• Smart Structures and Systems
• /
• v.25 no.5
• /
• pp.581-592
• /
• 2020

Magneto-rheological fluids and magneto-strictive materials are of the well-known smart materials which are used to control and reduce the vibrations of the structures. Vibration analysis of a smart annular three-layered plate is provided in this work. MR fluids are used as the core's material type and the face sheets are made from MS materials and is assumed they are fully bonded to each other. The structure is rested on visco-Pasternak foundation and also is subjected to a transverse magnetic field. The governing motion equations are derived based on CPT and employing Hamilton's principle and are solved via GDQ as a numerical method for various boundary conditions. Effect of different parameters on the results are considered and discussed in detail. One of the salient features of this work is the consideration of MR fluids as the core, MS materials as the faces, and all of them under magnetic field. The outcomes of this study may be led to design and create smart structures such as sensors, actuators and also dampers.

• Journal of the Korean Institute of Navigation
• /
• v.21 no.3
• /
• pp.55-66
• /
• 1997

In this paper, applications of neural networks to vibration control of flexible single link robot manipulator are ocnsidered. The architecture of neural networks is a hidden layer, which is comprised of self-recurrent one. Tow neural networks are utilized in a control system ; one as an identifier is called neuro identifier and the othe ra s a controller is called neuro controller. The neural networks can be used to approximate any continuous function to any desired degree of accuracy and the weights are updated by dynamic error-backpropagation algorithm(DEA). To guarantee concegence and to get faster learning, an approach that uses adaptive learning rates is developed by introducing a Lyapunov function. When a flexible manipulator is ratated by a motor through the fixed end, transverse vibration may occur. The motor torque should be controlle dinsuch as way, that the motor is rotated by a specified angle. while simulataneously stabilizing vibration of the flexible manipulators so that it is arrested as soon as possible at the end of rotation. Accurate vibration control of lightweight manipulator during the large body motions, as well as the flexural vibrations. Therefore, dynamic models for a flexible single link manipulator is derived, and LQR controller and nerual networks controller are composed. The effectiveness of the proposed nerual networks control system is confirmed by experiments.

• Transactions of the Korean Society for Noise and Vibration Engineering
• /
• v.17 no.9
• /
• pp.826-834
• /
• 2007

A 7K60MC-S low speed diesel engine in a power plant has frequently experienced high vibration since the unit completed construction works. Up to date, no fundamental vibration solutions were reached. Hence, several vibration tests and analyses were conducted to identify the root cause of this high vibration and to suggest the optimal countermeasures for diesel engine. The 9.25 Hz and 25.4 Hz vibrations have been observed on main body during operation. The magnitude of engine upper structural vibration is generally similar in horizontal transverse direction. However, differences in the 'Fore' and 'After' vibration magnitude with the same vibration phase angle at 9.25 Hz occur due to the explosion pulsations of 7 cylinders and the Inertia momentum added by the SCR (selective catalytic reduction) duct system. It was analyzed that the excess structural vibration occurred when the natural frequency of engine body is affected by the exciting sources due to the explosion pressure and the discharge pulsation of the seven cylinders in resonance range.

• Journal of Korean Society of Steel Construction
• /
• v.12 no.4 s.47
• /
• pp.363-374
• /
• 2000

An accurate method is presented for vibrations of rhombic plates having three different combinations of clamped, simply supported, and free edge conditions. A specific feature here is that the analysis explicitly considers the moment singularities that occur in the two opposite corners having obtuse angles of the rhombic plates. Stationary conditions of single-field Lagrangian functional are derived using the Ritz method. Convergence studies of frequencies show that the corner functions accelerate the convergence rate of solutions. In this paper, accurate frequencies and normalized contours of the vibratory transverse displacement are presented for highly skewed rhombic plates, so that a significant effect of corner stress singularities nay be understood.

• Journal of Sensor Science and Technology
• /
• v.18 no.6
• /
• pp.461-466
• /
• 2009

This paper represents a piezoelectric ultrasonic linear actuator with flexural vibration mode. The actuator is composed of two piezo ceramics, the elastic body, and the connecting tip. It is driven by the frictional force between the connecting tip and the linear motion guide. Unimorph actuators have flexural vibration. Its middle point is fixed so that suitable to the flexural vibration of $3/2\lambda$. These vibrations contribute to elliptical motion by mixed mode between longitudinal and transverse mode. It was generated when the ultrasonic electrical signals with 90 degree phase difference are applied to two ceramics. A linear movement can be easily obtained using the elliptical motion. The ATILA, FEM simulator has been used to design actuator and verify the kinetic and dynamic analysis. We used the ceramics of $20\times10\times1$ mm size and confirmed the flexural vibration of the $3/2\lambda$ at the 79 kHz through the scanning of 3D-vibrometer. The maximum velocity of actuator was 221 mm/sec and the thrust force of actuator was 2.7 N in 200Vp-p of additional voltage.

• Journal of the Korean Geophysical Society
• /
• v.6 no.2
• /
• pp.71-77
• /
• 2003

Generally the dynamic characteristics of stone wall structures depend on several factors such as contact, the type of interlocking bonding stones, and the filling materials. This paper describes a non-destructive technique for diagnosis of historic masonry stone structures using the measurement of natural frequency technique. For this purpose, the castle wall of Nag-An Folk Town located in Sunchon, Korea was selected as a model. The Nag-An Town Castle is one of the well maintained historical remains constructed in the Chosun Kingdom of Korea. The construction started in 1397 A.D and was finished in 1626 A.D. The non-mortar castle wall is 1470m long and the average height is 4m with a width of 3 4m. The exterior of the wall is bonded with 1 2 m rectangular rough-faced stone and the inside of the wall is filled with gravel. The traditional village still remains inside the Nag-An Town Castle, and they have a regional food festival every October. Transverse vibrations were measured at 8 points around the castle. The measured natural frequency of the first mode was 26Hz 41Hz, and the shear modulus of filling material was 2.142 x $10^3$ ~ 8.915 x $10^3$kgf/$cm^2$ . With these results, it may be assumed that the filling material is gravel or a sand-gravel mixture. It is expected that the information provided by this paper will be useful for addressing the maintenance problems of the old castle walls.

• Journal of the Korea Academia-Industrial cooperation Society
• /
• v.20 no.12
• /
• pp.53-59
• /
• 2019

To reduce the vibrations and shocks during the cargo transportation of high value-added goods, the vibration history was measured on the truck transportation section (Asan-Uiwang) and the freight train transportation section (Uiwang-Pusan). The internal vibrations of the container were obtained by attaching acceleration sensors in three axis directions (longitudinal, lateral. and vertical directions) on the front and rear bogies. The rail vibration profile (0.29Grms) proposed in ASTM D-4169 was approximately 50% higher than the truck vibration profile (0.54Grms). The overall vibration was 16% and 33 % lower in the longitudinal and transverse directions, respectively, compared to the ASTM truck transport vibration profile. On the other hand, the vertical vibration measurement history partially exceeded the ASTM truck transport vibration profile over the range, 4 - 15Hz, and over 60Hz. The vibration measurement history of the cargo train was similar to that of the road. The longitudinal and lateral vibration history was lower than the ASTM D-4169 rail vibration profile, while the vertical history was over 30Hz.

• Geotechnical Engineering
• /
• v.11 no.2
• /
• pp.139-156
• /
• 1995

A set of field investigations was performed to estimate accurately the predominant periods of seismic 8round motions and the attenuation characteristics of the seismic ground vibration. Predominant periods of ground motions were estimated from the measurement of the continuous microseismic vibratins of certain periods, inherent in the ground and in the buildings, utilizing the high sensitivity digital velocity seismometer consisting of 3-component geophones and a digital seismograph. Estimated predominant periods of microseismic vibraion of the ground(measured on'the ground surface) and the building (measured on the second floor) were in the range of 0.18~0.235 sec. and 0.26~0.31 sec. respectively. The subsurface structure of the site ground was surveyed by the seismic refraction method utilizing the digital seismicwave probing system. The ground structure was found to be a two-layered system : an upper top soil layer of 7m in thickness with the P-wave velocity of 662m1sec and a lower layer of silty-clayey soils with the P -wave velocity of 2210m1 sec. The attenuation characteristics of the seismic ground vibrations were determined by the amplitude decay measurement method us;ng the Seisgun, which produces strong artificial seismic energy. Measured spatial attenuation coefficients of the ground vibration in vertical(Z) longitudinal(X), transverse(Y) direction were 0.1137, 0.0025, and 0.0290 respectively. Estimated Spartial QP's (inverse of the specific dissipation constant w.r.t. shear waved of X, Y, and Z directions were in the range of 5.913~7.575, 32.371~41.452, 2.794~3.579 re spectively. This indicates that aseimic design of the structures on the site should take stronger consideration regarding the earthquake resistance characteristics of the structures against longitudinal ground motion.

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

• International Journal of Highway Engineering
• /
• v.16 no.5
• /
• pp.155-164
• /
• 2014

PURPOSES : The purpose of this article is to compare and evaluate the riding comfort of a passenger in tunnels depending on different surface textures of concrete pavement. METHODS : Evaluation of riding comfort is conducted at 17 sections, which have different surface texture such as transverse tinned(TT), longitudinal tinned(LT) and diamond grinded(DG). A triaxial accelerometer was set up on the passenger seat surface of the test vehicle to measure vibrations of an occupant, then the effects of vibration on comfort and health were evaluated by ISO 2631. And microphones were installed at passenger's ears height to measure sound pressure level(SPL) in the test vehicle. Additionally, a surface microphone was installed on the inside of wheel arch to evaluate noise between tire and pavement by NCPX method. All tests were conducted cruising at 100km/h. RESULTS : The results of all tests are as follows. First, both vibration magnitudes for comfort and for health in LT and DG sections are almost same and they represent lower than those in TT sections. Second, the average SPL of DG shows the lowest decibels among them. And third, it is founded that interior noise is significantly affected by noise between tire and pavement. CONCLUSIONS : It may be concluded that DG can provide more excellent riding comfort to passenger than LT or TT. Therefore, it is necessary to consider applying DG to existing pavement surface to improve surface condition when the driving environment especially requires riding comfort like a long tunnel.