• Proceedings of the Korean Geotechical Society Conference
• /
• 2005.03a
• /
• pp.1496-1503
• /
• 2005

The study on the lateral earth pressure is briskly preformed for various conditions such as type of retaining walls, ground condition, and type of supporting systems. It is not simple to determine the distribution of lateral earth pressure accurately, however, because the lateral earth pressure is affected by various factors. This study is performed to analyze the behavior of earth retaining walls for new excavation contacting with existing excavation by comparing with the site measuring values before and after new excavation. On the base of observation, the distribution of strut axial forces is similar to that of ganeral earth retaining walls, but strut axial forces is increased by removal of existing earth anchors. When new excavation is performed contacting with existing excavation, the axial force of strut is decreased because of soil exclusion in the behind walls, but that force is increased after new exeavation. The analysis result show that the installation of strut in middle part makes a effect to not only 1 adjacent strut, but 3-5 adjacent struts. Also during new excavation strut axial forces is decreased by relaxation of total earth retaining wall system.

• Journal of Advanced Marine Engineering and Technology
• /
• v.6 no.2
• /
• pp.69-91
• /
• 1982

The major factors which affect the crankshaft axial vibration are such items as the axial stiffness and mass of crankshaft, the thrust block stiffness, the propeller's entrained water and the exciting and damping forces of engine, propeller and shafting. Among above mentioned items, the axial stiffness and mass of crankshaft, thrust block stiffness and propeller's entrained water were treated in detail in part I, and so in this paper, the rest of above items will be studied. The exciting forces of crankshaft axial vibration are generated mainly from the gas explosion pressure of cylinder, the thrust fluctuation of propeller, and sometimes the torsional vibration of crankshaft induces the crankshaft axial vibration. As for the propeller thrust fluctuation, its harmonic components can be fairly exactly calculated from the experimental results of propeller in the towing tank, but as the calculation process is rather tedious and laborious, the empirical values are ordinarily used. On the other hand, the table of harmonic components of gas pressure has been already published by major slow speed diesel engine makers, but the axial thrust conversion factor of radial force is not unknown yet, and as its estimated value is unreliable, the axial vibration force of gas pressure is uncertain. As the calculation of damping force is very complicated and it includes some uncertain factors, the thoretically estimated amplitudes of axial vibration are much more incorrect in comparison with those of torsional vibrations. Authors have paid special attentions to deriving the theoretical calculation formula of axial conversion factor of radial force and damping force of crankshaft axial vibration and developed a computer program to calculate resonance amplitudes and additional stresses of crankshaft axial vibrations. Also, to check the reliability of the developed computer program, the axial vibrations of three ships' propulsion shaftings were analyzed and their results were compared with those of measured values and makers' results.

• Transactions of the Korean Society for Noise and Vibration Engineering
• /
• v.20 no.11
• /
• pp.1038-1045
• /
• 2010

The theory for a new electromagnetically biased combined radial and axial magnetic bearing is developed. This combined magnetic bearing uses two axial coils to provide the bias flux to the radial and axial air gaps of the combined bearing. One dimensional magnetic circuit model for this combined magnetic bearing is developed and analyzed such that flux densities and magnetic forces can be obtained. Three dimensional finite element model for the bearing is also developed and analyzed. Numerical analysis shows that the calculated magnetic forces from 1D model are well matched with those from the finite element model.

• Journal of Institute of Control, Robotics and Systems
• /
• v.19 no.7
• /
• pp.626-632
• /
• 2013

When a conductive rod is put within rotating axial magnet wheels arranged parallel, three-axial magnetic forces generate on the rod. In some region, the forces has a property of negative stiffness, thus they can be applied to noncontact conveyance of the rod without a control load. Apart from the passive driving, the magnet wheel should be controlled for the rod to be stayed at the still state or be moved in a specified velocity. But, because a control input is just the rotating speed of the magnet wheel, the number of input is less than that of variables to be controlled. It means that levitation force and thrust force increase at the same time for increasing wheel speed, resulting from a strong couple between two forces. Thus, in this paper, a novel method, in which the longitudinal motion of the rod is controlled indirectly by the normal motion of the rod with respect to the wheel center, is introduced to manipulate the rod without mechanical contact on space.

• Journal of Korean Society of Steel Construction
• /
• v.29 no.1
• /
• pp.13-24
• /
• 2017

System buckling analysis is usually used to determine the critical buckling load in the buckling design of cable-stayed bridges. However, system buckling analysis may yield unexpectedly large effective lengths of the members subjected to a relatively small axial force. This paper proposes a new method to determine reasonable effective lengths of girder and tower members in steel cable-stayed bridges using fictitious axial forces. An improved inelastic buckling analysis with modified tangent modulus is also presented. The effective lengths of members in example bridges calculated using the proposed method are compared with those obtained using the conventional buckling analysis method. The proposed method provides much more resonable effective lengths of the members. When girder and tower members are built with HSB800 steel instead of conventional steel, the effective lengths of the members under a small axial force slightly decreases in the inelastic buckling analysis without fictitious axial forces, while the proposed method that considers fictitious axial forces provides almost no changes in such lengths.

• Proceedings of the Korean Society of Propulsion Engineers Conference
• /
• 2008.05a
• /
• pp.289-292
• /
• 2008

Highly over-expanded nozzle of the rocket engines will be excited by non-axial forces due to flow separation at sea level operations. Since rocket engines are designed to produce axial thrust to power the vehicle, non-axial static and/or dynamic forces are not desirable. Several engine failures were attributed to the side loads. Present work investigate the unsteady flow in an over-expanded rocket nozzle in order to estimate side load during a shutdown/starting. Numerical computations has been carried out with density based solver on multi-block structured grid. Present solver is explicit in time and unsteady time step is calculated using dual time step approach. AUSMDV is considered as a numerical scheme for the flux calculations. One equation Spalart-Allmaras turbulence model is selected. Results presented here is for two nozzle pressure ratio i.e. 100 and 20. At 100 NPR, restricted shock separation (RSS) pattern is observed while, 20 NPR shows free shock separation (FSS) pattern. Side load is observed during the transition of separation pattern at different NPR.

• Structural Engineering and Mechanics
• /
• v.22 no.6
• /
• pp.685-700
• /
• 2006

The effective length factor is a familiar concept for practicing engineers and has long been an approach for column stability evaluations. Neglecting the effects of axial force in the restraining members, in the case of sway prevented frames, is one of the simplifying assumptions which the Alignment Charts, the conventional nomographs for K-Factor determination, are based on. A survey on the problem reveals that the K-Factor of the columns may be significantly affected when the differences in axial forces are taken into account. In this paper a new iterative approach, with high convergence rate, based on the general principles of structural mechanics is developed and the patterns for detection of the critical member are presented and discussed in details. Such facilities are not available in the previously presented methods. A constructive methodology is outlined and the usefulness of the proposed algorithm is illustrated by numerical examples.

• Journal of the Korean Society of Manufacturing Technology Engineers
• /
• v.20 no.3
• /
• pp.251-256
• /
• 2011

Instead of multi-phase ac current, the magnetic field travels spatially through mechanical rotation of permanent magnets at the electrodynamic wheel (EDW). Traveling of magnetic field generally leads to a generation of inductive force in the traveling direction. In this paper, we suggest a spiral EDW to travel the magnetic field in the axial direction of the conductive rod. So, it is possible to levitate and transfer the rod through multi-axial forces by the spiral EDW. However, physical dimensions of permanent magnets constituting EDW influence relative ratios between three-axial forces generated on the rod. Therefore, the sensitivity analysis for design parameters is performed using FEM analysis. The stable operation is verified experimentally.

• Journal of Nuclear Fuel Cycle and Waste Technology(JNFCWT)
• /
• v.19 no.4
• /
• pp.491-501
• /
• 2021

This paper aims to evaluate the mechanical integrity for Spent Nuclear Fuel (SNF) cladding under lateral loads during transportation. The evaluation process requires a conservative consideration of the degradation conditions of SNF cladding, especially the hydride effect, which reduces the ductility of the cladding. The dynamic forces occurring during the drop event are pinch force, axial force and bending moment. Among those forces, axial force and bending moment can induce transverse tearing of cladding. Our assessment of 14 × 14 PWR SNF was performed using finite element analysis considering SNF characteristics. We also considered the probabilistic procedures with a Monte Carlo method and a reliability evaluation. The evaluation results revealed that there was no probability of damage under normal conditions, and that under accident conditions the probability was small for transverse failure mode.

• Proceedings of the KSR Conference
• /
• 2005.05a
• /
• pp.706-711
• /
• 2005

From the using CWR (Continuously Welded Rail) on steel plate girder bridges without ballast, axial forces are occurred from a temperature on CWR and girders. Because of the additional axial forces, studies in order to CWR and developments of devices are proceeding. The track system of steel plate girder bridges is poor. When CWR is used for the system, the resistance on sleepers is increased from a temperature. So it is increasing an effect on CWR and, for solving the effect, longitudinal forces for buckle are being decreased. It is possible that opposite cases can be happened and it is also compared and studied. Therefore, we present a reasonable model for analyzing CWR within the property of steel plate girder railway bridges in Korea. Furthermore, the results analyzed for stability is compared and evaluated with tests. Finally, a reasonable method for the installation of CWR on bridges without ballast is suggested.