• Proceedings of the Computational Structural Engineering Institute Conference
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• 1999.10a
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• pp.275-282
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• 1999

In this study, the algorithm which can estimate displacements from the acceleration data is developed. For proving the validity of this study, the calculated displacements are compared with the measured displacements through the forced vibration tests in the laboratory. So the sampling frequency and filtering range for the estimation of the displacements are proposed. Finally, these results are applied to estimate displacements from the acceleration data obtained from the real bridge.

• Advances in nano research
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• v.12 no.2
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• pp.139-150
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• 2022

This paper presents sets of explicit analytical equations that compute the static displacements of nanobeams by adopting the nonlocal elasticity theory of Eringen within the framework of Euler Bernoulli and Timoshenko beam theories. Castigliano's theorem is applied to an equivalent Virtual Local Beam (VLB) made up of linear elastic material to compute the displacements. The first derivative of the complementary energy of the VLB with respect to a virtual point load provides displacements. The displacements of the VLB are assumed equal to those of the nonlocal beam if nonlocal effects are superposed as additional stress resultants on the VLB. The illustrative equations of displacements are relevant to a few types of loadings combined with a few common boundary conditions. Several equations of displacements, thus derived, matched precisely in similar cases with the equations obtained by other analytical methods found in the literature. Furthermore, magnitudes of maximum displacements are also in excellent agreement with those computed by other numerical methods. These validated the superposition of nonlocal effects on the VLB and the accuracy of the derived equations.

• Proceedings of the KSR Conference
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• 1999.05a
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• pp.442-449
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• 1999

Due to temperature variations, considerable longitudinal rail forces and displacements may develop in continuous welded rail(CWR) track on long-span bridges or viaducts. Excessive relative displacements between sleepers and ballast bed may disturb the stable position of the track in the ballast which results in a lower frictional resistance. Generally, these problems are solved by installing rail expansion devices. However the application of expansion devices in high-speed tracks on existing bridges, as a means to prevent excessive longitudinal displacements and forces, is not attractive method due to comfort, safety and maintenance aspects. An alternative and very effective solution is possibly the use of so-called zero longitudinal restraint(ZLR) fastenings over some length of the track. The calculations, carried out in this respect, show a considerable reduction of track displacements, track forces, and the relative sleeper/ballast displacements. This reduction depends on the length over which these fastenings are installed. In this paper calculations of the longitudinal displacments and forces in a CWR track and substructure resulting from thermal, mechanical and kinematical loads were carried out using the FEM analysis program LUSAS

• 한국방재학회:학술대회논문집
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• 2008.02a
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• pp.265-268
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• 2008

The safety of a tunnel under seismic motion is most often evaluated by ovalling deformation of tunnel. This paper research about tunnel's longitudinal deformation. Because of spatial variation of seismic ground motion, the longitudinal structures like tunnel are likely to experience relative displacements along longitudinal direction. The spatially variable ground motion can be estimated by coherency function obtained empirically, and can be considered from different arrival times of ground motion. As a result of estimating tunnel's relative displacements at maximum curvature of tunnel, the displacements and curvatures estimated by coherency function affect the tunnel's safety more than different arrival times. However, if tunnel's displacements by coherency function superpose on displacements by different arrival times, the relative displacements and curvatures of tunnel will be more severe. Therefore, to estimate accurately tunnel's deformation in longitudinal direction has to consider both coherency and wave passage effects.

• Structural Engineering and Mechanics
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• v.60 no.6
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• pp.1079-1092
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• 2016

In this paper, an electromechanical integrated harmonic piezodrive system is proposed. The operating principle of the drive system is introduced. The equation of the relationship between the displacements of the flexible ring and the rotating angle of the rotor is deduced. Using the equation, the displacements of the flexible ring for the drive system and their changes along with the system parameters are investigated. The results show that the displacements of the flexible ring changes periodically along with the rotation of the vibrator; there are abrupt changes in the displacements of the flexible ring at some points where there are abrupt changes in the number of the mesh teeth pair; the length of the flexible ring, the excitation voltage, and the speed ratio have obvious effects on the displacements of the flexible ring. The results are useful for the design of the drive system. ;

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2007.05a
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• pp.588-593
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• 2007

Fiber reinforced polymer(FRP) composite decks are new to bridge applications and hence not much literature exists on their structural mechanical behavior. As there are many differences between numerical displacements through static analysis of the primary model and experimental displacements through static load tests, system identification (SI)techniques such as Neural Networks (NN) and support vector machines (SVM) utilized in the optimization of the FE model. During the process of identification, displacements were used as input while stiffness as outputs. Through the comparison of numerical displacements after SI and experimental displacements, it can note that NN and SVM would be effective SI methods in modeling an FRP deck. Moreover, two methods such as response surface method and iteration were proposed to optimize the estimated stiffness. Finally, the results were compared through the mean square error (MSE) of the differences between numerical displacements and experimental displacements at 6 points.

• Proceedings of the Computational Structural Engineering Institute Conference
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• 2007.04a
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• pp.565-570
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• 2007

Fiber reinforced polymer(FRP) composite decks are new to bridge applications and hence not much literature exists on their structural mechanical behavior. As there are many differences between numerical displacements through static analysis of the primary model and experimental displacements through static load tests, system identification (SI)techniques such as Neural Networks (NN) and support vector machines (SVM) utilized in the optimization of the FE model. During the process of identification, displacements were used as input while stiffness as outputs. Through the comparison of numerical displacements after SI and experimental displacements, it can note that NN and SVM would be effective SI methods in modeling an FRP deck. Moreover, two methods such as response surface method and iteration were proposed to optimize the estimated stiffness. Finally, the results were compared through the mean square error (MSE) of the differences between numerical displacements and experimental displacements at 6 points.

• Smart Structures and Systems
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• v.20 no.5
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• pp.549-562
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• 2017

The US railroad network carries 40% of the nation's total freight. Railroad bridges are the most critical part of the network infrastructure and, therefore, must be properly maintained for the operational safety. Railroad managers inspect bridges by measuring displacements under train crossing events to assess their structural condition and prioritize bridge management and safety decisions accordingly. The displacement of a railroad bridge under train crossings is one parameter of interest to railroad bridge owners, as it quantifies a bridge's ability to perform safely and addresses its serviceability. Railroad bridges with poor track conditions will have amplified displacements under heavy loads due to impacts between the wheels and rail joints. Under these circumstances, vehicle-track-bridge interactions could cause excessive bridge displacements, and hence, unsafe train crossings. If displacements during train crossings could be measured objectively, owners could repair or replace less safe bridges first. However, data on bridge displacements is difficult to collect in the field as a fixed point of reference is required for measurement. Accelerations can be used to estimate dynamic displacements, but to date, the pseudo-static displacements cannot be measured using reference-free sensors. This study proposes a method to estimate total transverse displacements of a railroad bridge under live train loads using acceleration and tilt data at the top of the exterior pile bent of a standard timber trestle, where train derailment due to excessive lateral movement is the main concern. Researchers used real bridge transverse displacement data under train traffic from varying bridge serviceability levels. This study explores the design of a new bridge deck-pier experimental model that simulates the vibrations of railroad bridges under traffic using a shake table for the input of train crossing data collected from the field into a laboratory model of a standard timber railroad pile bent. Reference-free sensors measured both the inclination angle and accelerations of the pile cap. Various readings are used to estimate the total displacements of the bridge using data filtering. The estimated displacements are then compared to the true responses of the model measured with displacement sensors. An average peak error of 10% and a root mean square error average of 5% resulted, concluding that this method can cost-effectively measure the total displacement of railroad bridges without a fixed reference.

• Proceedings of the Korean Society of Agricultural Engineers Conference
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• 1998.10a
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• pp.419-424
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• 1998

The deduction methods for forced displacement depths caused by sea dike construction often assumed the shape of forced displacements and heaving. To investigate the shape of forced displacements and heaving, a model tests was performed. Results of the tests are as follows; 1) The shape of forced displacements can be assumed ellipse. 2) The shape of heaving can not be assumed uniform shape like a circle and Extents of heaving was varied with the loading height and width. 3) The shape of forced displacements caused by step construction, pebble embankments and soil embankments, also investigated.

• The Journal of Korean Academy of Prosthodontics
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• v.37 no.3
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• pp.358-374
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• 1999

This study measured the relative displacements of the five-unit fixed partial dentures as cast with the same fixed partial dentures sectioned and assembled by investment-soldering, solder-ing stand-soldering, and cast-joining techniques A total of fifteen specimens using a type IV gold alloy were one-piece cast as control and then sectioned and assembled five test specimens for each method were prepared. A computerized three dimensional coordinate measuring machine and specially designed cylinder for this study were used. Displacement was defined by six displacement variables for the each of cylinders incorporated in each casting: three component displacements(${\Delta}Lx,\;{\Delta}Ly,\;and\;{\Delta}Lz$) and rotational displacements(${\Delta}{\theta}x,\;{\Delta}{\theta}y,\;{\Delta}{\theta}z$). The global displacement was computed using the mathematical formula ${\Delta}R$ = Global displacement =$\sqrt{{(x'-x)}^2+{(y'-y)}^2+{(z'-z)}^2}$ Under the conditions of this study, the following conclusions were drawn: 1. The investment-soldering group showed the largest mean value of final global displacements, followed by stand-soldering group, cast-joining group and one-piece cast group. However, between the mean values of final global displacement for the cast-joining group and one-piece cast group, there was no significant difference. 2. For investment-soldering and stand-soldering groups, the greater global displacements were recorded in soldering phase than in indexing or investing phase. 3. For one-piece cast group, the displacements occured mostly in the casting phase. And for cast-joining group, there was no significant difference in global displacements among the fabricating procedures. 4. Intercentroidal distance decreased in framework-patterning, solder-indexing, solder-standing, and soldering phases, but increased in investment block-investing and casting phases. 5 Specially designed cylinder for touch-trigger type coordinate measuring machine was validated.