18 resultados para Transverse vibrations

em Universidad Politécnica de Madrid


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A simplified model is proposed to show the importance that the dynamic soil-abutment interaction can have in the global behavior of bridges submitted to seismic loading. The modification of natural frequency and damping properties is shown in graphic form for typical short span bridges of the integral deck-abutment type for longitudinal vibrations or general ones for transverse vibrations.

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This study focuses on the effectiveness of resilient wheels in reducing railway noise and vibrations, and compares the effectiveness of three types of wheels. The finite elements method has been used to characterise the vibratory behaviour of these wheels. The model has been excited with a realistic spectrum of vertical track irregularities, and a spectral analysis has been carried out. Results have been post-processed in order to estimate the sound power emitted. These calculations have been used to assess the effectiveness of the resilient wheel designs in reducing noise emitted to the environment and in propagating structural vibrations.

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A simplified analytical model of a short span bridge is proposed. The inertial interaction effects of pier foundations and abutments has been included in order to evaluate the response sensitivities to different soil-structure interaction variables. The modification of natural frequency and damping properties is shown for typical short span bridges of the integral deck-abutment type for longitudinal vibrations or general bridges for the transverse ones.

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Transverse galloping is a type of aeroelastic instability characterised by large amplitude, low frequency oscillation of a structure in the direction normal to the mean wind direction. It normally appears in bodies with small stiffness and structural damping, provided the incident flow velocity is high enough. In the simplest approach transverse galloping can be considered as a one-degree-of-freedom oscillator subjected to aerodynamic forces, which in turn can be described by using a quasi-steady description. In this frame it has been demonstrated that hysteresis phenomena in transverse galloping is related to the existence of inflection points in the curve giving the dependence with the angle of attack of the aerodynamic coefficient normal to the incident flow. Aiming at experimentally checking such a relationship between these inflection points and hysteresis, wind tunnel experiments have been conducted. Experiments have been restricted to isosceles triangular cross-section bodies, whose galloping behaviour is well documented. Experimental results show that, according to theoretical predictions, hysteresis takes place at the angles of attack where there are inflection points in the lift coefficient curve, provided that the body is prone to gallop at these angles of attack.

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The physical model based on moving constant loads is widely used for the analysis of railway bridges. Nevertheless, this model is not well-suited for the study of short span bridges (L<=15-20 m), and the results it produces (displacements and accelerations) are much greater than those obtained experimentally. In this paper two factors are analysed which are believed to have an influence in the dynamic behaviour of short bridges. These two factors are not accounted for by the moving loads model and are the following: the distribution of the loads due to the presence of the sleepers and ballast layer, and the train-bridge interaction. Several numerical simulations have been performed in order to decide on their influence, and the results are presented and discussed herein.

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An actual case of an underground railway in the neighbourhood of habitation buildings has been analyzed. The study has been based on a twodimensional BEM model including a tunnel and a typical building. The soil properties were obtained using geophysical techniques. After a sensitivity study, the model has been simplyfied and validated by comparison with "in situ" measurements. Using this simplyfied model, a parametric study has been done including trenches and walls of different materials and different depths at two different distances from the tunnel. The reductions obtained with the different solutions can then be compared.

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Surveillance of core barrel vibrations has been performed in the Swedish Ringhals PWRs for several years. This surveillance is focused mainly on the pendular motion of the core barrel, which is known as the beam mode. The monitoring of the beam mode has suggested that its amplitude increases along the cycle and decreases after refuelling. In the last 5 years several measurements have been taken in order to understand this behaviour. Besides, a non-linear fitting procedure has been implemented in order to better distinguish the different components of vibration. By using this fitting procedure, two modes of vibration have been identified in the frequency range of the beam mode. Several results coming from the trend analysis performed during these years indicate that one of the modes is due to the core barrel motion itself and the other is due to the individual flow induced vibrations of the fuel elements. In this work, the latest results of this monitoring are presented.

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Surveillance of core barrel vibrations has been performed in the Swedish Ringhals PWRs for several years. This surveillance is focused mainly on the pendular motion of the core barrel, which is known as the beam mode. The monitoring of the beam mode has suggested that its amplitude increases along the cycle and decreases after refuelling. In the last 5 years several measurements have been taken in order to understand this behaviour. Besides, a non-linear fitting procedure has been implemented in order to better distinguish the different components of vibration. By using this fitting procedure, two modes of vibration have been identified in the frequency range of the beam mode. Several results coming from the trend analysis performed during these years indicate that one of the modes is due to the core barrel motion itself and the other is due to the individual flow induced vibrations of the fuel elements. In this work, the latest results of this monitoring are presented.

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Scientific missions constitute fundamental cornerstones of space agencies such as ESA and NASA. Modern astronomy could not be understood without the data provided by these missions. Scientists need to design very carefully onboard instruments. Payloads have to survive the crucial launch moment and later perform well in the really harsh space environ-ment. It is very important that the instrument conceptual idea can be engineered to sustain all those loads

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This paper addresses two aspects of the behavior of interior reinforced concrete waffle flat plate?column connections under lateral loads: the share of the unbalanced moment between flexure and excentric shear, and the effect of the transverse beams. A non-linear finite element model (benchmark model) was developed and calibrated with the results of quasi-static cyclic tests conducted on a 3/5 scale specimen. First, from this numerical model, the portion cv of the unbalanced moment transferred by the excentricity of shear about the centroid of the critical sections defined by Eurocode 2 (EC-2) and by ACI 318-11 was calculated and compared with the share-out prescribed by these codes. It is found that while the critical section of EC-2 is consistent with the cv provided by this code, in the case of ACI 318-11, the value assigned to cv is far below (about 50% smaller) the actual one obtained with the numerical simulations. Second, from the benchmark model, seven additional models were developed by varying the depth D of the transverse beam over the thickness h of the plate. It was found that the ductility of the connection and the effective width of the plate can respectively be increased up to 50% and 10% by raising D/h to 2 and 1.5.

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Here, Vortex-Induced Vibrations (VIVs) of a circular cylinder are analyzed as a potential source for energy harvesting. To this end, VIV is described by a one-degree-of-freedom model where fluid forces are introduced from experimental data from forced vibration tests. The influence of some influencing parameters, like the mass ratio m∗ or the mechanical damping ζ in the energy conversion factor is investigated. The analysis reveals that: (i) the maximum efficiency ηM is principally influenced by the mass-damping parameter m∗ζ and there is an optimum value of m∗ζ where ηM presents a maximum; (ii) the range of reduced velocities with significant efficiency is mainly governed by m∗, and (iii) it seems that encouraging high efficiency values can be achieved for high Reynolds numbers.

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The study of the response of mechanical systems to external excitations, even in the simplest cases, involves solving second-order ordinary differential equations or systems thereof. Finding the natural frequencies of a system and understanding the effect of variations of the excitation frequencies on the response of the system are essential when designing mechanisms [1] and structures [2]. However, faced with the mathematical complexity of the problem, students tend to focus on the mathematical resolution rather than on the interpretation of the results. To overcome this difficulty, once the general theoretical problem and its solution through the state space [3] have been presented, Matlab®[4] and Simulink®[5] are used to simulate specific situations. Without them, the discussion of the effect of slight variations in input variables on the outcome of the model becomes burdensome due to the excessive calculation time required. Conversely, with the help of those simulation tools, students can easily reach practical conclusions and their evaluation can be based on their interpretation of results and not on their mathematical skills

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Transverse galloping is a type of aeroelastic instability characterized by oscillations perpendicular to wind direction, large amplitude and low frequency, which appears in some elastic two-dimensional bluff bodies when they are subjected to an incident flow, provided that the flow velocity exceeds a threshold critical value. Understanding the galloping phenomenon of different cross-sectional geometries is important in a number of engineering applications: for energy harvesting applications the interest relies on strongly unstable configurations but in other cases the purpose is to avoid this type of aeroelastic phenomenon. In this paper the aim is to analyze the transverse galloping behavior of rhombic bodies to understand, on the one hand, the dependence of the instability with a geometrical parameter such as the relative thickness and, on the other hand, why this cross-section shape, that is generally unstable, shows a small range of relative thickness values where it is stable. Particularly, the non-galloping rhombus-shaped prism?s behavior is revised through wind tunnel experiments. The bodies are allowed to freely move perpendicularly to the incoming flow and the amplitude of movement and pressure distributions on the surfaces is measured.

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The effect of porosity on the transverse mechanical properties of unidirectional fiber-reinforced composites is studied by means of computational micromechanics. The composite behavior is simulated by the finite element analysis of a representative volume element of the composite microstructure in which the random distribution of fibers and the voids are explicitly included. Two types of voids – interfiber voids and matrix voids – were included in the microstructure and the actual damage mechanisms in the composite, namely matrix and interface failure, were accounted for. It was found that porosity (in the range 1–5%) led to a large reduction in the transverse strength and the influence of both types of voids in the onset and propagation of damage throughout the microstructure was studied under transverse tension and compression. Finally, the failure locus of the composite lamina under transverse tension/compression and out-of-plane shear was obtained by means of computational micromechanics and compared with the predictions of Puck’s model and with experimental data available in the literature. The results show that the strength of composites is significantly reduced by the presence of voids

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El presente trabajo de investigación se ocupa del estudio de las vibraciones verticales inducidas por vórtices (VIV) en aquellos puentes que, por sus características geométricas y propiedades dinámicas, muestran cierta sensibilidad este tipo de fenómeno aeroelástico. El objeto principal es el análisis del mecanismo de interacción viento-estructura sobre secciones no fuseladas de geometría simple, con objeto de realizar una adecuada caracterización del problema y poder abordar posteriormente el análisis de otras secciones de geometría más compleja, representativas de los principales elementos estructurales de los puentes, como arcos, tableros, torres y pilas. Este aspecto es fundamental durante la fase de diseño del puente, donde deberán tenerse en cuenta también una serie de detalles que pueden influir significativamente su sensibilidad ante problemas aerodinámicos, como la morfología y dimensiones principales de la sección transversal del tablero, la disposición de barreras de seguridad y barreras cortaviento, o las riostras que unen diferentes elementos estructurales. La configuración de dos elementos en tándem o la construcción de un puente en las inmediaciones de otro existente son otros aspectos a considerar respecto a la sensibilidad frente a efectos aeroelásticos. El estudio se ha llevado a cabo principalmente mediante la implementación de simulaciones numéricas que reproducen la interacción entre la corriente de aire y secciones representativas de modelos estructurales, a partir de un código CFD basado en el método de las partículas de vórtices (VPM), siguiendo por tanto un esquema Lagrangiano. Los resultados han sido validados con datos experimentales existentes, valores procedentes de ensayos en túnel de viento y registros reales a partir de diferentes casos de estudio: Alconétar (2006), Niterói (1980), Trans- Tokyo Bay (1995) y Volgogrado (2010). Finalmente, se propone un modelo semi-empírico para la estimación del rango de velocidades críticas y amplitudes de oscilación basado en la utilización de las derivadas de flameo de Scanlan, y la densidad espectral de las fuerzas aerodinámicas en el dominio de la frecuencia. The present research work concerns the study of vertical vortex-induced vibrations (VIV) in bridges which show certain sensitivity to this type of aeroelastic phenomenon. It focuses on the analysis of the wind-structure interaction mechanism on bluff sections, with the objective of making a good characterisation of the problem and subsequently addressing the analysis of sections with a complex geometry, which are representative of the bridge structural elements, such as arches, decks, towers and piers. This issue is of relative importance during the bridge design phase, since minor details of the aforementioned elements can significantly influence its sensitivity to aerodynamic problems. The shape and main dimensions of the deck cross section, the addition of safety barriers and windshields, the presence of braces to enhance the structure mechanical properties, the utilisation of cross sections in tandem arrangement, or the erection of a new bridge in the vicinity of another existing one are some of the aspects to be considered regarding the sensitivity to the aeroelastic effects. The study has been carried out mainly through the implementation of numerical simulations that reproduces the interaction between the airflow and the representative cross section of a structural bridge model, by the use of a CFD code based on the vortex particle method (VPM), thus following a Lagrangian scheme. The results have been validated with existing experimental data, values from wind tunnel tests and full scale observations from the different case studies: Alconétar (2006), Niterói (1980), Trans-Tokyo Bay (1995) and Volgograd (2010). Finally, a new semi-empirical model is proposed for the estimation of the critical wind velocity ranges and oscillation amplitudes based on the use of the Scanlan’s flutter derivatives and the power spectral density of aerodynamic force time history in the frequency domain.