• Structural Engineering and Mechanics
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• v.82 no.3
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• pp.325-341
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• 2022

Previous major earthquakes indicated that the earthquake induced ground motions are typical non-stationary processes, which are non-stationary in both amplification and frequency. For the convenience of aseismic design and analysis, it usually assumes that the ground motions at structural supports are stationary processes. The development of time-frequency analysis technique makes it possible to evaluate the non-stationary responses of engineering structures subjected to non-stationary inputs, which is more general and realistic than the analysis method commonly used in engineering. In this paper, the wavelet-based stochastic vibration analysis methodology is adopted to calculate the non-stationary responses of multi-support structures. For comparison, the stationary response based on the standard random vibration method is also investigated. A frame structure and a two-span bridge are analyzed. The effects of non-stationary spatial ground motion and local site conditions are considered, and the influence of structural property on the structural responses are also considered. The analytical results demonstrate that the non-stationary spatial ground motions have significant influence on the response of multi-support structures.

• The Transactions of the Korean Institute of Power Electronics
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• v.12 no.5
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• pp.424-431
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• 2007

This thesis proposed H-Bridge Multi-Level Inverter for Fluidized Bed Combustion Boiler Secondary Air Fan in 200MW thermal power plant. The adjustable speed drive systems improve the efficiency in lightly load condition and extend the life span of motor by limiting the over current at starting. H-Bridge Multi-level Inverter is composed of the several series low voltage power cell inverters, which have the independent isolated do link, in each phase. KEPRI(Korea Electric Power Research Institute) has successfully completed to develop, install, and commission H-Bridge Multi-level Inverter(6.6kV, 1MVA). This thesis gives a full detail about H-Bridge Multi-level Inverter, proposed boiler DCS(Distributed Control System) logic, and commissioning test result.

• Journal of Bio-Environment Control
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• v.29 no.3
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• pp.265-276
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• 2020

This study was conducted to provide a basis for raising farm income by increasing the yield and extending the cultivation period by creating an environment where crops can be cultivated normally during high temperatures in summer. The maximum cooling load of the multi-span greenhouse with a floor area of 504 ㎡ was found to be 462,609 W, and keeping the greenhouse under 32℃ without shading the greenhouse at a high temperature, it was necessary to fog spray 471.6 L of water per hour. The automatic fog cooling control device was developed to effectively control the fog device, the flow fan, and the light blocking device constituting the fog cooling system. The fog cooling system showed that the temperature of the greenhouse could be lowered by 6℃ than the outside temperature. The relative humidity of the fog-cooled greenhouse was 40-80% during the day, about 20% higher than that of the control greenhouse, and this increase in relative humidity contributed to the growth of cucumbers. The relative humidity of the fog cooling greenhouse during the day was 40-80%, which was about 20% higher than that of the control greenhouse, and this increase in relative humidity contributed to the growth of cucumbers. The yield of cucumbers in the fog-cooled greenhouse was 1.8 times higher in the single-span greenhouse and two times higher in the multi-span greenhouse compared to the control greenhouse.

• Journal of Bio-Environment Control
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• v.24 no.2
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• pp.100-105
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• 2015

The calculation method of infiltration loss in greenhouse has different ideas in each design standard, so there is a big difference in each method according to the size of greenhouses, it is necessary to establish a more accurate method that can be applied to the domestic. In order to provide basic data for the formulation of the calculation method of greenhouse heating load, we measured the infiltration rates using the tracer gas method in plastic greenhouses equipped with various thermal curtains. And then the calculation methods of infiltration loss in greenhouses were reviewed. Infiltration rates of the multi-span and single-span greenhouses were measured in the range of $0.042{\sim}0.245h^{-1}$ and $0.056{\sim}0.336h^{-1}$ respectively, single-span greenhouses appeared to be slightly larger. Infiltration rate of the greenhouse has been shown to significantly decrease depending on the number of thermal curtain layers without separation of single-span and multi-span. As the temperature differences between indoor and outdoor increase, the infiltration rates tended to increase. In the range of low wind speed during the experiments, changes of infiltration rate according to the outdoor wind speed could not find a consistent trend. Infiltration rates for the greenhouse heating design need to present the values at the appropriate temperature difference between indoor and outdoor. The change in the infiltration rate according to the wind speed does not need to be considered because the maximum heating load is calculated at a low wind speed range. However the correction factors to increase slightly the maximum heating load including the overall heat transfer coefficient should be applied at the strong wind regions. After reviewing the calculation method of infiltration loss, a method of using the infiltration heat transfer coefficient and the greenhouse covering area was found to have a problem, a method of using the infiltration rate and the greenhouse volume was determined to be reasonable.

• Journal of Bio-Environment Control
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• v.21 no.4
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• pp.428-436
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• 2012

This study aimed to develop the multi-span plastic greenhouse which is suitable for tomato cultivation and is safe against climatic disasters such as typhoon or heavy snow. The width and heights of eaves and ridge of newly developed tomato greenhouse are 7, 4.5 and 6.5 m, respectively. The width is the same but the eaves and ridge heights are 1.8 and 2 m higher than conventional 1-2 W greenhouses, respectively. Cross beam has been designed as a truss structure so it can sustain loads of tomato and equipment. Tomato greenhouse has been designed according to climatic disaster preventing design standard maintaining the high height. In other words, the material dimensions and interval of materials including column and rafter have been set to stand against $40m{\cdot}s^{-1}$ of wind and 40 cm of snow. Tomato greenhouse has been equipped with rack-pinion type roof vents which have been used in glass greenhouse in order to prevent excessive rise in air temperature. This vent type is different from that of 1-2 W type greenhouse which is made by rolling up and down the vinyl at upper part of column. Roof vents are installed at ridge, and thus external air inflow and natural ventilation are maximized. As the height increases, heating cost increase as well and, therefore, tomato greenhouse has been equipped with multi-layered thermal curtain, of which thermo-keeping is excellent, to prevent heat from escaping.

• Smart Structures and Systems
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• v.6 no.5_6
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• pp.481-504
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• 2010

Wireless smart sensor networks (WSSNs) have been proposed by a number of researchers to evaluate the current condition of civil infrastructure, offering improved understanding of dynamic response through dense instrumentation. As focus moves from laboratory testing to full-scale implementation, the need for multi-hop communication to address issues associated with the large size of civil infrastructure and their limited radio power has become apparent. Multi-hop communication protocols allow sensors to cooperate to reliably deliver data between nodes outside of direct communication range. However, application specific requirements, such as high sampling rates, vast amounts of data to be collected, precise internodal synchronization, and reliable communication, are quite challenging to achieve with generic multi-hop communication protocols. This paper proposes two complementary reliable multi-hop communication solutions for monitoring of civil infrastructure. In the first approach, termed herein General Purpose Multi-hop (GPMH), the wide variety of communication patterns involved in structural health monitoring, particularly in decentralized implementations, are acknowledged to develop a flexible and adaptable any-to-any communication protocol. In the second approach, termed herein Single-Sink Multi-hop (SSMH), an efficient many-to-one protocol utilizing all available RF channels is designed to minimize the time required to collect the large amounts of data generated by dense arrays of sensor nodes. Both protocols adopt the Ad-hoc On-demand Distance Vector (AODV) routing protocol, which provides any-to-any routing and multi-cast capability, and supports a broad range of communication patterns. The proposed implementations refine the routing metric by considering the stability of links, exclude functionality unnecessary in mostly-static WSSNs, and integrate a reliable communication layer with the AODV protocol. These customizations have resulted in robust realizations of multi-hop reliable communication that meet the demands of structural health monitoring.

• Wind and Structures
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• v.22 no.2
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• pp.161-184
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• 2016

Long-span suspension bridges have evolved through the years and with them, the bridge girder decks improved as well, changing their shapes from standard box-deck girders to twin box and multi-box decks sections. The aerodynamic characteristics of the new generation of twin and multiple-decks are investigated nowadays, to provide the best design wind speeds and the optimum dimensions such bridges could achieve. The multi-box Megane bridge deck is one of the new generation bridge decks, consisting of two side decks for traffic lanes and two middle decks for railways, linked between them with connecting beams. Three-dimensional CFD simulations were performed by employing the Large Eddy Simulation (LES) algorithm with a standard Smagorinsky subgrid-scale model, for $Re=9.3{\times}10^7$ and angles of attack ${\alpha}=-4^{\circ}$, $-2^{\circ}$, $0^{\circ}$, $2^{\circ}$ and $4^{\circ}$. Also, a wind tunnel experiment was performed for a scaled model, 1:80 of the Megane bridge deck section, for $Re=5.1{\times}10^5$ and the aerodynamic static coefficients were found to be in good agreement with the results obtained from the CFD-LES model. However the aerodynamic coefficients determined individually, from the CFD-LES model, for each of the traffic and railway decks of the Megane bridge, varied significantly, especially for the downstream traffic deck. Also the pressure distribution and the effect of the spacing between the connecting beams, on the wind speed profiles showed a slight increase in turbulence above the downstream traffic and railway decks.

• Earthquakes and Structures
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• v.1 no.1
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• pp.21-41
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• 2010

Multi-span steel-concrete composite (SCC) bridges are very sensitive to earthquake loading. Extensive damage may occur not only in the substructures (piers), which are expected to yield, but also in the other components (e.g., deck, abutments) involved in carrying the seismic loads. Current seismic codes allow the design of regular bridges by means of linear elastic analysis based on inelastic design spectra. In bridges with superstructure transverse motion restrained at the abutments, a dual load path behavior is observed. The sequential yielding of the piers can lead to a substantial change in the stiffness distribution. Thus, force distributions and displacement demand can significantly differ from linear elastic analysis predictions. The objectives of this study are assessing the influence of piers-deck stiffness ratio and of soil-structure interaction effects on the seismic behavior of continuous SCC bridges with dual load path, and evaluating the suitability of linear elastic analysis in predicting the actual seismic behavior of these bridges. Parametric analysis results are presented and discussed for a common bridge typology. The response dependence on the parameters is studied by nonlinear multi-record incremental dynamic analysis (IDA). Comparisons are made with linear time history analysis results. The results presented suggest that simplified linear elastic analysis based on inelastic design spectra could produce very inaccurate estimates of the structural behavior of SCC bridges with dual load path.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.39 no.1
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• pp.50-55
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• 2011

In this study, simultaneous aero-structural design was performed for HALE aircraft wing. The span and the shape of main spar were considered as design variables. To maximize aerodynamic performance and to minimize weight, multi-objective optimization was used. Nonlinear static aeroelastic analysis was performed to compute large deflection of wing. Design of experiment and response surface method were used to reduce computation cost in the design process. Also, aerodynamic performances of deformed wing and rigid wing were compared.

• Wind and Structures
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• v.17 no.2
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• pp.203-225
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• 2013

An analysis framework for vehicle-bridge dynamic interaction system under turbulent wind is proposed based on the relevant theory of wind engineering and dynamics. Considering the fluctuating properties of wind field, the stochastic wind velocity time history is simulated by the Auto-Regressive method in terms of power spectral density function of wind field. The bridge is represented by three-dimensional finite element model and the vehicle by a multi-rigid-body system connected by springs and dashpots. The detailed calculation formulas of unsteady aerodynamic forces on bridge and vehicle are derived. In addition, the form selection of wind barriers, which are applied as the windbreak measures of newly-built railways in northwest China, is studied based on the suggested evaluation index, and the suitable values about height and porosity rate of wind barriers are studied. By taking a multi-span simply-supported box-girder bridge as a case study, the dynamic response of the bridge and the running safety indices of the train traveling on the bridge with and without wind barriers are calculated. The limit values of train speed with respect to different wind velocities are proposed according to the allowance values in the design code.