• Clinics in Shoulder and Elbow
• /
• v.9 no.1
• /
• pp.68-72
• /
• 2006

Purpose: To demonstrate arthroscopically the presence of bilateral shoulder "mirror lesions" due to overhead work. Materials and Methods: A cross-sectional study was performed in a historical cohort of 10 male tire plant workers who underwent MRI studies of both shoulders. Bilateral intraarticular shoulder pathology was diagnosed by magnetic resonance imaging and confirmed by arthroscopy. "Mirror lesions" were defined as similar pathology between an individual patient's two shoulders. Results: We report on ten patients who had bilateral "mirror lesions." The most common mirror lesions were tears of the rotator cuff. Most patients (7 of 10) had more than one mirror lesion in their shoulders. There were two bilateral full thickness tears involving the supraspinatus and infraspinatus, four bilateral partial thickness supraspinatus tears, six bilateral partial or upper corner lesion complete subscapularis tears, and one bilateral complete supraspinatus tear. Conclusion: Occupational overhead work with simultaneous use of both arms is associated with bilateral shoulder lesions verified by arthroscopy. By demonstrating the work-related bilateral shoulder involvement, this study suggests an etiopathogenesis for these lesions and provides rational for developing worksite prevention strategies.

• Wind and Structures
• /
• v.8 no.5
• /
• pp.343-356
• /
• 2005

Overhead sign support structures number in the tens of thousands throughout the trunk-line roadways in the United States. A recent two-phase study sponsored by the National Cooperative Highway Research Program resulted in the most significant changes to the AASHTO design specifications for sign support structures to date. The driving factor for these substantial changes was fatigue related cracks and some recent failures. This paper presents the method and results of a subsequent study sponsored by the Michigan Department of Transportation (MDOT) to develop a relative performance-based procedure to rank overhead sign support structures around the United States based on a linear combination of their expected fatigue life and an approximate measure of cost. This was accomplished by coupling a random vibrations approach with six degree-of-freedom linear dynamic models for fatigue life estimation. Approximate cost was modeled as the product of the steel weight and a constructability factor. An objective function was developed and used to rank selected steel sign support structures from around the country with the goal of maximizing the objective function. Although a purely relative approach, the ranking procedure was found to be efficient and provided the decision support necessary to MDOT.

• Structural Engineering and Mechanics
• /
• v.55 no.2
• /
• pp.365-377
• /
• 2015

Large-amplitude vibration of overhead sign structures can cause unfavorable psychological responses in motorists, interfere with readability of the signs, and lead to fatigue cracking in the sign structures. Field experience in Texas suggests that an overhead sign structure can vibrate excessively when supported within the span of a highway bridge instead of at a bent. This study used finite element modeling to analyze the dynamic displacement response of three hypothetical sign structures subjected to truck-passage-induced vertical oscillations recorded for the girders from four actual bridges. The modeled sign bridge structures included several span lengths based on standard design practices in Texas and were mounted on precast concrete I-girder bridges. Results revealed that resonance with bridge girder vertical vibrations can amplify the dynamic displacement of sign structures, and a specific range of frequency ratios subject to undesirable amplification was identified. Based on these findings, it is suggested that this type of sign structure be located at a bridge bent if its vertical motion frequency is within the identified range of bridge structure excitation frequencies. Several alternatives are investigated for cases where this is not possible, including increasing sign structure stiffness, reducing sign mass, and installing mechanical dampers.

• Proceedings of the KSR Conference
• /
• 2004.10a
• /
• pp.1353-1359
• /
• 2004

There are many massive components added on the railway overhead-line. These components cause larger fluctuations of contact forces, which are due to wave reflections and Doppler effects when a high-speed train passes those. In this paper, mathematical formula are derived for the relation between the added mass and contact force fluctuations. Using the derived formula, we calculate a added mass on the overhead-line which cause amplification factor to become 2.5. German design practice requires that amplification factor due to the wave reflection should be less than 2.5 to obtain good current collection performance. To show the validity of the formula, simulation results are compared with the calculation results. Simulation results showed that contact force fluctuations grow rapidly when an added mass is larger than the calculation result. Therefore, the simple form of formula can be used for estimating maximum added mass not to cause large fluctuations of contact forces in early design phase.

• Journal of Institute of Control, Robotics and Systems
• /
• v.22 no.6
• /
• pp.445-452
• /
• 2016

This paper discusses the dynamics and control problem of an overhead shuttle system (OSS), which is a critical part of the automated container terminal at a port. The main purpose of the OSS is efficient automated transport function of containers, which also requires high precision and safety. A major difference between the OSS and the conventional container crane is the configuration of the cables for hoisting the spreader. A mathematical model of the OSS is developed here for the first time, which results in an eight-pole system. Also, open loop control methods (trapezoidal and notch-type velocity profiles) are investigated so that the command input to the overhead shuttle produces the minimum possible sway of the payload. Simulation results show that the vibration suppression capability of the OSS is superior to the conventional overhead container crane, which is partially due to the cable configuration.

• Transactions of the Korean Society of Mechanical Engineers A
• /
• v.21 no.6
• /
• pp.907-917
• /
• 1997

The purpose of this study is to design an anti-sway motion for industrial overhead cranes which transport objects on a horizontal plane by adjusting movements of a trolley motor and a girder motor. The movement of a hoist motor has not been considered at this time since its role was assumed to move objects only vertically, therefore, not to affect the swing motion of objects. The dynamic behavior of the swing motion shows nonlinear characteristics, which makes the design of anti-sway motion controller difficult. First of all, the nonlinear state equation for the motion of industrial overhead cranes has been derived. Then they have been linearized about normal operating states determined by the dynamic characteristics of motor motion-acceleration, constant speed, and deceleration, and deceleration, during transportation. The partial state feedback control algorithm based on this linearized state equation has been developed on order to suppress the swing motion. The simulation results have demonstrated satisfactory performance of the proposed controller.

• International Journal of Internet, Broadcasting and Communication
• /
• v.10 no.3
• /
• pp.59-64
• /
• 2018

A cooperative spectrum sensing has been proposed to improve the sensing performance in cognitive radio (CR) network. However, cooperative sensing causes additional overhead for reporting the result of local sensing to the fusion center. In this paper, we propose a technique to reduce the overhead of data transmission of cooperative sensing for applying the quantum data fusion technique in cognitive radio networks by omitting the lowest quantized in the local sensed results. If a CR node senses the lowest quantized level, it will not send its local sensing data in the corresponding sensing period. The fusion center can implcitly know that a spectific CR node sensed lowest level if there is no report from that CR node. The goal of proposed sensing policy is to reduce the overhead of quantized data fusion scheme for cooperative sensing. Also, our scheme can be adapted to all quantized data fusion schemes because it only deal with the form of the quantized data report. The experimental results show that the proposed scheme improves performance in terms of reporting overhead.

• The Journal of Korean Institute of Communications and Information Sciences
• /
• v.34 no.5B
• /
• pp.443-448
• /
• 2009

A boundary value of the velocity of data gathering node (DGN) and a critical value for training overhead beyond which the scheme will not be feasible for a Multiple Input Multiple Output (MIMO) based cooperative communication for energy-limited wireless sensor networks is proposed in this paper. The performance in terms of energy efficiency and delay for a combination of two transmitting and two receiving antennas is analyzed. The results show that a set of critical value of velocity and training overhead pair is present for the long haul communication from the sensors to the data gathering node. Finally a relation between training overhead and velocity is simulated.

• The Transactions of The Korean Institute of Electrical Engineers
• /
• v.66 no.6
• /
• pp.975-980
• /
• 2017

Overhead catenary system of electric railway has overlap sections which devide and tighten trolley wire supplying electric power to train, where current collection performances may become worse according to railway speed-up. Current collection tests conducted at 400 km/h test-bed section of Honam high-speed railway show that balanced line arrangement at overlap section is needed to secure current collection without arc generation between trolley wire and train current collection device. This paper proposes a design procedure of the overlap section to allow for tension increase and uplift of the trolley wires according to railway speed-up. By applying the proposed procedure to the overhead catenary system of Honam high-speed railway, it is suggested that the minimum span length should be 33.2 m for railway speed-up to 350 km/h and 43.7 m for speed-up to 400 km/h.

• Proceedings of the Korean Institute of Information and Commucation Sciences Conference
• /
• 2017.10a
• /
• pp.611-613
• /
• 2017

This paper proposes a new method to reduce the overhead by pilots for single carrier frequency domain equalization (SC-FDE) transmission. In the conventional SC-FDE transmission structure, the overhead by transmitting pilot are heavy because the pilot are transmitted at every SC-FDE block. The proposed SC-FDE structure has fewer pilots and many SC-FCE blocks are transmitted between pilots. The channel estimation and equalization is performed at the pilot period and the channels between pilots are estimated through linear interpolation. This reduces the pilot overhead by reducing the pilot transmission compared with the conventional structure, and enables reliable channel estimation and equalization.