• Steel and Composite Structures
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• v.37 no.3
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• pp.291-306
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• 2020

The noise from the elevated lines of rail transit has become a growing problem. This paper presents a new method for the rapid prediction of the structure-borne noise from steel or composite bridges, based on the receptance and Statistical Energy Analysis (SEA), which is essential to the study of the generation mechanism and the design of a low-noise bridge. First, the vertical track-bridge coupled vibration equations in the frequency domain are constructed by simplifying the rail and the bridge as an infinite Timoshenko beam and a finite Euler-Bernoulli beam respectively. Second, all wheel/rail forces acting upon the track are computed by taking a moving wheel-rail roughness spectrum as the excitation to the train-track-bridge system. The displacements of rail and bridge are obtained by substituting wheel/rail forces into the track-bridge coupled vibration equations, and all spring forces on the bridge are calculated by multiplying the stiffness by the deformation of each spring. Then, the input power to the bridge in the SEA model is derived from spring forces and the bridge receptance. The vibration response of the bridge is derived from the solution to the power balance equations of the bridge, and then the structure-borne noise from the bridge is obtained. Finally, a tri-span continuous steel-concrete composite bridge is taken as a numerical example, and the theoretical calculations in terms of the vibration and noise induced by a passing train agree well with the field measurements, verifying the method. The influence of various factors on wheel/rail and spring forces is investigated to simplify the train-track-bridge interaction calculation for predicting the vibration and noise from steel or composite bridges.

• Steel and Composite Structures
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• v.36 no.2
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• pp.143-161
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• 2020

In nanosized structures as the surface area to the bulk volume ratio increases the classical continuum mechanics approaches fails to investigate the mechanical behavior of such structures. In perforated nanobeam structures, more decrease in the bulk volume is obtained due to perforation process thus nonclassical continuum approaches should be employed for reliable investigation of the mechanical behavior these structures. This article introduces an analytical methodology to investigate the size dependent, surface energy, and perforation impacts on the nonclassical bending behavior of regularly squared cutout nanobeam structures for the first time. To do this, geometrical model for both bulk and surface characteristics is developed for regularly squared perforated nanobeams. Based on the proposed geometrical model, the nonclassical Gurtin-Murdoch surface elasticity model is adopted and modified to incorporate the surface energy effects in perforated nanobeams. To investigate the effect of shear deformation associated with cutout process, both Euler-Bernoulli and Timoshenko beams theories are developed. Mathematical model for perforated nanobeam structure including surface energy effects are derived in comprehensive procedure and nonclassical boundary conditions are presented. Closed forms for the nonclassical bending and rotational displacements are derived for both theories considering all classical and nonclassical kinematics and kinetics boundary conditions. Additionally, both uniformly distributed and concentrated loads are considered. The developed methodology is verified and compared with the available results and an excellent agreement is noticed. Both classical and nonclassical bending profiles for both thin and thick perforated nanobeams are investigated. Numerical results are obtained to illustrate effects of beam filling ratio, the number of hole rows through the cross section, surface material characteristics, beam slenderness ratio as well as the boundary and loading conditions on the non-classical bending behavior of perforated nanobeams in the presence of surface effects. It is found that, the surface residual stress has more significant effect on the bending deflection compared with the corresponding effect of the surface elasticity, Es. The obtained results are supportive for the design, analysis and manufacturing of perforated nanobeams.

• Structural Engineering and Mechanics
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• v.28 no.1
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• pp.107-127
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• 2008

Wind turbine blades are increasing in magnitude without a proportional increase of stiffness for which reason geometrical and inertial nonlinearities become increasingly important. Often these effects are analysed using a nonlinear truncated expansion in undamped fixed base mode shapes of a blade, modelling geometrical and inertial nonlinear couplings in the fundamental flap and edge direction. The purpose of this article is to examine the applicability of such a reduced-degree-of-freedom model in predicting the nonlinear response and stability of a blade by comparison to a full model based on a nonlinear co-rotating FE formulation. By use of the reduced-degree-of-freedom model it is shown that under strong resonance excitation of the fundamental flap or edge modes, significant energy is transferred to higher modes due to parametric or nonlinear coupling terms, which influence the response and stability conditions. It is demonstrated that the response predicted by such models in some cases becomes instable or chaotic. However, as a consequence of the energy flow the stability is increased and the tendency of chaotic vibrations is reduced as the number of modes are increased. The FE model representing the case of infinitely many included modes, is shown to predict stable and ordered response for all considered parameters. Further, the analysis shows that the reduced-degree-of-freedom model of relatively low order overestimates the response near resonance peaks, which is a consequence of the small number of included modes. The qualitative erratic response and stability prediction of the reduced order models take place at frequencies slightly above normal operation. However, for normal operation of the wind turbine without resonance excitation 4 modes in the reduced-degree-of-freedom model perform acceptable.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.35 no.3
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• pp.235-240
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• 2011

A flexible hose attached to a mother ship experiences various motions that depend on the movement of the mother ship and that of underwater vehicle. Although the motion of the hose is a very important factor that determines how a mother ship should be steered in a real situation, it is difficult to experimentally obtain information about the hose motion. Therefore, we study the motion of the hose analytically. The ANCF(absolute nodal coordinate formulation) was used to model the hose, because this formulation can relax the Euler-Bernoulli theory and the Timoshenko beam theory and allow the deformation of the cross section. The mother ship is assumed to be a rigid body with 6 degrees of freedom. The motion of the hose is predominantly affected by the behavior of the mother ship and by the fluid flow.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.33 no.5
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• pp.279-286
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• 2020

In this study, we investigate the accuracy of higher order derivatives in the moving least square (MLS) difference method. An interpolation function is constructed by employing a Taylor series expansion via MLS approximation. The function is then applied to the mixed variational theorem in which the displacement and stress resultants are treated as independent variables. The higher order derivatives are evaluated by solving simply supported beams and cantilevers. The results are compared with the analytical solutions in terms of the order of polynomials, support size of the weighting function, and number of nodes. The accuracy of the higher order derivatives improves with the employment of the mean value theorem, especially for very high-order derivatives (e.g., above fourth-order derivatives), which are important in a classical asymptotic analysis.

• Structural Monitoring and Maintenance
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• v.6 no.4
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• pp.317-346
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• 2019

Performance assessment of pavements proves useful, in terms of handling the ride quality, controlling the travel time of vehicles and adequate maintenance of pavements. Roughness profiles provide a good measure of the deteriorating condition of the pavement. For the accurate estimates of pavement roughness from dynamic vehicle responses, vehicle parameters should be known accurately. Information on vehicle parameters is uncertain, due to the wear and tear over time. Hence, condition monitoring of pavement requires the identification of pavement roughness along with vehicle parameters. The present study proposes a scheme which estimates the roughness profile of the pavement with the use of accurate estimates of vehicle parameters computed in parallel. Pavement model used in this study is a two-layer Euler-Bernoulli beam resting on a nonlinear Pasternak foundation. The asphalt topping of the pavement in the top layer is modeled as viscoelastic, and the base course bottom layer is modeled as elastic. The viscoelastic response of the top layer is modeled with the help of the Burgers model. The vehicle model considered in this study is a half car model, fitted with accelerometers at specified points. The identification of the coupled system of vehicle-pavement interaction employs a coupled scheme of an unbiased minimum variance estimator and an optimization scheme. The partitioning of observed noisy quantities to be used in the two schemes is investigated in detail before the analysis. The unbiased minimum variance estimator (MVE) make use of a linear state-space formulation including roughness, to overcome the linearization difficulties as in conventional nonlinear filters. MVE gives estimates for the unknown input and fed into the optimization scheme to yield estimates of vehicle parameters. The issue of ill-posedness of the problem is dealt with by introducing a regularization equivalent term in the objective function, specifically where a large number of parameters are to be estimated. Effect of different objective functions is also studied. The outcome of this research is an overall measure of pavement condition.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.31 no.6
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• pp.381-388
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• 2018

This paper presents a generalized finite element formulation for plastic hinge modeling based on lumped plasticity in the classical Euler-Bernoulli beam elements. In this approach, the plastic hinges are effectively modeled using proper enrichment functions describing weak discontinuities of the solution. The proposed methodology enables the insertion of plastic hinges at an arbitrary location without modifying the connectivity of elements. The formations of plastic hinges are instead achieved by hierarchically adding degrees of freedom to existing elements. Convergence analyses such as h- and p-extensions are performed to investigate the effectiveness of the proposed method. The analysis results indicate that the proposed generalized finite element method can achieve theoretical convergence rates for both cases where plastic hinges are located at nodes and within an element, thus demonstrating its accuracy.

• Tribology and Lubricants
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• v.36 no.2
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• pp.105-115
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• 2020

This paper presents a numerical study on the rotordynamic analysis of a dual-spool turbofan engine in the context of blade defect events. The blades of an axial-type aeroengine are typically well aligned during the compressor and turbine stages. However, they are sometimes exposed to damage, partially or entirely, for several operational reasons, such as cracks due to foreign objects, burns from the combustion gas, and corrosion due to oxygen in the air. Herein, we designed a dual-spool rotor using the commercial 3D modeling software CATIA to simulate blade defects in the turbofan engine. We utilized the rotordynamic parameters to create two finite element Euler-Bernoulli beam models connected by means of an inter-rotor bearing. We then applied the unbalanced forces induced by the mass eccentricities of the blades to the following selected scenarios: 1) fully balanced, 2) crack in the low-pressure compressor (LPC) and high pressure compressor (HPC), 3) burn on the high-pressure turbine (HPT) and low pressure compressor, 4) corrosion of the LPC, and 5) corrosion of the HPC. Additionally, we obtained the transient and steady-state responses of the overall rotor nodes using the Runge-Kutta numerical integration method, and employed model reduction techniques such as component mode synthesis to enhance the computational efficiency of the process. The simulation results indicate that the high-vibration status of the rotor commences beyond 10,000 rpm, which is identified as the first critical speed of the lower speed rotor. Moreover, we monitored the unbalanced stages near the inter-rotor bearing, which prominently influences the overall rotordynamic status, and the corrosion of the HPC to prevent further instability. The high-speed range operation (>13,000 rpm) coupled with HPC/HPT blade defects possibly presents a rotor-case contact problem that can lead to catastrophic failure.

• Journal of the Korea institute for structural maintenance and inspection
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• v.22 no.6
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• pp.105-113
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• 2018

The proposed model to predict the bridge load carrying capacity uses the impact response spectrum. The spectrum is based on Euler-Bernoulli beam and the center of the bridge width for the moving load location. Therefore, it is necessary to investigate the eccentric moving load effects on the impact factor and response factor. For this, this study considers 10 m width and two-lane simply supported slab bridges and performs the moving load analysis to investigate the variations of peak impact factor and corresponding response factor. The numerical results show that the eccentric load increases both the static and dynamic displacements, but the impact factor is decreased since the incremental amount of static displacement is bigger than that of dynamic displacement. However, the difference of the impact factors between the center and eccentric loadings is small showing less than 0.5%p. In the response factor, the eccentric loading increases both the static and dynamic response factors, compared to the center loading. The difference of the response factor is only 0.18%p. It shows that the eccentric loading has very small effects on the response factor, thus the impact factor response spectrum which is generated based on the center moving load can be used to determine the response factor.