• Proceedings of the Korean Magnestics Society Conference
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• 2011.12a
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• pp.105-105
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• 2011

• Transactions of the Korean Society of Mechanical Engineers A
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• v.20 no.2
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• pp.585-593
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• 1996

According to the considerable increase of the length of belt conveyors, the dynamic analysis of systme becomes necessary to consider the variation of tensions and transient motion of components during starting and stopping of conveyor. The mathematical model of system is derived using the lumped parameter method. The input driving force is represented with two functions of time and pulley speed to count the characteristics of motor and fluid coupling. An example system was studied with 14 km in the distance of carrying. At head, it has two drivers and one gravity take-up and at tail ond driver and one power winch take-up. In the example, the transient tensions and responses, calculated using two cases of driving force, are mutually compared in starting mode. Also, the position of maximum tension and the braking force of take-up are obtained in stopping mode.

• Wind and Structures
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• v.37 no.4
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• pp.275-287
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• 2023

Subgrade differential settlement of high-speed railways was a pivotal issue that could increase the risk of trains operation. The risk will be further increased when trains in the subsidence zone are affected by crosswinds. In this paper, the computational fluid dynamics (CFD) model and finite element (FE) model were established, and the data transmission interface of the two models was established by fluid-solid interaction (FSI) method to form a systematic crosswind-train-track-subgrade dynamic model. The risk of high-speed train encountering crosswind in settlement area was analyzed. The results showed that the aerodynamic force of the trains increased significantly with the increase in crosswind speed. The aerodynamic force of the trains could reach 125.14 kN, significantly increasing the risk of derailment and overturning. Considering the influence of crosswind, the risk of train operation could be greatly increased. The safety indices and the wheel-rail force both increased with the increase of the wind speed. For the high-speed train running at 350 km/h, the warning value of wind speed was 10.2 m /s under the condition of subgrade settlement with wavelength of 20 m and amplitude of 15 mm.

• Structural Engineering and Mechanics
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• v.70 no.4
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• pp.479-497
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• 2019

In the current code design, the use of a uniform internal pressure coefficient of cooling towers as internal suction cannot reflect the 3D characteristics of flow field inside the tower body with different ventilation rate of shutters. Moreover, extreme weather such as heavy rain also has a direct impact on aerodynamic force on the internal surface and changes the turbulence effect of pulsating wind. In this study, the world's tallest cooling tower under construction, which stands 210m, is taken as the research object. The algorithm for two-way coupling between wind and rain is adopted. Simulation of wind field and raindrops is performed iteratively using continuous phase and discrete phase models, respectively, under the general principles of computational fluid dynamics (CFD). Firstly, the rule of influence of 9 combinations of wind speed and rainfall intensity on the volume of wind-driven rain, additional action force of raindrops and equivalent internal pressure coefficient of the tower body is analyzed. The combination of wind velocity and rainfall intensity that is most unfavorable to the cooling tower in terms of distribution of internal pressure coefficient is identified. On this basis, the wind/rain loads, distribution of aerodynamic force and working mechanism of internal pressures of the cooling tower under the most unfavorable working condition are compared between the four ventilation rates of shutters (0%, 15%, 30% and 100%). The results show that the amount of raindrops captured by the internal surface of the tower decreases as the wind velocity increases, and increases along with the rainfall intensity and ventilation rate of the shutters. The maximum value of rain-induced pressure coefficient is 0.013. The research findings lay the basis for determining the precise values of internal surface loads of cooling tower under extreme weather conditions.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.11 no.4
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• pp.22-30
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• 2001

In this paper, active control of vibrational intensity at a reference point in an infinite, elastic plate was discussed. The plate is excised harmonically by a vibrating source, which has a vertical point force. The optimal condition of controller was investigated to minimize the vibrational intensity being transmitted from the vibrating source to a reference point. Hence the method of feedforward control was employed for the control strategy and then the cost function was evaluated to find the optimal control force. Three types of control force (Vertical force, Moment, and Coupling force (a set of vertical force and moment) ) and controller's positions were examined to define the optimal condition of the controller. The vibrational intensity at a reference point was found to be reduced down to a zero level, compared with the uncontrolled case. Especially maximum reduction of vibrational intensity was achieved when the controller was collinearly positioned between a vibrating source and a reference point.

• Journal of KSNVE
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• v.7 no.1
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• pp.91-97
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• 1997

An analysis is presented on the stability of an elastic cantilever column having the elastic restraints at its free end, carrying an added tip mass, and subjected to uniformly distributed follower forces. The elastic restraints are formed by both a translational spring and a rotatory spring. For this purpose, the governing equations and boundary conditions are derived by using Hamilton's principle, and the critical flutter loads and frequencies are obtained from the numerical evaluation of the eigenvalue functions of this elastic system. The added tip mass increases as a whole the critical flutter load of the elastic cantilever column, but the presence of its moment of inertia of mass has a destabilizing effect. The existence of the translational and rotatory springs at the free end increases the critical flutter load of the elastic cantilever column. Nevertheless, their effects on the critical flutter load are not uniform because of their coupling. The translational spring restraining the free end of the cantilever column decreases the critical flutter load by coupling with a large value of tip mass, while by coupling with the moment of inertia of tip pass its effect on the critical flutter load is contrary. The rotatory spring restraining the free end of the cantilever column increases the critical flutter load by coupling with the tip mass, but decreases it by coupling with the moment of inertia of the tip mass.

• Structural Engineering and Mechanics
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• v.22 no.1
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• pp.85-105
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• 2006

Control of structural response due to seismic excitation in a manner of coupling adjacent buildings has been actively developed, and most attention focused on those buildings of similar height. However, with the rapid development of some modern cities, multi-story buildings constructed with an auxiliary low-rise podium structure to provide extra functions to the complex become a growing construction scheme. Being inspired by the positively examined coupling control approach for buildings with similar height, this paper aims to provide a comprehensive analytical study on control effectiveness of using friction dampers to link the two buildings with significant height difference to supplement the recent experimental investigation carried out by the writers. The analytical model of a coupled building system is first developed with passive friction dampers being modeled as Coulomb friction. To highlight potential advantage of coupling the main building and podium structure with control devices that provide a lower degree of coupling, the inherent demerit of rigid-coupled configuration is then evaluated. Extensive parametric studies are finally performed. The concerned parameters influencing the design of optimal friction force and control efficiency include variety of earthquake excitation and differences in floor mass, story number as well as number of dampers installed between the two buildings. In general, the feasibility of interaction control approach applied to the complex structure for vibration reduction due to seismic excitation is supported by positive results.

• Nuclear Engineering and Technology
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• v.55 no.3
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• pp.927-938
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• 2023

The blanket plays an important role in fusion reactor and stands extremely high thermal and electromagnetic loads during operation situation and plasma disruption event, brings the need for precise thermal and electromagnetic analysis. Since the thermal field and EM field interact with each other nonlinearly, we develop a method of electromagnetic-thermal two-way coupling by using finite element software COMSOL. The coupling analyses of blanket under steady state and MD event are implemented and the results are analyzed. For steady state, the influences of coupling effects are relatively small but still recommended to be considered for a high precision analysis. The influence of thermal field on EM field can't be ignored under MD events. The variation of force density could cause a significant change in stress in certain parts of blanket. The influence of Joule heat during MD event is negligible, yet the potential temperature rise caused by induced current after MD event still needs to be researched.

• Structural Engineering and Mechanics
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• v.80 no.5
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• pp.491-501
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• 2021

A difference in subgrade settlement between two rails of a track manifests as lateral differential subgrade settlement. This settlement causes unsteadiness in the motion of trains passing through the corresponding area. To illustrate the effect of lateral differential subgrade settlement on the dynamic response of a vehicle-track coupling system, a three-dimensional vehicle-track-subgrade coupling model was formulated by combining the vehicle-track dynamics theory and the finite element method. The wheel/rail force, car body acceleration, and derailment factor are chosen as evaluation indices of the system dynamic response. The effects of the amplitude and wavelength of lateral differential subgrade settlement as well as the driving speed of the vehicle are analyzed. The study reveals the following: The dynamic responses of the vehicle-track system generally increase linearly with the driving speed when the train passes through a lateral subgrade settlement area. The wheel/rail force acting on a rail with a large settlement exceeds that on a rail with a small settlement. The dynamic responses of the vehicle-track system increase with the amplitude of the lateral differential subgrade settlement. For a 250-km/h train speed, the proposed maximum amplitude for a lateral differential settlement with a wavelength of 20 m is 10 mm. The dynamic responses of the vehicle-track system decrease with an increase in the wavelength of the lateral differential subgrade settlement. To achieve a good operation quality of a train at a 250-km/h driving speed, the wavelength of a lateral differential subgrade settlement with an amplitude of 20 mm should not be less than 15 m. Monitoring lateral differential settlements should be given more emphasis in routine high-speed railway maintenance and repairs.

• Tribology and Lubricants
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• v.34 no.1
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• pp.23-32
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• 2018

Coupling is a mechanical component that transmits rotational force by connecting two shafts. Curvic coupling is widely used in high-performance systems because of its excellent power transmission efficiency and easy machining. However, coupling applications change dynamic behavior by reducing the stiffness of an entire system. Contact surface stiffness is an important parameter that determines the dynamic behavior of a system. In addition, the roughness profile of a contact surface is the most important parameter for obtaining contact stiffness. In this study, we theoretically establish the process of contact and bending stiffness analysis by considering the rough surface contact at Curvic coupling. Surface roughness parameters are obtained from Nayak's random process, and the normal contact stiffness of a contact surface is calculated using the Greenwood and Williamson model in the elastic region and the Jackson and Green model in the elastic-plastic region. The shape of the Curvic coupling contact surface is obtained by modeling a machined shape through an actual machining tool. Based on this modeling, we find the maximum number of gear teeth that can be machined according to the contact angle. Curvic coupling stiffness is calculated by considering the contact angle, and the calculation process is divided into stick and slip conditions. Based on this process, we investigate the stiffness characteristics according to the contact angle.