• Journal of Korean Academy of Fundamentals of Nursing
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• v.7 no.3
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• pp.355-365
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• 2000

The purpose of this research was to find out the effect of chest physiotherapy on the amount of tracheal secretion and $PaO_2$. After changing position of the neurosurgical patients who had tracheostomy cannula, experimental treatments were applied as bellows, manual chest percussion on groupI, chest percussion and manual chest vibration on groupII, chest percussion and mechanical chest vibration on groupIII were done. After these trials, we have analyzed the efficacy of each procedures comparing the group differences in the quantity of tracheal secretion and $PaO_2$. Target samples were sixty patients aged between 20 to 60 who have tracheostomy state and decreased consciousness status that were admitted in NICU of a university hospital from June 1 to August 31, 1999. They assigned randomly into three experimental groups. To compare the effect of each interventions, tracheal secretion quantify was measured and $PaO_2$ was analyzed via arterial blood gas analyzer. The data were analyzed by ANCOVA of 5% significance level using SPSS P/C program. The results were as bellows. 1) The first hypothesis 'There is a difference In the quantify of the secretion among GroupI, GroupII and GroupIII' was accepted.(F=29.27, p=0.00) 2) The second hypothesis 'There is a difference in $PaO_2$ among GroupI, GroupII and GroupIII' was rejected.(F=1.71, p=0.19) From this study results, positional change and manual chest vibration including chest percussion were the most effective treatment to get maximum amount of tracheal secretion and it was confirmed that mechanical chest vibration also made much better effect than sole chest percussion method. Therefore, we concluded that the mechanical or manual chest vibration with chest percussion is more effective respiratory care method than the sole chest percussion.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.25 no.1
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• pp.13-23
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• 2015

The paper experimentally deals with the radial in-plane vibration characteristics of disk-shaped piezoelectric transducers. The radial in-plane motion, which is induced due to Poisson's ratio in the piezoelectric disk polarized in the thickness direction, was measured by using an in-plane laser vibrometer, and the natural frequencies were measured by using an impedance analyzer. The experimental results have been compared with theoretical predictions obtained by simplified theoretical and finite-element analyses. It appears that the fundamental mode of a piezoelectric disk transducer is a radial mode and its radial displacement distribution from the center to the perimeter is not monotonic but shows maximum slightly apart from the perimeter. The theoretically-calculated fundamental frequencies agree well with the finite-element results for small thickness-to-diameter ratio, and they are accurate within 7 % error for the ratio up to 0.4.

• Journal of the Korean Society of Propulsion Engineers
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• v.5 no.4
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• pp.31-39
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• 2001

Composite propeller shafts for a vehicle have major advantages such as reduction of vibration, noise, and weight. A propeller shaft was designed with a carbon/epoxy composite material using the finite element method(FEM), and prototype shafts for tests were manufactured by the filament winding manufacturing process. In order to verify the design procedure by FEM, Two kinds of experimental tests were carried out using a FFT analyzer with impact hammers and a critical speed measuring apparatus for measurement of natural frequencies and critical speeds. The difference between the FEM analysis result and the test result was less than 3.4%, showing FEM analysis results to be acceptable. The parametric study was focused on determining the factor affecting the vibration and strength characteristics of the propeller shaft based on FEM. In investigation of the change in natural frequency without an increase in propeller shaft weight, it was found that the winding angle is the most significant factor affecting the vibration and strength characteristics.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2002.11b
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• pp.623-629
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• 2002

The spectrum of impulse response signal from an impulse hammer testing is widely used to obtain frequency response function(FRF) of the structure. However the FRFs obtained from impact hammer testing have not only leakage errors but also finite record length errors when the record length for the signal processing is not sufficiently long. The errors cannot be removed with the conventional signal analyzer which treats the signals as if they are always steady and periodic. Since the response signals generated by the impact hammer are transient and have damping, they are undoubtedly non-periodic. It is inevitable that the signals be acquired for limited recording time, which causes the finite record length error and the leakage error. In this paper, the errors in the frequency response function of multi degree of freedom system are formulated theoretically. And the method to remove these errors is also suggested. This method is based on the optimization technique. A numerical example of 3-dof model shows the validity of the proposed method.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.12 no.10
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• pp.792-798
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• 2002

The spectrum of impulse response signal from an impulse hammer testing is widely used to obtain frequency response function (FRF) of the structure. However the FRFs obtained from impact hammer testing have not only leakage errors but also finite record length errors when the record length for the signal processing is not sufficiently long. The errors cannot be removed with the conventional signal analyzer which treats the signals as if they are always steady and periodic. Since the response signals generated by the impact hammer are transient and have damping, they are undoubtedly non-periodic. It is inevitable that the signals be acquired for limited recording time, which causes the finite record length error and the leakage error. In this paper, the errors in the frequency response function of multi degree of freedom system are formulated theoretically. And the method to remove these errors is also suggested. This method is based on the optimization technique. A numerical example of 3-dof model shows the validity of the proposed method.

• Proceedings of the KSME Conference
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• 2008.11a
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• pp.791-794
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• 2008

MRE(Magneto-rheological Elastomer) is a material which shows reversible and various modulus in magnetic field. Comparing to conventional rubber vibration isolator, MREs are able to absorb broader frequency range of vibration. These characteristic phenomena result from the orientation of magnetic particle (i.e., chain-like formation) in rubber matrix. In this study, NR was used as a matrix in order to manufacture MREs. Magnetic reactive powder(MRP), having rapid magnetic reaction, was selected as a magnetic particle to give magnetic field reactive modulus. The mechanical properties of manufactured MREs were measured without the application of magnetic field. The results showed that the tensile property and resilience were decreased while the hardness was increased with the addition of CIP. The analysis of MR effect was carried out by FFT analyzer with various magnetic flux. As the addition of MRP and magnetic flux increased, increment of MR effect was observed.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.12 no.9
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• pp.702-708
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• 2002

The spectrum of impulse response signal from an impulse hammer testing is widely used to obtain frequency response function(FRF). However the FRFs obtained from impact hammer testing have not only leakage errors but also finite record length errors when the record length for the signal processing is not sufficiently long. The errors cannot be removed with the conventional signal analyzer which treats the signals as if they are always steady and periodic. Since the response signals generated by the impact hammer are transient and have damping, they are undoubtedly non-periodic. It is inevitable that the signals be acquired for limited recording time, which causes the errors. This paper makes clear the relation between the errors of FRF and the length of recording time. A new method is suggested to reduce the errors of FRF in this paper. Several numerical examples for 1-dof model are carried out to show the property of the errors and the validity of the proposed method.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.23 no.2
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• pp.8-8
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• 1987

This paper describes on the distribution of the vibration and the noise produced on a skipjack pole and line training ship M/S Pusan 403 (243GT, 1,000ps) under the cruising or drifting condition. The vibration and the noise level were measured by use of protable vibration analyzer (B and K 3513) and sound level meter (B and K 2205), and so the vibration level was converted into dB unit. The check points were set through every decks and around important places of the ship. The results obtained can be summarized as follows: 1. The vibration and the noise level 1) On the main deck, both the vibration and the noise level were highest at the vertically above the main engine, whereas the vibration level was the lowest in the bow store and the noise level beneath the bridge. 2) Under cruising condition, the vibration level around the cylinder head of main engine, port side of the engine room, on the shaft tunnel was 80, 67, 65 dB and the noise level 104, 87, 86 dB, respectively. 3) The vibration level on the vertical line passing through the bridge was the highest at the orlop deck with 60 dB and the lowest on the bridge deck with 55 dB, whereas the noise level the highest at the compass deck with 75 dB and the lowest at the orlop deck with 53 dB. 4) The vibration and the noise level on the open decks were the highest with 65 dB and 84 dB on the boat deck, whereas the vibration level was the lowest at the lecture room with 51 dB and the noise level the lowest at the fore castle deck with 57 dB. 5) On the orlop decks, both the vibration and the noise level were the highest at the engine room with 65 dB and 85 dB, and the lowest at bow store with 54 dB and 52 dB, respectively. Comparing with the vibration level and the noise level, the vibration level was higher than the noise level in the bow part and it was contrary in the stern part of the ship. 2. Vibration analysis 1) The vibration displacement and the vibration velocity were the greatest at the cylinder head of main engine with 100μm and 11mm/sec, and were the smallest at the compass deck with 3μm and 0.07mm/sec. They were also attenuated rapidly around the frequency of 100Hz and over. 2) The vibration acceleration was the greatest at the cylinder head with the main frequency of 1KHz and the acceleration of 1.1mm/sec super(2), and the smallest at the compass deck with 30KHz and 0.05mm/sec super(2).

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.23 no.2
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• pp.54-60
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• 1987

This paper describes on the distribution of the vibration and the noise produced on a skipjack pole and line training ship M/S Pusan 403 (243GT, 1,000ps) under the cruising or drifting condition. The vibration and the noise level were measured by use of protable vibration analyzer (B and K 3513) and sound level meter (B and K 2205), and so the vibration level was converted into dB unit. The check points were set through every decks and around important places of the ship. The results obtained can be summarized as follows: 1. The vibration and the noise level 1) On the main deck, both the vibration and the noise level were highest at the vertically above the main engine, whereas the vibration level was the lowest in the bow store and the noise level beneath the bridge. 2) Under cruising condition, the vibration level around the cylinder head of main engine, port side of the engine room, on the shaft tunnel was 80, 67, 65 dB and the noise level 104, 87, 86 dB, respectively. 3) The vibration level on the vertical line passing through the bridge was the highest at the orlop deck with 60 dB and the lowest on the bridge deck with 55 dB, whereas the noise level the highest at the compass deck with 75 dB and the lowest at the orlop deck with 53 dB. 4) The vibration and the noise level on the open decks were the highest with 65 dB and 84 dB on the boat deck, whereas the vibration level was the lowest at the lecture room with 51 dB and the noise level the lowest at the fore castle deck with 57 dB. 5) On the orlop decks, both the vibration and the noise level were the highest at the engine room with 65 dB and 85 dB, and the lowest at bow store with 54 dB and 52 dB, respectively. Comparing with the vibration level and the noise level, the vibration level was higher than the noise level in the bow part and it was contrary in the stern part of the ship. 2. Vibration analysis 1) The vibration displacement and the vibration velocity were the greatest at the cylinder head of main engine with 100$\mu$m and 11mm/sec, and were the smallest at the compass deck with 3$\mu$m and 0.07mm/sec. They were also attenuated rapidly around the frequency of 100Hz and over. 2) The vibration acceleration was the greatest at the cylinder head with the main frequency of 1KHz and the acceleration of 1.1mm/sec super(2), and the smallest at the compass deck with 30KHz and 0.05mm/sec super(2).

• Journal of the Korean Society of Manufacturing Technology Engineers
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• v.22 no.4
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• pp.717-722
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• 2013

In this study, we investigated the design of a wire wedge bonding ultrasonic tool horn using finite element method (FEM) simulations. The proposed method is based on an initial design estimate obtained by FEM analysis. An ultrasonic excitation causes various vibrations of a transducer horn and capillary. A simulated ultrasonic transducer horn and resonator are then built and characterized experimentally using a laser interferometer and electrical impedance analyzer. The vibration characteristics and resonance frequencies close to the exciting frequency are identified using ANSYS. FEM analysis is developed to predict the resonance frequency of the ultrasonic horn and use it in the optimal design of an ultrasonic horn mode shape.