• The Journal of the Acoustical Society of Korea
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• v.42 no.1
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• pp.16-24
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• 2023

The salinity of sea water is known as a less influencing variable in the calculation of the sound speed of the sea water. This study investigated how the low salinity of sea water affects the vertical structure of the sound speed near the mouth of the Yangtze (Changjiang) River when the diluted fresh water extends toward the East China Sea in the summer. As a result of comparing two types of sound speeds considered measured and fixed salinity, sound speeds appeared distinguishable when the halocline formed steeper than the thermocline due to Yangtze-River Diluted Water (YRDW). In addition, unlikely with fixed salinity conditions, when measured salinity was considered, an underwater sound channel appeared in the middle of the thermocline of which the source depth is located. Accordingly, considering the salinity, this study suggests using Expendable Conductivity Temperature Depth (XCTD) and Expendable Sound Velocimeter (XSV) rather than Expandable Bathy Thermograph (XBT) when calculating sound speed because of the strong halocline due to YRDW in the summer.

• The Journal of the Acoustical Society of Korea
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• v.29 no.6
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• pp.388-394
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• 2010

In the present study, polyacetal bone mimics with circular cylindrical pores were used to investigate variations of speed of sound and attenuation coefficient with porosity and microarchitecture in bone. The speed of sound and attenuation coefficient of the 6 bone mimics with porosities from 0 % to 65.9 % were measured by a through-transmission method in water, using a pair of broadband, unfocused transducers with a diameter of 12.7 mm and a center frequency of 1.0 MHz. Independently of the structural properties of the bone mimics, the speed of sound decreased almost linearly with the increasing porosity. The attenuation coefficient measured at 1.0 MHz exhibited linear or nonlinear correlations with the porosity, depending on the structural properties of the bone mimics. These results are consistent with those previously published by other researchers using bone samples and mimics, and advances our understanding of the relationships of the ultrasonic parameters for the diagnosis of osteoporosis with the bone density and microarchitecture in human bones.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.28 no.2
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• pp.139-144
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• 2015

Recently, to realize sound-absorbing structures, we have to insert sound-absorbing materials into wall. These shapes are taken limitations because sound-absorbing materials should be fixed. Therefore, the sound absorption is changed by environment that used the sound-absorbing materials. On the other hand, we will take same effect without sound-absorbing material, if we change the shape of wall to sound absorbing structure. If we use this sound absorbing structure, we can get benefits by removing limitation of materials. Therefore we suggest perforated plate for effective sound-absorbing structure. We confirmed the function of sound-absorption of this structure using equivalent property. Then, we found the similarity between perforated plate and resonator. Also, we verify these theories through computer simulation by FEM(Finite Element Method). Finally, we validated that perforated plate has function of sound absorption without sound-absorbing material. This perforated plate is used for sound-absorbing material of buildings and transportations such as vehicle, train etc. Also, these results could be further used basic tool for design of sound-absorption structure.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.12 no.10
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• pp.758-765
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• 2002

KITECH and ODS performed a study of internal and external noise prediction of the Korean high speed prototype test train(HSR 350X). The object of this study was 3 kinds of cars, trailer car(TT2), motorized car(TMI ) and power car(TPI) and the predicted noise was for the two different driving speeds in free field and tunnel conditions. Data of carbody design and noise sources were delivered from manufactures. Some of noise sources which were not available in the project team, were chosen by experiences of ODS. Internal noise level of each car was predicted for two cases i.e, at 300 km/h and 350 km/h. In addition sound transmission path and dominant noise sources were also investigated for each section of the car, which is circular shell typed part of whole carbody. In case of TT2, the dominating sound transmission path is the (floor in terms of structure-borne noise and air-borne noise. The main noise sources are structure-borne noise from the yaw-damper and air-borne noise from the wheel/rail contact, whereas the dominating sound transmission path of TMI are floor and sidewall below the window in terms of structure-borne noise. The main noise sources of TMI are structure-borne noise from motor/gear unit and the yaw-damper in the free field, and air-borne noise from the wheel/rail contact and structure-borne noise from motor/gear unit in the tunnel. Through the external noise prediction for the KHST test train formation, the noise form the wheel/rail contact is estimated as one of the major sources. In addition, the noise specification of sub-component was proposed for managing each sub-surpplier to reach the KHST noise requirement. The specification provide the sound power of machinery part and transmission loss of component of carbody structure. The predicted noise level in each case exceeded the required limit. Through this study, the noise characteristics of the test train were investigated by simulation, and then the actual test will be performed in near future. Both measured and calculated data will be compared and further work for noise reduction will be continued.

• The Journal of the Acoustical Society of Korea
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• v.21 no.2
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• pp.110-119
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• 2002

Acoustic characteristics of water sediment were experimentally studied in laboratory. Water saturated sand sediment less than the grain size of 0.5 mm diameter is uniformly distributed in an acryl box (100 mm×100mm×42mm) with material thickness 1 mm. Pores in the acryl box are modeled as the structure of cylindrical pore tubes (diameter 3 mm and length 42 mm) filled with water. Cylindrical pore tubes have porosities 0%, 5%, 11%, 18% and 26 % controlled by the tube numbers. Transmitted acoustic waves through sand sediment specimen are analyzed as the functions of porosity and frequency from 0.3 MHz to 4 MHz. Transmitted acoustic waves are mixed with the first-kind wave from whole specimen and the second-kind wane from cylindrical pore tubes. For the center frequency 1 MHz, the first kind wave is dominant but for the center frequency 2.25 MHz, the second kind wave is dominant. In the case of the first-kind wave, as the porosity increases, the transmission coefficient decreases and the sound speed decreases to the sound speed of water. As the frequency increases, the transmission coefficient decreases but the sound speed is almost constant. In the case of the second-kind wave, as the porosity increases, the transmission coefficient increases but the sound speed is almost constant. The transmission coefficient and the sound speed are almost constant as a function of frequency.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.35 no.5
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• pp.567-574
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• 2011

Aluminum extruded panels are widely used instead of corrugated steel panels for weight reduction in high-speed trains. Of the layers in the train body, it makes the largest contribution to the sound insulation. However, compared with that of a flat panel with the same weight, the TL of the aluminum extruded panel is remarkably lower in the local resonance frequency band. We study aluminum extruded panels for next-generation 400-km/h trains. We investigate the problem of sound insulation and propose a practical method to improve the sound-insulation performance. The local resonance frequency region is increased by a modification of the core structure, and urethane foam is placed in the core. The effect on the sound insulation is verified by experiments. Finally, the improvement for the entire sound-transmission loss is estimated for the layered floor panels of express trains.

• The Journal of the Acoustical Society of Korea
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• v.43 no.3
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• pp.324-334
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• 2024

The Wavefront Curvature Ranging (WCR) is an estimation method for a source range from the wavefront curvature of acoustic waves. The conventional method uses trigonometry to estimate the source range by assuming the sound speed as a constant. Because of this assumption, range error occurs in the ocean environment where the bottom reflection is clearly separated. In order to reduce the range error, Matched Wavefront Curvature Ranging (MWCR) was proposed applying the sound speed structure in the ocean environment and Maximum Likelihood Estimation (MLE). The range error was reduced in the results of the simulation on the proposed method. In the future, this method will be applicable to the sonar system if the reliability of ranging is confirmed by measured signal.

• Structural Engineering and Mechanics
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• v.75 no.4
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• pp.507-518
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• 2020

With the rapid development of rail transit, rail transit noise needs to be paid more and more attention. In order to accurately and effectively analyze the characteristics of low-frequency noise, a prediction model of vibration of box girder was established based on the hybrid FE-SEA method. When the train speed is 140 km/h, 200 km/h and 250 km/h, the vibration and noise of the box girder induced by the vertical wheel-rail interaction in the frequency range of 20-500 Hz are analyzed. Detailed analysis of the energy level, sound pressure contribution, modal analysis and vibration loss power of each slab at the operating speed of 140 km /h. The results show that: (1) When the train runs at a speed of 140km/h, the roof contributes more to the sound pressure at the far sound field point. Analyzing the frequency range from 20 to 500 Hz: The top plate plays a very important role in controlling sound pressure, contributing up to 70% of the sound pressure at peak frequencies. (2) When the train is traveling at various speeds, the maximum amplitude of structural vibration and noise generated by the viaduct occurs at 50 Hz. The vibration acceleration of the box beam at the far field point and near field point is mainly concentrated in the frequency range of 31.5-100 Hz, which is consistent with the dominant frequency band of wheel-rail force. Therefore, the main frequency of reducing the vibration and noise of the box beam is 31.5-100 Hz. (3) The vibration energy level and sound pressure level of the box bridge at different speeds are basically the same. The laws of vibration energy and sound pressure follow the rules below: web

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2008.04a
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• pp.863-868
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• 2008

This paper investigates the abnormal noise of polygon mirror scanner motor due to the mechanical contact. In the high speed polygon mirror scanner motor the vibration of polygon mirror scanner motor is one of the main sources of abnormal noise, because structure-borne noise due to the vibration is bigger than aerodynamic noise, especially when the rotating part contacts the stationary parts. This research determines the main harmonics of structure-borne noise by using sound quality evaluation. It also develops an experimental set-up to measure the mechanical contact and vibration of polygon mirror scanner motor simultaneously. This paper also show that mechanical contact between rotating shaft and stationary sleeve is one of the dominant vibration sources of structure-borne noise which cause the abnormal noise of the high speed polygon mirror scanner motor by using the developed experimental set-up.

• Journal of the Korean Society for Railway
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• v.19 no.1
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• pp.1-10
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• 2016

To improve the sound insulation performance of laminated glass in high speed trains, it is beneficial to study the relationship between the characteristics of interlayer films and the acoustical performance. In addition to those of conventional PVB (polyvinyl butyral), the dynamic mechanical properties of PVB derivatives and PC (polycarbonate), which are candidates for interlayer films, were analyzed. We assumed that PVB-HEMU, which has a glass transition temperature ($T_g$) around room temperature and a large tan ${\delta}$ (loss tangent) value, can be made to damp efficiently. The damping capability was tested utilizing sound transmission loss measurement and simulation under the identical structure of laminated glass in high speed trains. We also built a database for analysis of relations between interlayer film characteristics and acoustical performance; this was followed by the determination of sound transmission loss using the intensity technique and FEA.