• Steel and Composite Structures
• /
• v.3 no.4
• /
• pp.261-275
• /
• 2003

Truss members built-up with double angles back-to-back have monosymmetric cross-section and twisting always accompanies flexion upon the onset of buckling about the axis of symmetry. Approximate formulae for calculating the buckling capacity are presented in this paper for routine design purpose. For a member susceptible only to flexural buckling, its optimal cross-section should consist of slender plate elements so as to get larger radius of gyration. But, occurrence of twisting changes the situation owing to the weakness of thin plates in resisting torsion. Criteria for limiting the leg slenderness are discussed herein. Truss web members in compression are usually considered as hinged at both ends for out-of-plane buckling. In case one (or both) end of member is not supported laterally by bracing member, its adjoining members have to provide an elastic support of adequate stiffness in order not to underdesign the member. The stiffness provided by either compression or tension chords in different cases is analyzed, and the effect of initial crookedness of compression chord is taken into account. Formulae are presented to compute the required stiffness of chord member and to determine the effective length factor for inadequately constrained compressive diagonals.

• Transactions of the Korean Society of Mechanical Engineers B
• /
• v.26 no.3
• /
• pp.432-438
• /
• 2002

In order to design and analyze the performance of an axial-flow pump it is necessary to know the flow deviation, deflection angle and pressure loss coefficient as a function of the angle of incidence for the hydrofoil section in use. Because such functions are unique to the particular section, however, general correlation formulae are not available for the multitude of hydrofoil profiles, and such functions must be generated by either experiment or numerical simulation for the given or selected hydrofoil section. The purpose of present study is to generate design correlations for hydrofoils with double circular arc (DCA) camber by numerical analysis using a commercial code, FLUENT. The cascade configuration is determined by a combination of the inlet blade angle, blade thickness, camber angle, and cascade solidity, and a total of 90 cascade configurations are analyzed in this study. The inlet Reynolds number based on the chord and the inlet absolute velocity is fixed at 5${\times}$10$\^$5/. Design correlations are formulated, based on the data at the incidence angle of minimum total pressure loss. The correlations obtained in this way show good agreement with the experiment data collected at NASA with DCA hydrofoils.

• Journal of Wind Energy
• /
• v.9 no.4
• /
• pp.9-15
• /
• 2018

In a previous study, a technique for measuring wind speed and direction by using a roll-rotating three-axis ultrasonic anemometer was proposed and verified by wind tunnel tests. In the tests, instead of a roll sensor, roll angle was trimmed to make no up flow in the transformed wind speeds. Verification was done in point of the residual error of the rotation effect treatment. In this study, roll angle was measured from the roll motor encoder and the transformed wind speed and direction on the test section axis were compared with the ones provided to the test section. As a result, up to yaw $20^{\circ}$ at a wind speed of 12 m/sec or over, the RMS error of wind speed was within the double of the ultrasonic anemometer error. But at yaw $30^{\circ}$, it was over the double of the ultrasonic anemometer error. Regardless of wind speed, at yaw $20^{\circ}$ and $30^{\circ}$, the direction error was within the double of the ultrasonic anemometer error. But at yaw $10^{\circ}$ or less, it was within the error of the ultrasonic anemometer itself. This is a very favorable characteristic to be used for wind turbine yaw control.

• Proceedings of the Korean Society of Machine Tool Engineers Conference
• /
• 2001.10a
• /
• pp.292-297
• /
• 2001

Twin screw extruders are the heart of the polymer processing industry. They are used at some stage in nearly all polymer processing operations. This paper is concerned with the basic elements of the extruder design. The proper design of the geometry of the extruder screw is of crucial importance to the proper functioning of the extruder. If the material transport instabilities occur as a result of improper screw geometry, even the most sophisticated computerized control system cannot solve the problem. For this purpose, a characteristic design on flights shape of the extruder screw. This paper presents cross section designs of a closely intermeshing twin screw extruder with double-flighted screw elements, and channel depth characteristics for a double flighted corotating self-wiping twin screw extruder.

• Wind and Structures
• /
• v.28 no.4
• /
• pp.255-270
• /
• 2019

Aerodynamic configurations of bridge decks have significant effects on the aerostatic torsional divergence and flutter forsuper long-span bridges, which are onset for selection of suitable bridge decksfor those bridges. Based on a cable-stayed bridge with double main spans of 1500 m, considering typical twin-box, stiffening truss and closed-box section, which are the most commonly used form of bridge decks and assumed that the rigidity of those section is completely equivalent, are utilized to investigate the effects of aerodynamic configurations of bridge decks on aerodynamic instability performance comprised of the aerostatic torsional divergence and flutter, by means of wind tunnel tests and numerical calculations, including three-dimensional (3D) multimode flutter analysis and nonlinear aerostatic analysis. Regarding the aerostatic torsional divergence, the results obtained in this study show twin-box section is the best, closed-box section the second-best, and the stiffening truss section the worst. Regarding the flutter, the flutter stability of the twin-box section is far better than that of the stiffening truss and closed-box section. Furthermore, wind-resistance design depends on the torsional divergence for the twin-box and stiffening truss section. However, there are obvious competitive relationships between the aerostatic torsional divergence and flutter for the closed-box section. Flutter occur before aerostatic instability at initial attack angle of $+3^{\circ}$ and $0^{\circ}$, while the aerostatic torsional divergence occur before flutter at initial attack angle of $-3^{\circ}$. The twin-box section is the best in terms of both aerostatic and flutter stability among those bridge decks. Then mechanisms of aerostatic torsional divergence are revealed by tracking the cable forces synchronous with deformation of the bridge decksin the instability process. It was also found that the onset wind velocities of these bridge decks are very similar at attack angle of $-3^{\circ}$. This indicatesthat a stable triangular structure made up of the cable planes, the tower, and the bridge deck greatly improves the aerostatic stability of the structure, while the aerodynamic effects associated with the aerodynamic configurations of the bridge decks have little effects on the aerostatic stability at initial attack angle of $-3^{\circ}$. In addition, instability patterns of the bridge depend on both the initial attack angles and aerodynamic configurations of the bridge decks. This study is helpful in determining bridge decksfor super long-span bridges in future.

• Journal of Korean Society of Steel Construction
• /
• v.21 no.4
• /
• pp.351-360
• /
• 2009

This study is a series of experimental investigations of the buckling strengths of eccentrically compressed, cold-formed, stainless-steel, circular, hollow-section beam columns. The principal parameters that were used in this study were the slenderness ratios (Lk/r = 30, 50, 70) and the magnitude of eccentricity e(one way: 0, 25, 50, 75, and 100mm: the other way: 0, 12.5, 25, 37.5, and 50mm) on the asymmetrical end-moment of a double curvature. The objectives of the study were to obtain the maximum loads through an experiment and to compare the experimental behaviors with the analysis results. The ultimate buckling strength of the square section members were evaluated using a numerical method, in accordance with the bending moment-axial force(M-P) interaction curves. The behavior of each specimen was displayed in the form of the strength-displacement and moment-angle(M-$\theta$) relationship.

• Steel and Composite Structures
• /
• v.32 no.6
• /
• pp.769-778
• /
• 2019

The specially prefabricated steel moment connections with pyramid head is one of the significant innovations in the steel structures forms to improve the installation time and simplify the construction procedure. The beams in this structure form are supported by two top and bottom angles and web double angles. Such a configuration despite its advantages increases the welding operation and filed installation time and costs. In this paper, the effect of using beams with channel and I section in three classes of seismically compact, seismically non-compact, and slender section according to width-to-thickness ratio on the behavior of the connection was investigated under monotonic and cyclic loading. Modeling was performed by ABAQUS and verified by the results of an experimental specimen. The findings indicated that using I and channel section instead of angle section reduces the amount of welding materials as well as easing the installation procedure. However, it has no significant effect on the ultimate strength and ductility of the connection. Furthermore, if the beam section is seismically compact, this form is considered as a special moment frame that has a rotation capacity up to 0.04 radians without any reduction in connection moment resistance.

• Journal of the Korean Society of Safety
• /
• v.29 no.3
• /
• pp.14-19
• /
• 2014

The global demand for reduction in the weight of automobiles has led many countries to focus on the development of hybrid, eco-friendly, and electric cars. Reduction in the weight of materials can both increase fuel efficiency and maximize automobile performance. Therefore, the design of automobile should be inclined towards the safety aspects. but at the same time, it also consider reducing the structural weight of an automobile. In this study, CFRP side members with circular and double hat shaped section was manufactured. The impact collapse tests performed with change of the stacking condition, such as variation of interface number and outerlayer angle. The impact collapse load and absorbed energy were quantitatively analyzed according to the changes in section shapes and stacking condition. This analysis was performed to obtain design data that can be applied in the development of optimum lightweight members for automobiles.

• Steel and Composite Structures
• /
• v.51 no.5
• /
• pp.563-573
• /
• 2024

This research experimentally evaluated the local stress distribution along the cross-section of composite beams under both positive and negative moments. The experiment utilized a large-scale, two-story, two-by-three bay steel gravity frame with a concrete on metal deck floor system. The composite shear connections, which are nominally assumed to be pinned under gravity loading, can develop non-negligible moment-resisting capacity when subjected to lateral loads. This paper discusses the local stress distribution, orshear lag effects, observed near the beam-to-column connections when subjected to combined gravity and lateral loading. Strain gauges were used for measurements along the beam depth at varying distances from the connection. The experimental data showed amplified shear lag effects near the unconnected region of the beam web and bottom flange under the applied loading conditions. These results indicate that strain does not vary linearly across the beam cross-section adjacent to the connection components. This insight has implications for the use of experimental strain gauge data in estimating beam demands near the connections. These findings can be beneficial in informing instrumentation plans for future experimental studies on composite beams.

• Transactions of the Korean Society of Mechanical Engineers B
• /
• v.20 no.5
• /
• pp.1725-1734
• /
• 1996

Experimental condensation and evaporation heat transfer coefficients were measured in a horizontal smooth tube and a horizontal micro-finned tube with HFC-134a. The test sections are straight, horizontal tubes with have a 9.52mm outside diameter and about 5000mm long. The micro-finned tube had 60 fins with a height of 0.12mm and a spiral angle of 25.deg.. The condensation test section was a double-pipe type with counter flow configuration. The evaporation test section employed an electic heating method. Enhancement factors which is defined as a ratio of the heat transfer coefficient for micro-finned tube to that for smooth tube, varied from 1.3 to 1.6(mass flux:110~190kg/m$^{2}$s) for condensation and 1.2 to 1.5 (mass flux:70~160kg/m$^{2}$s) for evaporation. The experimental data of condensation and evaporation heat transfer coefficients were compared to several empirical correlations. Based on these comparisons, modified correlations of the condensation and evaporation heat transfer coefficient for both smooth and micro-finned tubes were proposed.