• Structural Engineering and Mechanics
• /
• v.53 no.4
• /
• pp.745-765
• /
• 2015

A nonlinear Finite Element (FE) algorithm is proposed to analyze the Reinforced Concrete (RC) columns subjected to Cyclic Loading (CL), Cyclic Oriented Lateral Force and Axial Loading (COLFAL), Monotonic Loading (ML) or Oriented Pushover Force and Axial Loading (OPFAL) in any direction. In the proposed algorithm, the following parameters are considered: uniaxial behavior of concrete and steel elements, the pseudo-plastic hinge produced in the critical sections, and global behavior of RC columns. In the proposed numerical simulation, the column is discretized into two Macro-Elements (ME) located between the pseudo-plastic hinges at critical sections and the inflection point. The critical sections are discretized into Fixed Rectangular Finite Elements (FRFE) in general cases of CL, COLFAL or ML and are discretized into Variable Oblique Finite Elements (VOFE) in the particular cases of ML or OPFAL. For pushover particular case, a fairly fast converging and properly accurate nonlinear simulation method is proposed to assess the behavior of RC columns. The proposed algorithm has been validated by the results of tests carried out on full-scale RC columns.

• Geomechanics and Engineering
• /
• v.35 no.5
• /
• pp.555-570
• /
• 2023

In the current study, a series of experimental and analytical evaluations were performed to introduce the horizontal pseudo static coefficient (kh) as a function of the wall configuration and the reinforcement type for analyzing reinforced soil walls. For this purpose, eight shaking table tests were performed on reduced-scale models of integrated and two-tiered walls reinforced by metal strip and geogrid to determine the distribution of dynamic lateral pressure in the walls. Then, the physical models were analyzed using Mononobe-Okabe method to estimate the value of kh required to establish the dynamic lateral pressures similar to those observed in shaking table tests. Based on the results, the horizontal pseudo static coefficient and the position of resultant lateral force (R) were introduced as a function of the horizontal peak ground acceleration (HPGA), the wall configuration, the reinforcement type as well as maximum wall displacement.

• Transactions of the Korean Society for Noise and Vibration Engineering
• /
• v.14 no.6
• /
• pp.503-511
• /
• 2004

In this study, for estimating responses of a controlled structure and determining the maximum control force of velocity-dependent damping devices, three estimation models such as Fourier envelope convex model, probability model, and Newmark design spectrum are used. For this purpose, a procedure is proposed for estimating actual velocity using pseudo-velocity and this procedure considers the effects of damping ratio increased by the damping device. Time history results indicate that actual velocity should be used for estimating accurate maximum control force of damping device and Newmark design spectrum modified by the proposed equation gives the best estimation results for over all period structures.

• The KSFM Journal of Fluid Machinery
• /
• v.6 no.1 s.18
• /
• pp.44-50
• /
• 2003

Flow through a turbine flow meter is simulated by solving the incompressible Navier-Stokes equations. The solution method is based on the pseudo-compressibility approach and uses an implicit-upwind differencing scheme together with the Gauss-Seidel line relaxation method. The equations are solved steadily in rotating reference frames, and the centrifugal force and the Coriolis force are added to the equation of motion. The standard $k-{\epsilon}$model is employed to evaluate turbulent viscosity. Computational results yield quantitative as well as qualitative information on the design of turbine flow meters by showing the distributions of pressure and velocity around the turbine blades.

• Geomechanics and Engineering
• /
• v.9 no.4
• /
• pp.427-445
• /
• 2015

By means of finite element numerical simulation and pseudo-static method, the shallow-buried bilateral bias twin-tube tunnel subject to horizontal and vertical seismic forces are researched. The research includes rupture angles, the failure mode of the tunnel and the distribution of surrounding rock relaxation pressure. And the analytical solution for surrounding rock relaxation pressure is derived. For such tunnels, their surrounding rock has sliding rupture planes that generally follow a "W" shape. The failure area is determined by the rupture angles. Research shows that for shallow-buried bilateral bias twin-tube tunnel under the action of seismic force, the load effect on the tunnel structure shall be studied based on the relaxation pressure induced by surrounding rock failure. The rupture angles between the left tube and the right tube are independent of the surface slope. For tunnels with surrounding rock of Grade IV, V and VI, which is of poor quality, the recommended reinforcement range for the rupture angles is provided when the seismic fortification intensity is VI, VII, VIII and IX respectively. This study is expected to provide theoretical support regarding the ground reinforcement range for the shallow-buried bilateral bias twin-tube tunnel under seismic force.

• Transactions of the Korean Society of Automotive Engineers
• /
• v.6 no.6
• /
• pp.226-233
• /
• 1998

In this paper, an experimental study was performed to investigate the speed ratio-torque-thrust characteristics for metal belt CVT. It is observed from the experimental results that nondimensional secondary thrust force follows with the existing theoretical formula with ${\mu}$=0.09~0.12 depending on the torque and the speed ratio. In order to represent these characteristics, an effective friction coefficient was introduced. Also, the slip characteristics between the belt and the pulley were investigated experimentally and traction coefficients at gross slip were obtained for various speed ratios. Using the traction coefficients and the effective friction coefficients, an improved formula for the secondary thrust force was suggested assuming that thrust force is the summation of the thrust of pseudo inactive arc and the thrust of pseudo active arc. The effective friction coefficient and the improved formula for the speed ratio-torque-thrust relationship suggested in this work can be used to obtain the appropriate secondary thrust.

• Structural Engineering and Mechanics
• /
• v.11 no.1
• /
• pp.71-87
• /
• 2001

A frequency domain response analysis is presented for building frames passively controlled by viscoelastic dampers, under harmonic ground excitation. Three different models are used to represent the linear dynamic force-deformation characteristics of viscoelastic dampers namely, Kelvin model, Linear hysteretic model and Maxwell model. The frequency domain solution is obtained by (i) an iterative pseudo-force method, which uses undamped mode shapes and frequencies of the system, (ii) an approximate modal strain energy method, which uses an equivalent modal damping of the system in each mode of vibration, and (iii) an exact method which uses complex frequency response function of the system. The responses obtained by three different methods are compared for different combinations of viscoelastic dampers giving rise to both classically and non-classically damped cases. In addition, the effect of the modelling of viscoelastic dampers on the response is investigated for a certain frequency range of interest. The results of the study are useful in appropriate modelling of viscoelastic dampers and in understanding the implication of using modal analysis procedure for building frames which are passively controlled by viscoelastic dampers against base excitation.

• Earthquakes and Structures
• /
• v.16 no.2
• /
• pp.209-219
• /
• 2019

Unbonded Post-Tensioned (UPT) precast concrete systems have been shown to provide excellent seismic resistance. In order to improve understanding of the dynamic response of UPT systems, a series of snap back tests on four UPT systems was undertaken consisting of one Single Rocking Wall (SRW) and three Precast Wall with End Columns (PreWEC) systems. The snap back tests provided both a static pushover and a nonlinear free vibration response of a system. As expected the SRW exhibited an approximate bi-linear inertia force-drift response during the free vibration decay and the PreWEC walls showed an inertia force-drift response with increased strength and energy dissipation due to the addition of steel O-connectors. All walls exhibited negligible residual drifts regardless of the number of O-connectors or the post-tensioning force. When PreWEC systems of the same strength were compared the inclusion of further energy dissipating O-connectors was found to decrease the measured peak wall acceleration. Both the local and global wall parameters measured at pseudo-static and dynamic loading rates showed similar behaviour, which demonstrates that the dynamic behaviour of UPT walls is well represented by pseudo-static tests. The SRW was found to have Equivalent Viscous Damping (EVD) between 0.9-3.8% and the three PreWEC walls were found to have maximum EVD of between 14.7-25.8%.

• Structural Engineering and Mechanics
• /
• v.77 no.5
• /
• pp.627-635
• /
• 2021

The speed of rail vehicles become higher and higher over two decades, and China has unveiled a prototype high-speed train in October 2020 that has been able to reach 400 km/h. At such high speeds, wheel-rail force items that had previously been ignored in common computational model should be reevaluated and reconsidered. Aiming at this problem, a new model for investigating the vehicle-bridge interaction at high moving speed is proposed. Comparing with the common model, the new model was more accurate and applicable, because it additionally considers the second-order pseudo-inertia forces effect and its modeling equilibrium position was based on the initial deformed curve of bridge, which could include the influences of temperature, pre-camber, shrinkage and creep deformation, and pier uneven settlement, etc. Taking 5 km/h as the speed interval, the dynamic responses of the classical vehicle-bridge system in the speed range of 5 km/h to 400 km/h are studied. The results show that ignoring the second-order pseudo-inertia force will underestimate the dynamic response of vehicle-bridge system and make the high-speed railway bridge structure design unsafe.

• Transactions of the Korean Society of Mechanical Engineers A
• /
• v.37 no.7
• /
• pp.899-903
• /
• 2013

A self-bearing is an electric machine that achieves both rotational actuation and magnetic levitation using a single magnetic structure. To be able to stably levitate the rotor in a self-bearing, one needs to have an inverse of the force-current model. However, the force-current model in a self-bearing motor is typically not square. Furthermore, the elements of the matrix vary with respect to the rotational angle, resulting in singularities of the pseudo-inverse at various angles. In this paper, we propose a new force-current model that eliminates the singularities by adding a constraint in coil currents. This constraint eliminates the flux density in the stator core so that the saturation problem in the previous study is avoided. By implementing this force-current model, we are able to implement a levitation controller for a toroidally-wound self-bearing BLDC motor. The model inversion and levitation are validated experimentally.