K. Kombayev, A. Kim, Gulden Sypainova, D. Yelemanov
The development of new fields in the oil and gas industry of Kazakhstan, the exploitation of fields with hard-to-recover reserves, and the exclusion of harmful environmental impacts require the study of new advanced technologies in the manufacture of valves. Hardening of the throttle tip in the factory from low-carbon corrosion steel is provided traditionally: carburizing in a solid carburetor, followed by hardening and normalization in an electric furnace. However, this process is accompanied by high heat losses, long time spent on heating and cooling the furnace to the required temperature, and high-energy consumption - power costs are 60-100 kW/h. The carbon penetration rate is low, and for depths of 1-1.5 mm, it becomes necessary to heat the workpiece in a carburetor for 8-10 hours at a certain temperature, followed by hardening and normalization. The technological process of traditional hardening by cementation, followed by hardening and normalization, is accompanied by the appearance of various defects. The most common defects include the formation of microcracks, warpage, scale, and peeling of the metal, as well as high labor intensity and energy intensity. A technology has been developed for hardening the tip on an electrolytic-plasma modification installation, which includes heating the part to 910-9600C and quenching in an electrolyte flow at 330-3600C, characterized in that the part is heated by electrolyte plasma, the temperature of which exceeds 6000 K. Analytically and experimentally it was determined that heating with electrolyte plasma for quenching is achieved within 4 seconds and quenching in the electrolyte flow is achieved within 8 seconds. With cyclic electrolytic plasma hardening at the 10th cycle with 40 seconds of total processing, optimal hardening rates are achieved. An electron microscopic study of the hardened structure indicates a phase transformation and the formation of hardening martensite with a carbide network, which strengthens the steel. The tribological properties and friction coefficient of the surface layers formed during electrolytic-plasma hardening indicate an increase in the wear intensity by more than two times.
{"title":"IMPROVING WEAR RESISTANCE BY ELECTROLYTE-PLASMA HARDENING OF CORROSION-RESISTANT STEEL OF THE TIP","authors":"K. Kombayev, A. Kim, Gulden Sypainova, D. Yelemanov","doi":"10.5937/jaes0-42291","DOIUrl":"https://doi.org/10.5937/jaes0-42291","url":null,"abstract":"The development of new fields in the oil and gas industry of Kazakhstan, the exploitation of fields with hard-to-recover reserves, and the exclusion of harmful environmental impacts require the study of new advanced technologies in the manufacture of valves. Hardening of the throttle tip in the factory from low-carbon corrosion steel is provided traditionally: carburizing in a solid carburetor, followed by hardening and normalization in an electric furnace. However, this process is accompanied by high heat losses, long time spent on heating and cooling the furnace to the required temperature, and high-energy consumption - power costs are 60-100 kW/h. The carbon penetration rate is low, and for depths of 1-1.5 mm, it becomes necessary to heat the workpiece in a carburetor for 8-10 hours at a certain temperature, followed by hardening and normalization. The technological process of traditional hardening by cementation, followed by hardening and normalization, is accompanied by the appearance of various defects. The most common defects include the formation of microcracks, warpage, scale, and peeling of the metal, as well as high labor intensity and energy intensity. \u0000A technology has been developed for hardening the tip on an electrolytic-plasma modification installation, which includes heating the part to 910-9600C and quenching in an electrolyte flow at 330-3600C, characterized in that the part is heated by electrolyte plasma, the temperature of which exceeds 6000 K. Analytically and experimentally it was determined that heating with electrolyte plasma for quenching is achieved within 4 seconds and quenching in the electrolyte flow is achieved within 8 seconds. With cyclic electrolytic plasma hardening at the 10th cycle with 40 seconds of total processing, optimal hardening rates are achieved. \u0000An electron microscopic study of the hardened structure indicates a phase transformation and the formation of hardening martensite with a carbide network, which strengthens the steel. The tribological properties and friction coefficient of the surface layers formed during electrolytic-plasma hardening indicate an increase in the wear intensity by more than two times.","PeriodicalId":35468,"journal":{"name":"Journal of Applied Engineering Science","volume":"50 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2023-08-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"85934342","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Muhammad Imaduddin Hanif, R. Adiputra, A. Prabowo, N. Muhayat, A. S. D. Marta, N. Huda, H. Carvalho
Research about stiffened panel applications in ships has massively progressed with the amount of several methods to analyze it. Various studies had been conducted on stiffened panels using Finite Element Method (FEM). However, none have thoroughly explored the most optimal and efficient analysis methods and settings. Given the growing importance of FEM in reliability analysis for ship structures, particularly stiffened panels, a comprehensive study comparing different approaches is of paramount significance. Such research would not only streamline time-consuming procedures but also offer invaluable recommendations to advance the field's understanding and practical applications. In this paper, a finite element analysis study was done to analyze the influence of several parameter modeling of stiffened panels not only to achieve the models' ultimate strength value and collapse behavior but also to offer practical recommendations on the most optimal and efficient methods for analyzing stiffened panels through FEM. Conducting modification of three variations of the model configuration, four variations of boundary condition, and four variations of transverse stiffener modeling to compare each other. Running time consumed when simulations are calculated in ANSYS APDL was also being considered. The results showed a significant difference in modifying the model configuration's case, while in contrast, the modification of boundary conditions and transverse stiffener modeling only showed a slight difference in ultimate strength value. In addition, modification of transverse stiffener geometry only gave the difference by around 0.5 MPa. The model configuration case (A1 v A2) showed the most remarkable running time difference, which reached six times difference.
加劲板在船舶上的应用研究取得了巨大的进展，对其进行了多种分析方法。用有限元法对加筋板进行了各种研究。然而，没有人深入探索最优和最有效的分析方法和设置。鉴于有限元方法在船舶结构特别是加筋板可靠性分析中的重要性日益增加，对不同方法进行综合比较研究具有重要意义。这样的研究不仅可以简化耗时的程序，而且还可以提供宝贵的建议，以促进该领域的理解和实际应用。本文对加筋板进行了有限元分析，分析了几种参数建模对加筋板的影响，不仅可以获得模型的极限强度值和破坏行为，而且可以为加筋板的有限元分析提供最优、最有效的方法。对模型构型的三种变化、边界条件的四种变化、横向加劲肋建模的四种变化进行修改，相互比较。同时还考虑了在ANSYS APDL中计算仿真时所消耗的运行时间。结果表明，在模型构型的情况下，边界条件和横向加劲肋建模的修改对极限强度值的影响较小。此外，横向加强筋几何形状的修改只产生了约0.5 MPa的差异。模型配置情况下(A1 vs A2)的运行时间差异最为显著，达到6倍。
{"title":"EFFECT OF DESIGN PARAMETERS ON THE ULTIMATE STRENGTH AND COLLAPSE BEHAVIOUR OF STIFFENED PANELS","authors":"Muhammad Imaduddin Hanif, R. Adiputra, A. Prabowo, N. Muhayat, A. S. D. Marta, N. Huda, H. Carvalho","doi":"10.5937/jaes0-44738","DOIUrl":"https://doi.org/10.5937/jaes0-44738","url":null,"abstract":"Research about stiffened panel applications in ships has massively progressed with the amount of several methods to analyze it. Various studies had been conducted on stiffened panels using Finite Element Method (FEM). However, none have thoroughly explored the most optimal and efficient analysis methods and settings. Given the growing importance of FEM in reliability analysis for ship structures, particularly stiffened panels, a comprehensive study comparing different approaches is of paramount significance. Such research would not only streamline time-consuming procedures but also offer invaluable recommendations to advance the field's understanding and practical applications. In this paper, a finite element analysis study was done to analyze the influence of several parameter modeling of stiffened panels not only to achieve the models' ultimate strength value and collapse behavior but also to offer practical recommendations on the most optimal and efficient methods for analyzing stiffened panels through FEM. Conducting modification of three variations of the model configuration, four variations of boundary condition, and four variations of transverse stiffener modeling to compare each other. Running time consumed when simulations are calculated in ANSYS APDL was also being considered. The results showed a significant difference in modifying the model configuration's case, while in contrast, the modification of boundary conditions and transverse stiffener modeling only showed a slight difference in ultimate strength value. In addition, modification of transverse stiffener geometry only gave the difference by around 0.5 MPa. The model configuration case (A1 v A2) showed the most remarkable running time difference, which reached six times difference.","PeriodicalId":35468,"journal":{"name":"Journal of Applied Engineering Science","volume":"68 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2023-08-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"88114896","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Indonesia is a growing nation that needs assistance placing structures beside roadways. Ideally, one should place buildings along residential roads rather than main or collector highways. Due to the high levels of vehicular noise pollution on Indonesian arterial and collector roads, many buildings are located alongside them. This negatively impacts both the environment and human health. As a result, efforts must be made to reduce noise, and one such endeavor is the construction of noise-absorbing structures. Walls are commonplace, noise-absorbing structures with low sound-absorption capacities and fewer aesthetic drawbacks. Sonic crystals are a novel method of noise reduction. This study aims to evaluate the effectiveness of sonic crystals and their possible application in residential areas to reduce noise from the roads. Tests were carried out in an outdoor setting using a real scale. By describing the sonic crystal, it is possible to determine quantitatively how much sound it can absorb. It is also possible to obtain the sound's shapes that sonic crystals can attenuate. The findings indicate that the maximum IL value is 21.57 dB, and the average IL value is 16.90 dB. The area that the sonic crystal attenuates enough is about 3 meters after the crystal and roughly 2 meters from the crystal's center axis, respectively. These findings concern using sonic crystals to lessen noise from traffic in residential areas.
{"title":"USE OF SOUND ATTENUATION WITH SONIC CRYSTAL STRUCTURES IN RESIDENTIAL AREAS DUE TO HIGHWAYS","authors":"D. Handayani","doi":"10.5937/jaes0-42087","DOIUrl":"https://doi.org/10.5937/jaes0-42087","url":null,"abstract":"Indonesia is a growing nation that needs assistance placing structures beside roadways. Ideally, one should place buildings along residential roads rather than main or collector highways. Due to the high levels of vehicular noise pollution on Indonesian arterial and collector roads, many buildings are located alongside them. This negatively impacts both the environment and human health. As a result, efforts must be made to reduce noise, and one such endeavor is the construction of noise-absorbing structures. Walls are commonplace, noise-absorbing structures with low sound-absorption capacities and fewer aesthetic drawbacks. Sonic crystals are a novel method of noise reduction. This study aims to evaluate the effectiveness of sonic crystals and their possible application in residential areas to reduce noise from the roads. Tests were carried out in an outdoor setting using a real scale. By describing the sonic crystal, it is possible to determine quantitatively how much sound it can absorb. It is also possible to obtain the sound's shapes that sonic crystals can attenuate. The findings indicate that the maximum IL value is 21.57 dB, and the average IL value is 16.90 dB. The area that the sonic crystal attenuates enough is about 3 meters after the crystal and roughly 2 meters from the crystal's center axis, respectively. These findings concern using sonic crystals to lessen noise from traffic in residential areas.","PeriodicalId":35468,"journal":{"name":"Journal of Applied Engineering Science","volume":"38 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2023-08-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"77635128","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Hollow slabs are slabs of reinforced concrete in which voids allow the concrete to be reduced in size. This type of slab results in reduced raw materials Consumption and increased insulating properties to achieve sustainability goals. This paper reported an experimental research program focused on the study of the bending behaviour of the elements of hollow slabs of normal-strength concrete. Three models of the one-way concrete slab were cast, It had dimensions of 1020 mm length, 420 mm width, and 100 mm thickness. The first model did not contain holes (solid) and the second model contained five circler opening holes with a 50 mm diameter, while the third model contained five square opening holes with 44 mm dimension, where the area of the second and third model were the same despite the difference in the shape of the opening. The results showed that the bearing capacity of the circular hollow core slab is higher by 12% compared to the square hollow core slab according to the type of voids and both of holes made the hollow core slab with a decrease in load capacity of 11% to 25% when compared to the solid slab. The solid slab has lower deflection value compared to the two hollow slabs whose weight is reduced by 23% compared to the solid slab.
{"title":"THE FLEXURAL BEHAVIOR OF HOLLOW CORE CONCRETE SLABS WITH DIFFERENT SHAPE","authors":"Samer Saeed, Sura L. Alkhafaji, J. Al-kaabi","doi":"10.5937/jaes0-41643","DOIUrl":"https://doi.org/10.5937/jaes0-41643","url":null,"abstract":"Hollow slabs are slabs of reinforced concrete in which voids allow the concrete to be reduced in size. This type of slab results in reduced raw materials Consumption and increased insulating properties to achieve sustainability goals. This paper reported an experimental research program focused on the study of the bending behaviour of the elements of hollow slabs of normal-strength concrete. Three models of the one-way concrete slab were cast, It had dimensions of 1020 mm length, 420 mm width, and 100 mm thickness. The first model did not contain holes (solid) and the second model contained five circler opening holes with a 50 mm diameter, while the third model contained five square opening holes with 44 mm dimension, where the area of the second and third model were the same despite the difference in the shape of the opening. The results showed that the bearing capacity of the circular hollow core slab is higher by 12% compared to the square hollow core slab according to the type of voids and both of holes made the hollow core slab with a decrease in load capacity of 11% to 25% when compared to the solid slab. The solid slab has lower deflection value compared to the two hollow slabs whose weight is reduced by 23% compared to the solid slab.","PeriodicalId":35468,"journal":{"name":"Journal of Applied Engineering Science","volume":"13 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2023-08-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"81356896","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The influences of nonlinear suspension system with air spring and nonlinear asymmetrical (NA) absorber in comparison with a linear suspension is analyzed based on a lateral dynamic four degrees of freedom (4-DOF) model. The lateral dynamic model considers the effects of anti-roll bars, the roll center position, and the transient excitation of the road on the roll stability performance. The characteristics of the suspension system, the position of the roll center, the road excitation load all play very important roles in determining the roll stability of the vehicle. The maximum dynamic roll angle with nonlinear suspension is always smaller than that with linear suspension. The maximum dynamic rollover stability index is strongly dependent on the velocity and about 27% on average lower than that of linear suspension in the whole velocity domain, subjected under road excitation. However, the maximum of absolute acceleration is always larger with the nonlinear suspension system.
{"title":"INFLUENCES OF NONLINEAR SUSPENSION ON THE BUS’S ROLL STABILITY BY A LATERAL DYNAMIC 4-DOF MODEL","authors":"Tran Huu Nhan, Pham Ngoc Dai","doi":"10.5937/jaes0-42738","DOIUrl":"https://doi.org/10.5937/jaes0-42738","url":null,"abstract":"The influences of nonlinear suspension system with air spring and nonlinear asymmetrical (NA) absorber in comparison with a linear suspension is analyzed based on a lateral dynamic four degrees of freedom (4-DOF) model. The lateral dynamic model considers the effects of anti-roll bars, the roll center position, and the transient excitation of the road on the roll stability performance. The characteristics of the suspension system, the position of the roll center, the road excitation load all play very important roles in determining the roll stability of the vehicle. The maximum dynamic roll angle with nonlinear suspension is always smaller than that with linear suspension. The maximum dynamic rollover stability index is strongly dependent on the velocity and about 27% on average lower than that of linear suspension in the whole velocity domain, subjected under road excitation. However, the maximum of absolute acceleration is always larger with the nonlinear suspension system.","PeriodicalId":35468,"journal":{"name":"Journal of Applied Engineering Science","volume":"36 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2023-08-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"87029808","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The behavior of reinforced concrete beams subjected to cyclic loading was studied in this research to determine the impact of wrapping main reinforcing bars in carbon fibre (CFRB) strips. The objective of the present work included studying the impact of length and the number of layers of CFRB strips, that are used in wrapping main bars, on the overall response of reinforced concrete beams subjected to a cyclic load. Wrapping the reinforcing bars by Carbon fibre is a helpful substitute when there is no enough space to increase the quantity and size of these bars. For this purpose, five reinforced concrete beams were prepared and tested. One of these beams was a reference beam with unwrapped main reinforcement. Two beams have main steel bars wrapped along the mid third of the span with either single or two layers of CFRB. The main reinforcement for the remaining two beams was wrapped along their entire length with either single or double layers of CFRB. A nonlinear finite element analysis of the tested beams was carried out and the predicted results are compared with the experimental outcomes. The results show that CFRB significantly and effectively contributes to increasing the flexural strength and overall behavior of the reinforced concrete beam at different rates depending on the length and number of CFRB layers that wrapped the steel bars.
{"title":"STUDYING THE EFFECT OF WRAPPING THE STEEL BARS USING CARBON FIBER STRIPS ON THE BEHAVIOR OF REINFORCED CONCRETE BEAMS SUBJECT TO CYCLIC LOADING","authors":"Halla Jasem Mohamad","doi":"10.5937/jaes0-41052","DOIUrl":"https://doi.org/10.5937/jaes0-41052","url":null,"abstract":"The behavior of reinforced concrete beams subjected to cyclic loading was studied in this research to determine the impact of wrapping main reinforcing bars in carbon fibre (CFRB) strips. The objective of the present work included studying the impact of length and the number of layers of CFRB strips, that are used in wrapping main bars, on the overall response of reinforced concrete beams subjected to a cyclic load. Wrapping the reinforcing bars by Carbon fibre is a helpful substitute when there is no enough space to increase the quantity and size of these bars. For this purpose, five reinforced concrete beams were prepared and tested. One of these beams was a reference beam with unwrapped main reinforcement. Two beams have main steel bars wrapped along the mid third of the span with either single or two layers of CFRB. The main reinforcement for the remaining two beams was wrapped along their entire length with either single or double layers of CFRB. A nonlinear finite element analysis of the tested beams was carried out and the predicted results are compared with the experimental outcomes. The results show that CFRB significantly and effectively contributes to increasing the flexural strength and overall behavior of the reinforced concrete beam at different rates depending on the length and number of CFRB layers that wrapped the steel bars.","PeriodicalId":35468,"journal":{"name":"Journal of Applied Engineering Science","volume":"29 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2023-05-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"74528657","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The Ballast Water Management Convention (BWMC) regulates ship ballast water management to avoid the spread of aquatic invasive species. The convention requires all ships, including existing ones, to have a Ballast Water Treatment System (BWTS) onboard before September 8, 2024. There are some concerns about the compliance costs of BWMC, especially the additional cost of retrofitting cases. The ship retrofitting cost will depend on various factors, and it can be difficult for a shipowner to determine accurately. The procedure is intricate, and there are many factors to consider, such as the ship's size, BWTS system complexity, and the price of materials and modification level. In this paper, A proposed approach involves expert judgment to capture the effect of multi-stakeholder and estimate the compliance cost. As an essential part of the research methodology, the system dynamics method and life cycle cost are combined to develop a compliance cost model during the ship's lifetime. The simulation model shows that the confidence level of retrofitting costs for each BWTS is more than 94%. Therefore, the model can be used to estimate additional costs. As a result, BWTS type A is the most economical system for small tankers, with an estimated cost of USD 802,860 for the remaining 12 years of the ship's lifetime. Shipowners can use this model as a supporting decision tool to determine which BWTS would be suitable and assist in determining the budget necessary to comply with the BWMC.
{"title":"DEVELOPMENT DYNAMIC COMPLIANCE COST MODEL FOR IMPLEMENTATION OF BALLAST WATER MANAGEMENT CONVENTION: SHIPOWNER PERSPECTIVE","authors":"Hardiyanto, T. Pitana, D. W. Handani","doi":"10.5937/jaes0-42108","DOIUrl":"https://doi.org/10.5937/jaes0-42108","url":null,"abstract":"The Ballast Water Management Convention (BWMC) regulates ship ballast water management to avoid the spread of aquatic invasive species. The convention requires all ships, including existing ones, to have a Ballast Water Treatment System (BWTS) onboard before September 8, 2024. There are some concerns about the compliance costs of BWMC, especially the additional cost of retrofitting cases. The ship retrofitting cost will depend on various factors, and it can be difficult for a shipowner to determine accurately. The procedure is intricate, and there are many factors to consider, such as the ship's size, BWTS system complexity, and the price of materials and modification level. In this paper, A proposed approach involves expert judgment to capture the effect of multi-stakeholder and estimate the compliance cost. As an essential part of the research methodology, the system dynamics method and life cycle cost are combined to develop a compliance cost model during the ship's lifetime. The simulation model shows that the confidence level of retrofitting costs for each BWTS is more than 94%. Therefore, the model can be used to estimate additional costs. As a result, BWTS type A is the most economical system for small tankers, with an estimated cost of USD 802,860 for the remaining 12 years of the ship's lifetime. Shipowners can use this model as a supporting decision tool to determine which BWTS would be suitable and assist in determining the budget necessary to comply with the BWMC.","PeriodicalId":35468,"journal":{"name":"Journal of Applied Engineering Science","volume":"1 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2023-04-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"90870300","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Vehicle load is a dynamic load and embankment load is a static load. These two load types can act simultaneously to accelerate the consolidation rate of the ground under the embankment, which then leads to differential settlement. This differential settlement is dangerous as it can cause sudden bouncing and shock for vehicles on the road. There are also other problems such as the reduction in the exploitation capacity of the construction work due to the reduction in the speed of vehicles going through the positions of settlement. Lower speed increases the waste of means of transport. Excessive settlement can occur from reasons such as improper design or improper construction. This paper uses the finite element method to simulate the construction process of the bridge approach to calculate, and check the stability and deformation of the soft ground under this road. The analysis results show that the settlement of the ground without treatment is quite large at 1.06 m. After reinforcement, the settlement is 0.013 m, and the stability coefficient increases from 1.032 to 2.739. The research results can be applied to reinforce the bridge approach with a system of cement deep mixing (CDM) columns combined with geotextiles to shorten the construction time and limit settlement compensation.
{"title":"SOFT GROUND IMPROVEMENT BELOW BRIDGE APPROACH FOUNDATION USING CEMENT DEEP MIXING COLUMNS COMBINED WITH GEOTEXTILE","authors":"Tuan Nguyen Anh, Thang Nguyen Ngoc","doi":"10.5937/jaes0-40629","DOIUrl":"https://doi.org/10.5937/jaes0-40629","url":null,"abstract":"Vehicle load is a dynamic load and embankment load is a static load. These two load types can act simultaneously to accelerate the consolidation rate of the ground under the embankment, which then leads to differential settlement. This differential settlement is dangerous as it can cause sudden bouncing and shock for vehicles on the road. There are also other problems such as the reduction in the exploitation capacity of the construction work due to the reduction in the speed of vehicles going through the positions of settlement. Lower speed increases the waste of means of transport. Excessive settlement can occur from reasons such as improper design or improper construction. This paper uses the finite element method to simulate the construction process of the bridge approach to calculate, and check the stability and deformation of the soft ground under this road. The analysis results show that the settlement of the ground without treatment is quite large at 1.06 m. After reinforcement, the settlement is 0.013 m, and the stability coefficient increases from 1.032 to 2.739. The research results can be applied to reinforce the bridge approach with a system of cement deep mixing (CDM) columns combined with geotextiles to shorten the construction time and limit settlement compensation.","PeriodicalId":35468,"journal":{"name":"Journal of Applied Engineering Science","volume":"23 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2023-04-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"82807484","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The ship operator needs passenger feedback on the comfort of inter-island speed ferries as information on improving passenger comfort services. This paper analyzes the comfort of passengers on fast passenger ferries operating in the Malacca Straits directly. The survey focuses on directly assessing the level of passenger comfort and evaluating the leading causes of passenger discontentment. The strategy adopted is the dissemination of a questionnaire to onboard passengers, with a response rate of around 30 out of a minimum of 24 referring to the SLOVIN formula. The comfort score in the questionnaire is divided into five points, namely: uncomfortable or queasy, dizzy and slightly queasy, dizzy, slightly dizzy, and comfortable. The measured data were validated using Analysis of Variance (ANOVA) and the Dunnett Simultaneous Tests for Differences in Means, which gave a P-value of 0.000 and a degree of confidence of 98.97%. The findings of the study indicated that respondents, on average, rated this ship as slightly uncomfortable to comfortable, giving it a comfort rating of 4.10 out of a possible 5. Moreover, three aspects, namely the ship's motion, the accommodation facilities, and the ship's vibration, significantly contribute to discomfort, as indicated by ratings of 3.8, 4.2, and 4.2, respectively, out of 5 (comfortable), indicating the severity of the effect. Furthermore, by knowing that the main source of passenger discomfort is ship motion, it can be input for ship operators in managing the comfort of ship passengers.
{"title":"ASSESSMENT OF PASSENGER COMFORT ON THE FAST FERRY OPERATING IN THE STRAIT OF MALACCA","authors":"Jamal, A. Sulisetyono, W. Aryawan","doi":"10.5937/jaes0-41888","DOIUrl":"https://doi.org/10.5937/jaes0-41888","url":null,"abstract":"\u0000The ship operator needs passenger feedback on the comfort of inter-island speed ferries as information on improving passenger comfort services. This paper analyzes the comfort of passengers on fast passenger ferries operating in the Malacca Straits directly. The survey focuses on directly assessing the level of passenger comfort and evaluating the leading causes of passenger discontentment. The strategy adopted is the dissemination of a questionnaire to onboard passengers, with a response rate of around 30 out of a minimum of 24 referring to the SLOVIN formula. The comfort score in the questionnaire is divided into five points, namely: uncomfortable or queasy, dizzy and slightly queasy, dizzy, slightly dizzy, and comfortable. The measured data were validated using Analysis of Variance (ANOVA) and the Dunnett Simultaneous Tests for Differences in Means, which gave a P-value of 0.000 and a degree of confidence of 98.97%. The findings of the study indicated that respondents, on average, rated this ship as slightly uncomfortable to comfortable, giving it a comfort rating of 4.10 out of a possible 5. Moreover, three aspects, namely the ship's motion, the accommodation facilities, and the ship's vibration, significantly contribute to discomfort, as indicated by ratings of 3.8, 4.2, and 4.2, respectively, out of 5 (comfortable), indicating the severity of the effect. Furthermore, by knowing that the main source of passenger discomfort is ship motion, it can be input for ship operators in managing the comfort of ship passengers.","PeriodicalId":35468,"journal":{"name":"Journal of Applied Engineering Science","volume":"63 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2023-04-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"87354777","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
E. Toropov, A. Vashurin, A. Tumasov, D. Butin, E. Stepanov
This article is devoted to the research of the interaction of the wheel of a GAZ light commercial vehicle with a hard supporting surface. The relevance of this problem is due to the need to adequately reproduce the force reactions acting on the tire in the contact patch, when modelling the vehicle dynamics. High similarity of the real process and its modelling are guaranteed if there is a significant empirical data set for a particular tire model, which can be ensured only by the results of field tests. Specialists from Nizhniy Novgorod State Technical University have developed a schematic diagram of a road measuring unit, a test methodology and built testing unit as well as conducted full-scale tests. The experiment was conducted in the auto racing track at an ambient air temperature of 20 °C on a dry road asphalt surface with a high friction coefficient (0.4 – 0.8). The resulting array of experimental data was processed and presented in numerical trigonometric polynomials form (PAC 2002). The table comparing theoretical and experimental values presented in the results of this article confirms the high level of convergence. The maximum discrepancy in absolute value does not exceed 5%.
{"title":"IDENTIFICATION OF PACEJKA MODEL PARAMETERS OF A LIGHT COMMERCIAL VEHICLE TIRE FOR DYNAMIC RESEARCH","authors":"E. Toropov, A. Vashurin, A. Tumasov, D. Butin, E. Stepanov","doi":"10.5937/jaes0-41487","DOIUrl":"https://doi.org/10.5937/jaes0-41487","url":null,"abstract":"This article is devoted to the research of the interaction of the wheel of a GAZ light commercial vehicle with a hard supporting surface. The relevance of this problem is due to the need to adequately reproduce the force reactions acting on the tire in the contact patch, when modelling the vehicle dynamics. High similarity of the real process and its modelling are guaranteed if there is a significant empirical data set for a particular tire model, which can be ensured only by the results of field tests. Specialists from Nizhniy Novgorod State Technical University have developed a schematic diagram of a road measuring unit, a test methodology and built testing unit as well as conducted full-scale tests. The experiment was conducted in the auto racing track at an ambient air temperature of 20 °C on a dry road asphalt surface with a high friction coefficient (0.4 – 0.8). The resulting array of experimental data was processed and presented in numerical trigonometric polynomials form (PAC 2002). The table comparing theoretical and experimental values presented in the results of this article confirms the high level of convergence. The maximum discrepancy in absolute value does not exceed 5%.","PeriodicalId":35468,"journal":{"name":"Journal of Applied Engineering Science","volume":"68 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2023-04-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"85112785","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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