• Journal of the korean Society of Automotive Engineers
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• v.4 no.1
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• pp.20-30
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• 1982

Recent diesel engine has achieved high speed running comparable to that of gasoline engine as a speed improvement effort. Consequently, torsional vibration of high-speed diesel engine induced vibration nosise, reduced horsepower and the like. Viscous damper which is thought to be effective in curtailing the torsional vibration was studied over a wide range of speed. In this investigation, a water cooling, 4-cycle high-speed diesel engine(Msx. 3500 rpm)was used for the study. Theoretical analysis was made by assuming the engine to be an ideal equivalent system(length, moment of inertia) i. e. the multi-degree of freedom equivalent torsional vibration system with damper was analyzed. In the analysis, the inertia moment of suitable damper for this experiment was calculated by varying the relative damping coefficient of damper of engine for each damper. Furthermore, in the torsional vibration experiment, the torsional vibration amplitude of the crankshaft system was measured when the engine was equipped with dampers of different moments of inertia and also when the engine was equipped without dampers. The experimental results were compared with the analytical values and were found to be satisfied. The results of this investigation are summarized below; (1) It was found that for the engine equipped with dampers, the torsional vibration amplitude was reduced to about one third of those without dampers. (2) The optimum value of inertia moment of viscous damper for the engine was found to be about Id=1.05(kg.cm.s$^{2}$) (3) The optimum damping coefficient and the ratio of moment of inertia for the engine were found to be about Ca= 850(kg.cm.s), Rd=0.509, respectively (b1 dapmper).

• Journal of the Earthquake Engineering Society of Korea
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• v.16 no.5
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• pp.33-40
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• 2012

To reduce the vulnerability of torsional irregular buildings caused by seismic loads, the torsional amplification factor was introduced by the seismic code. This factor has been applied differently in a variety of seismic codes. In this study, the final static eccentricity, and the lateral and torsional stiffness ratios of buildings designed with different design eccentricities were compared. The increment of the torsional amplification factor resulted in a decrement of the final static eccentricity of the building. However, after reaching the maximum value of this factor, the final static eccentricity of the building increased again. The final static eccentricity of the building designed by multiplying the sum of the inherent and accidental eccentricity by the torsional amplification factor was zero or had a minus value, depending to the position of the vertical element.

• Journal of the Earthquake Engineering Society of Korea
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• v.14 no.6
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• pp.67-74
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• 2010

Because of the difference between the actual and computed eccentricity of buildings, symmetrical buildings will be affected by torsion. In provisions, accidental eccentricity is intended to cover the effect of several factors, such as unfavorable distributions of dead- and live-load masses and the rotational component of ground motion about a vertical axis. The torsional amplification factor is introduced to reduce the vulnerability of torsionally imbalanced buildings. The effect of the torsional amplification factor is observed for a symmetric rectangular building with various aspect ratios, where the seismic-force-resisting elements are positioned at a variable distance from the geometrical center in each direction. For verifying the torsional amplification factor in provisions, nonlinear reinforced concrete models with various eccentricities and aspect ratios are used in rock. The difference between the maximum displacements of the flexible edge obtained between using nonlinear static and time-history analysis is very small but the difference between the maximum torsional angles is large.

• Korean Journal of Air-Conditioning and Refrigeration Engineering
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• v.23 no.10
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• pp.670-677
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• 2011

Direct numerical simulation are performed in order to investigate the effect of the circular cylinder shape on the forced convection around a circular cylinder at the Reynolds number of 300 and Prandtl number of 0.71. Three-dimensional characteristics of fluid flow and heat transfer around the smooth, wavy and torsional cylinders are investigated. A wavy cylinder has the sinusoidal variation in the cross sectional area along the spanwise direction with the wave length of ${\pi}/3$ and wavy amplitude of 0.1. A torsional cylinder has the twisted elliptic cross section with a torsional period of ${\pi}/2$ and an axis ratio of 1.35 corresponding to the major axis of 1.15 and the minor axis of 0.85. The value of time-and surface-averaged drag coefficient for the smooth cylinder is similar to that for the wavy cylinder, but larger than that for the torsional cylinder. The time and surface-averaged lift coefficient for the smooth cylinder is larger than that for the wavy and torsional cylinders. The time-averaged local heat transfer rate for the wavy and torsional cylinders shows different distribution along the circumferential direction, compared to that for the smooth cylinder because of the shape change in the spanwise direction for the cases of the wavy and torsional cylinders.

• Restorative Dentistry and Endodontics
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• v.39 no.4
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• pp.270-275
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• 2014

Objectives: This study compared the mechanical properties of various instruments for canal exploration and glide-path preparations. Materials and Methods: The buckling resistance, bending stiffness, ultimate torsional strength, and fracture angle under torsional load were compared for C+ file (CP, Dentsply Maillefer), M access K-file (MA, Dentsply Maillefer), Mani K-file (MN, Mani), and NiTiFlex K-file (NT, Dentsply Maillefer). The files of ISO size #15 and a shaft length of 25 mm were selected. For measuring buckling resistance (n = 10), the files were loaded in the axial direction of the shaft, and the maximum load was measured during the files' deflection. The files (n = 10) were fixed at 3 mm from the tip and then bent $45^{\circ}$ with respect to their long axis, while the bending force was recorded by a load cell. For measuring the torsional properties, the files (n = 10) were also fixed at 3 mm, and clockwise rotations (2 rpm) were applied to the files in a straight state. The torsional load and the distortion angle were recorded until the files succumbed to the torque. Results: The CP was shown to require the highest load to buckle and bend the files, and the NT showed the least. While MA and MN showed similar buckling resistances, MN showed higher bending stiffness than MA. The NT had the lowest bending stiffness and ultimate torsional strength (p < 0.05). Conclusions: The tested instruments showed different mechanical properties depending on the evaluated parameters. CP and NT files were revealed to be the stiffest and the most flexible instruments, respectively.

• Structural Engineering and Mechanics
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• v.76 no.3
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• pp.293-310
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• 2020

This study derives the differential equations of free vertical bending and torsional vibrations for two- and three-pylon suspension bridges using d'Alembert's principle. The respective algorithms for natural vibration frequency and vibration mode are established through the separation of variables. In the case of the three-pylon suspension bridge, the effect of the along-bridge bending vibration of the middle pylon on the vertical bending vibration of the entire bridge is considered. The impact of torsional vibration of the middle pylon about the vertical axis on the torsional vibration of the entire bridge is also analyzed in detail. The feasibility of the proposed method is verified by two engineering examples. A comparative analysis of the results obtained via the proposed and more intricate finite element methods confirmed the former feasibility. Finally, the middle pylon stiffness effect on the vibration frequency of the three-pylon suspension bridge is discussed. It is found that the vibration frequencies of the first- and third-order vertical bending and torsional modes both increase with the middle pylon stiffness. However, the increase amplitudes of third-order bending and torsional modes are relatively small with the middle pylon stiffness increase. Moreover, the second-order bending and torsional frequencies do not change with the middle pylon stiffness.

• Earthquakes and Structures
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• v.25 no.6
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• pp.417-427
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• 2023

If the center of mass and center of stiffness or strength of a structure plan do not coincide, the structure is considered asymmetric. During an earthquake, in addition to lateral vibration, the structure experiences torsional vibration as well. Lateraltorsional coupling in asymmetric structures in the plan will increase lateral displacement at the ends of the structure plan and, as a result, uneven deformation demand in seismically resistant frames. The demand for displacement in resistant frames depends on the magnitude of transitional displacement to rotational displacement in the plan and the correlation between these two. With regard to the inability to eliminate the asymmetrical condition due to various reasons, such as architectural issues, this study has attempted to use supplemental viscous dampers to decrease the correlation between lateral and torsional acceleration or displacement in the plan. This results in an almost even demand for lateral deformation and acceleration of seismic resistant frames. On this basis, using the concept of Torsional Balance, adequate distribution of viscous dampers for the decrease of this correlation was determined by transferring the "Empirical Center of Balance" (ECB) to the geometrical center of the structure plan and thus obtaining an equal mean square value of displacement and acceleration of the plan edges. This study analyzed stiff and flexible torsional structures with one-way and two-way mass asymmetry in the Opensees software. By implementing the Particle Swarm Optimization (PSO) algorithm, the optimum formation of dampers for controlling lateral displacement and acceleration is determined. The results indicate that with the appropriate distribution of viscous dampers, not only does the lateral displacement and acceleration of structure edges decrease but the lateral displacement or acceleration of the structure edges also become equal. It is also observed that the optimized center of viscous dampers for control of displacement and acceleration of structure depends on the amount of mass eccentricity, the ratio of uncoupled torsional-to-lateral frequency, and the amount of supplemental damping ratio. Accordingly, distributions of viscous dampers in the structure plan are presented to control the structure's torsion based on the parameters mentioned.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.18 no.10
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• pp.739-744
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• 2017

Elastic deformation and fatigue damage can cause the permanent deformation of a kart's frame during turning, affecting the kart's driving performance. A kart's frame does not contain any suspension or differential devices and, therefore, the dynamic behavior caused by torsional deformation when driving along a curve can strongly affect these two kinds of deformations. To analyze the dynamic behavior of a kart along a curved section, the GPS trajectory of the kart is obtained and the torsional stress acting on the kart-frame is measured in real time. The mechanical properties of leisure and racing karts are investigated by analyzing their material properties and conducting a tensile test. The torsional stress concentration and frame distortion are investigated through a stress analysis of the frame on the basis of the obtained results. Leisure and racing karts are tested in each driving condition using driving analysis equipment. The behavior of a kart when being driven along a curved section is investigated through this test. Because load movement occurs owing to centrifugal force when driving along a curve, torsional stress acts on the kart's steel frame. In the case of a leisure kart, the maximum torsional stress derived from the torsional fatigue limit was found to be 230 MPa, and the torsional fatigue limit coefficient was 0.65 when driving at a speed of 40 km/h. Furthermore, the driving elements during the cornering of a kart were measured based on an actual auto-test after installing a driving measurement system, and the driving behavior of the kart was analyzed by measuring its vertical displacement.

• The korean journal of orthodontics
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• v.30 no.4 s.81
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• pp.467-473
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• 2000

As a rectangular wire Is inserted into edgewise brackets the wire exerts a force system three-dimensionally. The force system may include bending force in first and second orders and a torsional force in third order Analytical and experimental studies on bending force have been Introduced, but information about torsion is still lack. The purpose of this study was to estimate the torsional moment in the force system of rectangular arch wires through theoretical and experimental studies. Wires most frequently used for third order control were selected as study materials. Cross sections of 0.016x0.022, 0.017x0.025, 0.019x0.025 inch rectangular wires in foot different materials such as stainless steel(Ormco), TMA(Ormco), NiTi(Ormco), and braided stainless steel (DentaFlex, Dentaurum) were used. The torque/twist rate of each test material was calculated using the torsion formula. Torque/twist rate, yield torsional moment, and ultimate torsional moment were measured with a torque gauge. The torsion formula assesses that the torque/twist rate (T/$\theta$) is proportional to the characteristics of material (G) and cross section (J), and is inversely proportional to the length of wire (L). Most experimental results corresponded with the formula. The relative stiffness was calculated for reference to a logical sequence of wire changes.

• Interaction and multiscale mechanics
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• v.4 no.4
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• pp.291-311
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• 2011

To simulate the self excited torsional vibrations of rotating drill strings (DSs) in vertical bore-holes, the nonlinear wave models of homogeneous and sectional torsional pendulums are formulated. The stated problem is shown to be of singularly perturbed type because the coefficient appearing before the second derivative of the constitutive nonlinear differential equation is small. The diapasons ${\omega}_b\leq{\omega}\leq{\omega}_l$ of angular velocity ${\omega}$ of the DS rotation are found, where the torsional auto-oscillations (of limit cycles) of the DS bit are generated. The variation of the limit cycle states, i.e. birth (${\omega}={\omega}_b$), evolution (${\omega}_b&lt;{\omega}&lt;{\omega}_l$) and loss (${\omega}={\omega}_l$), with the increase in angular velocity ${\omega}$ is analyzed. It is observed that firstly, at birth state of bifurcation of the limit cycle, the auto-oscillation generated proceeds in the regime of fast and slow motions (multiscale motion) with very small amplitude and it has a relaxation mode with nearly discontinuous angular velocities of elastic twisting. The vibration amplitude increases as ${\omega}$ increases, and then it decreases as ${\omega}$ approaches ${\omega}_l$. Sectional drill strings are also considered, and the conditions of the solution at the point of the upper and lower section joints are deduced. Besides, the peculiarities of the auto-oscillations of the sectional DSs are discussed.