the MOE value is higher when the grain direction in wood is excited horizontally than when is excited vertically, because the material is repulsive when grain direction is horizontal.

• Journal of the Korean Ceramic Society
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• v.37 no.3
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• pp.256-262
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• 2000

The dielectric properties of complex perovskite ($Pb_{1-x}Ca_{x}$)($Fe_{0.5}Ta_{0.5}$)$O_{3}$ with >($0.5{\le}x{\ge}0.65$ were investigated at microwave frequencies. Dilectric constant decreased with increasing Ca content, and was directly proportional to the cube of average ionic ra야 of A-site. For the specimen of x=0.6 sintered at $1250^{\circ}C$ for 3 h in air, dielectric constant (k) of 63, QF of 11000 GHz, and the temperature coefficient of resonant frequency(TCF) of -14ppm/$^{\circ}C$ were obtained. As Ca content increased, TCF of the specimen negatively increased due to the reduction of the tolerance factor(t). Changes in intrinsic loss with varying Ca content was investigated by the infrared reflectivity spectra ranging 50 to 4000 $cm^{-1}$, which were calculated by the Kramers-Kronig analysis and classical oscillator model. The relative tendency of microwave dielectric properties of the ($Pb_{1-x}Ca_{x}$)($Fe_{0.5}Ta_{0.5}$)$O_{3}$ specimens calculated from the reflectivity data were in good agreement with the results by the post resonant method.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.47 no.10
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• pp.738-746
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• 2019

Instead of hydraulic actuation systems, an electromechanical actuation system is more efficient in terms of weight, cost, and test evaluation in the thrust vector control of the 7-ton gimbal engine used in the Korea Space Launch Vehicle-II(KSLV-II) $3^{rd}$ stage. The electromechanical actuator is a kind of servo actuator with position feedback and uses a BLDC motor that can operate at high vacuum. In the case of the gimballed rocket engine, a synthetic resonance phenomenon may occur due to a combination of a vibration mode of the actuator itself, a bending mode of the launcher structure, and an inertial load of the gimbals engine. When the synthetic resonance occurs, the control of the rocket attitude becomes unstable. Therefore, the requirements for the stiffness have been applied in consideration of the gimbal engine characteristics, the support structure, and the actuating system. For the 7-ton gimbal engine of the KSLV-II $3^{rd}$ stage, the stiffness requirement of the actuation system is $3.94{\times}10^7N/m$, and the direct drive type electromechanical actuator is designed to satisfy this requirement. In this paper, an equivalent stiffness analysis model of a direct drive electromechanical actuator designed based on the stiffness requirements is proposed and verified by experimental results.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.30 no.1C
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• pp.45-51
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• 2010

In urban area, design and construction of civil engineering structures such as subway tunnel, underground space and deep excavation is impeded by unreliable site investigation. Variety of embedded objects, electric noises and traffic vibrations degrades the quality of site investigation, whatever the site-investigation technique would be. In this research, a preliminary research was performed to develop a dedicated site investigation technique for urban geotechnical sites, which can overcome the limitations of urban sites. HiRAS (Hybrid Integration of Surface Waves and Resistivity) technique which is the first outcome of the preliminary research was proposed in this paper. The technique combines surface wave as well as electrical resistivity. CapSASW method for surface-wave technique and PDC-R technique for electrical resistivity survey were incorporated to develop HiRAS technique. CapSASW method is a good method for evaluating material stiffness and PDC-R technique is a reliable method for determination of underground stratification even in a site with electrical noise. For the inversion analysis of HiRAS techniuqe, a site-specific relationship between stress-wave velocity and resistivity was employed. As for outgrowth of this research, the 2-D distribution of Poisson's ratio could be also determined.