• Journal of the Institute of Convergence Signal Processing
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• v.3 no.4
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• pp.42-48
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• 2002

The case that cannot show the satisfactory control results with a modeling error and a shortage of related knowledge about a plant is if a fuzzy controller designed based on the plant model or the experience applies to an actual plant. We must adjust the scale factor which is a controller again in order to improve control performance in case of this and needs a lot of time and costs because this regulation process is carried out with a trial and error way We proposes the fuzzy controller that an automatic control adjust scale factors according to fuzzy logic and normalizer in this paper We confirmed that an automatic adjusted fuzzy controller displayed good performance than the fuzzy controller that scale factors was fixed through simulation. We implemented the controller using the DSP processor and applied in a hydraulic servo system. And then we observed an experimental results.

• Smart Structures and Systems
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• v.25 no.5
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• pp.569-580
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• 2020

The identification of delays and delay compensation are critical problems in real-time hybrid simulations (RTHS). Conventional delay compensation methods are mostly based on the assumption of a constant delay. However, the system delay may vary during tests owing to the nonlinearity of the loading system and/or the behavioral variations of the specimen. To address this issue, this study presents an adaptive delay compensation method based on a discrete model of the loading system. In particular, the parameters of this discrete model are identified and updated online with the least-squares method to represent a servo hydraulic loading system. Furthermore, based on this model, the system delays are compensated for by generating system commands using the desired displacements, achieved displacements, and previous displacement commands. This method is more general than the existing compensation methods because it can predict commands based on multiple displacement categories. Moreover, this method is straightforward and suitable for implementation on digital signal processing boards because it relies solely on the displacements rather than on velocity and/or acceleration data. The virtual and real RTHS results show that the studied method exhibits satisfactory estimation smoothness and compensation accuracy. Furthermore, considering the measurement noise, the low-order parameter models of this method are more favorable than that the high-order parameter models.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.41 no.11
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• pp.1077-1084
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• 2017

Camshaft engines designed for constant engine loads have been applied to existing marine diesel engines. However, due to environmental regulations, electro-hydraulic servo mechanisms, which have a loaddependent cylinder liner jacket water cooling system (LDCL-JWCS), have been recently developed to individually control the temperature of the cylinders depending on the engine load. In this system, the 3-way valve, which prevents low temperature corrosion by reducing the temperature difference between the upper and lower parts of the cylinder, has been employed, but the outlet mass flow of the existing valve is low. In this study, the design of the internal shape of the 3-way valve was performed by analyzing the effects of the design parameters of the valve shape on the performance (i.e., the outlet mass flow rate and temperature). The proposed model was verified by comparing its performance to that of existing marine diesel engine valves.

• Smart Structures and Systems
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• v.33 no.1
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• pp.1-16
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• 2024

The investigation on vehicle-bridge coupling system (VBCS) is crucial in bridge design, bridge condition evaluation, and vehicle overload control. A real-time hybrid testing (RTHT) method for VBCS (RTHT-VBCS) is proposed in this paper for accurately and economically disclosing the dynamic performance of VBCSs. In the proposed method, one of the carriages is chosen as the experimental substructure loaded by servo-hydraulic actuator loading system in the laboratory, and the remaining carriages as well as the bridge structure are chosen as the numerical substructure numerically simulated in one computer. The numerical substructure and the experimental substructure are synchronized at their coupling points in terms of force equilibrium and deformation compatibility. Compared to the traditional iteration experimental method and the numerical simulation method, the proposed RTHT-VBCS method could not only obtain the dynamic response of VBCS, but also economically analyze various working conditions. Firstly, the theory of RTHT-VBCS is proposed. Secondly, numerical models of VBCS for RTHT method are presented. Finally, the feasibility and accuracy of the RTHT-VBCS are preliminarily validated by real-time hybrid simulations (RTHSs). It is shown that, the proposed RTHT-VBCS is feasible and shows great advantages over the traditional methods, and the proposed models can effectively represent the VBCS for RTHT method in terms of the force equilibrium and deformation compatibility at the coupling point. It is shown that the results of the single-degree-of-freedom model and the train vehicle model are match well with the referenced results. The RTHS results preliminarily prove the effectiveness and accuracy of the proposed RTHT-VBCS.

• Journal of the Korean Institute of Intelligent Systems
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• v.13 no.3
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• pp.334-341
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• 2003

In this paper, we proposed a recurrent time delayed neural network(RTDNN) controller which compensate a output of neural network controller. Even if learn by neural network controller, it can occur an bad results from disturbance or load variations. So in order to adjust above case, we used the fuzzy compensator to get an expected results. And the weight of main neural network can be changed with the result of learning a inverse model neural network of plant, so a expected dynamic characteristics of plant can be got. As the results of simulation through the second order plant, we confirmed that the proposed recurrent time delayed neural network controller get a good response compare with a time delayed neural network(TDU) controller. We implemented the controller using the DSP processor and applied in a hydraulic servo system. And then we observed an experimental results.

• Geomechanics and Engineering
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• v.29 no.5
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• pp.567-582
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• 2022

In the present study, a series of physical experiments and numerical simulations were conducted to investigate the effects of mode I and mixed-mode I/II cracks on the fracture modes and stability of roadway tunnel models. The experiments and simulations incorporated different inclination angle flaws under both static and dynamic loads. The quasi-static and dynamic testing were conducted by using an electro-hydraulic servo control device and drop weight impact system (DWIS), and the failure process was simulated by using rock failure process analysis (RFPA) and AUTODYN software. The stress intensity factor was also calculated to evaluate the stability of the flawed roadway tunnel models by using ABAQUS software. According to comparisons between the test and numerical results, it is observed that for flawed roadways with a single radical crack and inclination angle of 45°, the static and dynamic stability are the lowest relative to other angles of fractured rock masses. For mixed-mode I/II cracks in flawed roadway tunnel models under dynamic loading, a wing crack is produced and the pre-existing cracks increase the stress concentration factor in the right part of the specimen, but this factor will not be larger than the maximum principal stress region in the roadway tunnel models. Additionally, damage to the sidewalls will be involved in the flawed roadway tunnel models under static loads.

• 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.

• Journal of the Korean Association of Oral and Maxillofacial Surgeons
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• v.42 no.6
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• pp.352-357
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• 2016

Objectives: This study aimed to evaluate the stability of prosthetic screws from three types of craniofacial prostheses retention systems (bar-clip, ball/O-ring, and magnet) when submitted to mechanical cycling. Materials and Methods: Twelve models of acrylic resin were used with implants placed 20 mm from each other and separated into three groups: (1) bar-clip (Sistema INP, São Paulo, Brazil), (2) ball/O-ring (Sistema INP), and (3) magnet (Metalmag, São Paulo, Brazil), with four samples in each group. Each sample underwent a mechanical cycling removal and insertion test (f=0.5 Hz) to determine the torque and the detorque values of the retention screws. A servo-hydraulic MTS machine (810-Flextest 40; MTS Systems, Eden Prairie, MN, USA) was used to perform the cycling with 2.5 mm and a displacement of 10 mm/s. The screws of the retention systems received an initial torque of 30 Ncm and the torque values required for loosening the screw values were obtained in three cycles (1,080, 2,160, and 3,240). The screws were retorqued to 30 Ncm before each new cycle. Results: The sample was composed of 24 screws grouped as follows: bar-clip (n=8), ball/O-ring (n=8), and magnet (n=8). There were significant differences between the groups, with greater detorque values observed in the ball/O-ring group when compared to the bar-clip and magnet groups for the first cycle. However, the detorque value was greater in the bar-clip group for the second cycle. Conclusion: The results of this study indicate that all prosthetic screws will loosen slightly after an initial tightening torque, also the bar-clip retention system demonstrated greater loosening of the screws when compared with ball/O-ring and magnet retention systems.

• Journal of the Korean Arthroscopy Society
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• v.8 no.1
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• pp.37-44
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• 2004

Purpose: To evaluate the optimal number of additional half hitches for achieving an optimal knot-holding capacity (KHC) of Lockable sliding knots. Methods: Four configurations of arthroscopic knots (Duncan loop, Field knot, Giant knot, and SMC knot) were tested for their knot-holding capacity. For each knot configuration, 6 sequential knots were made including the initial sliding knot and additional 5 knots by incrementing one half hitches at a time. Each added half-hitch were in reversing half-hitches with alternate posts (RHAPs) fashion. For each sequential knot configuration, 12 knots were made by No. 2 braided sutures. On the servo-hydraulic material testing system (Instron 8511, MTS, Minneapolis, MN), cyclic loading, load to clinical failure (3-mm displacement), load to ultimate failure, and mode of failure were measured. Results: Most of the initial loop without additional half-hitch showed dynamic failure with cyclic loading. The mean displacement after the end of cyclic loading decreased with each additional half-hitches. SMC and Giant knot reached plateau to 0.1 mm or less displacement after one additional half-hitch, shereas Field and Duncan loop needed 3 additional half-hitches. The SMC and Duncan knots needed 1 additional half-hitch to reach greater than 80N at clinical failure, whefeas the other 2 knots needed2 additional half-hitches. For the load exceeding 100N for clinical failure, the SMC knot required 3 additional half-hitches and the other three knots needed 4 additional half-hitches. As the number of additional half-hitches incremented, the mode of failure switched from pure loop failure (slippage) to material failure (breakage). Duncan loop showed poor loop security in that even with 5 additional half-hitches, some failed by slippage (17%). On the other hand, after 3 additional half-hitches, the 3 other knots showed greater than 75% of failure by material breakage mode (SMC and Field 92%, Giant 75%). Conclusion: Even with its own locking mechanism, lockable sliding knot alone does not withstand the initial dynamic cyclic load. For all tested variables, SMC knot requires a minimum of 2 additional half-hitches. Duncan knot may need more than 3 additional half-hitches for optimal security. All knots showed a mear plateau in knot security with 3 or more additional half-hitches.