• Journal of the Korea Academia-Industrial cooperation Society
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• v.11 no.9
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• pp.3184-3189
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• 2010

To develop gasoline engine fuel pump, it is needed to measure the rotational speed of the pump. In general, because gasoline fuel pump is submerged in the fuel tank, it is difficult to measure the rotational speed directly. Currently, there are two popular methods measuring the rotational speed. One of them is using a piezoelectric accelerometer, and the other is using a current sensor. Originally, a piezoelectric accelerometer had been applied to measure the frequency of the motor vibration. A current sensor is measuring current frequency of the commutator slot. In this study, both the piezoelectric accelerometer and the current sensor have been applied on the fuel pump to calculate the rotational speed at the same time. As a result, the current sensor delivered highly accurate rotational speed information compared with that of the piezoelectric accelerometer. Especially, low rotational speed region, the current sensor shows very robust measuring characteristics. To measure the rotational speed within 1% error, the piezoelectric accelerometer needs to be set with less then 0.5Hz datum storage interval, and the current sensor needs to be set with less then 2.0Hz datum storage interval.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.35 no.3
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• pp.317-323
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• 2011

We use the finite element method to analyze the seismic design of a liquid storage tank for a polar crane at a nuclear power plant. We obtained the natural frequency and vibration modes by modal analysis, and we evaluated the seismic stability by response spectrum analysis. Furthermore, the seismic analysis of the tank was accomplished by analyzing not only the forces applied to the wall by the sloshing of the liquid, but also the safe-shutdown earthquake condition for the tank. We propose a seismic-design process and a seismic-analysis method for liquid storage tanks based on the commercial finite element analysis program, ANSYS.

• Current Photovoltaic Research
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• v.4 no.3
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• pp.93-97
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• 2016

Light-emitting chromophores have been separated from silica spheres modified the surface with 3-(trimethoxysilyl)propylmethacrylate (TMSPM). The photoluminescence characteristics of the chromophores were investigated with various excitation wavelengths. The TMSPM was attached to the surface of silica spheres at $75^{\circ}C$. Large number of round shaped particles of the TMSPM was on the surface of silica spheres after 3 h reaction. The TMPSM was completely covered on the surface of the spheres after 6 h reaction. The surface modified silica spheres were soaked into acetone and stored for 20 days at ambient condition. The solution color slowly changed from light yellow to deep yellow with the increase of the storing time. The FTIR absorption peaks at 3348, 2869, 2927, 1715, 1453/1377, 1296, and $1120cm^{-1}$ represent C-OH, $R-CH_3$, $R_2-CH_2$, -C=O, C-H, C=C-H, and Si-O-Si absorption, respectively. The FTIR absorption peak at $1715cm^{-1}$ representing the ester -C=O stretching vibration for silica spheres stored for 20 days was increased compared with the spheres without aging. The UV-visible absorption peaks were at 4.51 eV (275 nm) and 3.91 eV (317 nm). There were two luminescence peaks at 2.51 eV (495 nm) and 2.25 eV (550 nm). The emission at 2.51 eV was dominant peak when the excitation energy was higher than 2.58 eV, and emission at 2.25 eV became dominant peak when the excitation energy was lower than 2.58 eV.

• Transactions of the Korean Society of Automotive Engineers
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• v.24 no.3
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• pp.265-272
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• 2016

The objective of vehicle aerodynamic design is on the fuel economy, reduction of the harmful emission, minimizing the vibration and noise and the driving stability of the vehicle. Especially for a sedan, the driving stability of the vehicle is the main concern of the aerodynamic design of the vehicle indeed. In this theoretical study, an evaluation algorithm of aerodynamic driving stability of a vehicle was made to estimate the dynamic stability of a vehicle at the given driving condition on a road. For the stability evaluation of a driving vehicle, CFD simulation was conducted to have the rolling, pitching and yawing moments of a model vehicle and compared the values of the moments to the resistance moments. From the case study, it is found that a model sedan running at 100 km/h in speed on a straight level road is stable under the side wind with 45 m/s in speed. But the different results may be obtained on the buses and trucks because those vehicles have the wide side area. From the case study of the model vehicle moving on 100 km/h speed with 15 m/s side wind is evaluated using the numerical algorithm drawn from the study, the value of yawing moment is $608.6N{\cdot}m$, rolling moment $-641N{\cdot}m$ and pitching moment $3.9N{\cdot}m$. These values are smaller than each value of rotational resistance moment the model vehicle has, and therefore, the model vehicle's driving stability is guaranteed when driving 100 km/h with 15 m/s side wind.

• Smart Structures and Systems
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• v.4 no.3
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• pp.343-365
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• 2008

In this study, the frequency domain method which utilizes the evaluation of changes in the structural mode shape is adopted to identify regions which contain localized damages. Frequency response function (FRF) values corresponding to the modal frequency, analogous to the mode shape coefficients, are used since change in natural frequency of the system is usually insignificant for localized damage. This method requires only few sensors to obtain the dynamic response of the structure at specific locations to determine the FRF via fast-Fourier transform (FFT). Numerical examples of an aluminum plate, which includes damages of varying severity, locations and combinations of multiple locations, are presented to demonstrate the feasibility of the method. An experimental verification of the method is also done using an aluminum plate with two different degrees of damage, namely a half-through notch and a through notch. The inconsistency in attaining the FRF values for practical applications due to varying impact load may be overcome via statistical averaging, although large variations in the loading in terms of the contact duration should still be avoided. Nonetheless, this method needs special attention when the damages induce notable changes in the modal frequency, such as when the damages are of high severity or cover more extensive area or near the boundary where the support condition is modified. This is largely due to the significant decrease in the frequency term compared to the increase in the vibration amplitude. For practical reasons such as the use of limited number of sensors and to facilitate automation, extending the resolution of this method of identification may not be efficient. Hence, methods based on wave propagation can be employed as a complement on the isolated region to provide an accurate localization as well as to trace the geometry of the damage.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.19 no.2 s.72
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• pp.151-160
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• 2006

In this study, we propose a new efficient 2-noded hybrid-mixed element for curved beam vibrationshaving a uniform and non-uniform cross section. The present element considering transverse shear strain is based on Hellinger-Reissner variational principle and introduces additional nodeless degrees for displacement field interpolation in order to enhance the numerical performance. The stress parameters are eliminated by the stationary condition and then the nodeless degrees are condensed out by the Guyan reduction. In the performance evaluation process of the present field-consistent higher-order element, we carefully examine the effects of field consistency and the role of higher-order interpolation functions on the hybrid-mixed formulation. Several benchmark tests confirm e superior behavior of the present hybrid-mixed element for curved beam vibrations.

• Journal of the Korean housing association
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• v.25 no.2
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• pp.1-9
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• 2014

This study investigates supply patterns and residential characteristics of the Urban-type Housing in Seoul. There have been 3,336 buildings and 71,790 housing units approved until the end of 2012. One-room apartments and small units less than 30 $m^2$ of residential area amount to 81% and 82% of total units, respectively. Major findings are as follows. First, single- and two-person households less than 30 years of age are mostly lived in the housing. Respondents are mainly professional and white-collar (43%) and service and sales workers (27%). Most of them are mid-income classes (67%), which is twice more than that of single- and two-person households in Seoul. They pay 672 thousand won in rent more than average rent of mid-income class. The rent to income ratios are 29.9% for single households and 24.5% for two-person households, which are higher than that of mid-income bracket. Third, their satisfaction level is relatively high in internal environment and access to public service facilities, but not in external environment and community service facilities. They are satisfied with security and daylight, walking and safety, access to public transport and parking space, but not with noise and vibration, natural environment, access to park and cultural and sports facilities, and most community service facilities. It is necessary to reexamine the articles of deregulation and prepare design standards while considering different housing and locational types.

• Journal of the Korean Ceramic Society
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• v.44 no.8
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• pp.437-444
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• 2007

The broth solution was prepared by the mixing of an uranyl nitrate, THFA, PVA, and water. The uranium concentration of the broth solution was $0.5{\sim}0.8$ mole-U/L and the viscosity of it was $30{\sim}80cSt$. The droplets of this broth solution were farmed in air and ammonia by the vibrating nozzle with the frequency of 100 Hz at the amplitude of $100{\sim}130V$. The diameter of the droplet was about $1900{\mu}m$ from using the nozzle diameter of 1 mm. The diameter of the aged gel was about $1400{\mu}m$ after aging in ammonia solution at $60{\sim}80^{\circ}C$, and the dried gel with the diameter of about $900{\mu}m$ was obtained after drying at room temperature or partially vacuum condition. The diameter of the calcined $UO_3$ microsphere after calcination at $600^{\circ}C$ appeared about $800{\mu}m$ in air atmosphere. Although the droplets of the same sizes were formed, the calcined microspheres of different sizes were manufactured in the case of the broth solutions of the different uranium concentration. The droplets of the desired diameters were obtained by the change of the nozzle diameters and the broth flow rates.

• Journal of Ocean Engineering and Technology
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• v.23 no.5
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• pp.45-53
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• 2009

In this study, Finite Element Analysis (FEA) was used to decide three kinds of material property of vibration proof rubber with the unique characteristic of non-linear and large deformation. As well, three types of hardness (Hs 50, 55, 60) were compared with the result of fatigue tests, fatigue life was able to be predicted. The request for fatigue life becomes strict more and more as increasing stress under conditions like a compaction, high load and high temperature for parts because it is main characteristics of rubber mount for automotive. Regarding to the fatigue life under dynamic deformation condition, it can be predicted as checking forced deformation extends and its frequency and its strain-life curve. As for material property tests of uniaxial tension test, uniaxial compression test, pure shear test, Ogden model was used for FEA by observing relations between stress and strain's rate as curve fitting. As a result of FEA, fatigue life for rubber mount was predicted and accorded well with the experimental data of fatigue test with hourglass specimens. In addition, its property of the predictable fatigue life method suggested in this study was accorded well with the experimental data by comparing the predicted fatigue life of FEA with the result of fatigue test for rubber component of engine rubber mount.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.35 no.11
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• pp.1529-1535
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• 2011

Improvement of the thermal efficiency in operation and maintenance of low- and medium-speed engines is a kind of never-ending requirement in the maritime power plant business. For the purpose of improving engine management efficiency, a principal factor that represents the fitness of the engine should be identified. Gas pressure, gas temperature, and vibration have all been used as this factor. However, they have limitations in terms of response speed and diagnosis accuracy. The EFR (engine fitness ratio) is suggested as a new diagnostic factor in this paper. The EFR is defined as the ratio of particular frequencies in the frequency domain and represents the fitness of an engine. It is calculated from the fluctuation pattern of the crankshaft angular speed. The EFR was verified using an experimental method for a low-speed engine and an analytic method for a medium-speed engine.