‫ﭼﻬﺎﺭﻣﻴﻦ ﻛﻨﻔﺮﺍﻧﺲ ﺗﺨﺼﺼﻲ ﭘﺎﻳﺶ ﻭﺿﻌﻴﺖ ﻭ ﻋﻴﺐﻳﺎﺑﻲ ﻣﺎﺷﻴﻦﺁﻻﺕ‬

‫ﺍﻳﺮﺍﻥ‪ ،‬ﺗﻬﺮﺍﻥ‪ ،‬ﺩﺍﻧﺸﮕﺎﻩ ﺻﻨﻌﺘﯽ ﺷﺮﻳﻒ‪ ،‬ﺍﺳﻔﻨﺪ ‪۱۳۸۸‬‬

‫ﻋﻴﺐﻳﺎﺑﻲ ﺩﺭ ﻛﻤﭙﺮﺳﻮﺭﻫﺎﻱ ﺭﻓﺖ ﻭ ﺑﺮﮔﺸﺘﻲ‪ :‬ﻳﻚ ﻣﻄﺎﻟﻌﺔ ﻣﻮﺭﺩﻱ‬

‫‪٤‬‬
‫ﻋﻠﻴﺮﺿﺎ ﺍﺑﺮﺍﻫﻴﻤﻲ‪ ،١‬ﺳﻴﺪ ﺭﻛﻦﺍﻟﺪﻳﻦ ﻣﻮﺳﻮﻱ ‪ ، ٢‬ﻋﻠﻴﺮﺿﺎ ﺑﻬﺮﺍﻡﭘﻮﺭ‪ ،٣‬ﻣﻬﺪﻱ ﺑﻬﺰﺍﺩ‬
‫ﺗﻬﺮﺍﻥ – ﺧﻴﺎﺑﺎﻥ ﺁﺯﺍﺩﻱ – ﺩﺍﻧﺸﮕﺎﻩ ﺻﻨﻌﺘﻲ ﺷﺮﻳﻒ – ﺩﺍﻧﺸﮑﺪﻩ ﻣﻬﻨﺪﺳﻲ ﻣﮑﺎﻧﻴﮏ‬

‫‪m_behzad@sharif.edu‬‬

‫ﭼﻜﻴﺪﻩ‬
‫ﺍﻳﻦ ﻣﻘﺎﻟﻪ ﺑﻪ ﺍﺭﺍﺋﺔ ﻧﺘﺎﻳﺞ ﺑﺪﺳﺖ ﺁﻣﺪﻩ ﺍﺯ ﻳﻚ ﻋﻴﺐﻳﺎﺑﻲ ﻣﻮﺭﺩﻱ ﺑﺮ ﺭﻭﻱ ﻳﻚ ﺩﺳﺘﻪ ﻛﻤﭙﺮﺳﻮﺭ ﺭﻓﺖ ﻭ ﺑﺮﮔﺸﺘﻲ ﻫﻴﺪﺭﻭﮊﻥ ﺩﺭ‬
‫ﭘﺎﻻﻳﺸﮕﺎﻩ ﻧﻔﺖ ﺑﻨﺪﺭﻋﻴﺎﺱ ﻣﻲﭘﺮﺩﺍﺯﺩ‪ .‬ﺩﺭ ﺍﻳﻦ ﻣﻄﺎﻟﻌﻪ‪ ،‬ﺍﺑﺘﺪﺍ ﺳﻮﺍﺑﻖ ﺗﻌﻤﻴﺮﺍﺗﻲ ﻛﻤﭙﺮﺳﻮﺭﻫﺎ ﻣﻮﺭﺩ ﺑﺮﺭﺳﻲ ﻗﺮﺍﺭ ﮔﺮﻓﺘﻪ ﺍﺳﺖ‪.‬‬
‫ﺳﭙﺲ ﺁﻧﺎﻟﻴﺰ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺁﻧﺎﻟﻴﺰ ﺭﻭﻏﻦ ﺑﺮ ﺭﻭﻱ ﻛﻤﭙﺮﺳﻮﺭﻫﺎ ﺍﻧﺠﺎﻡ ﺷﺪﻩ ﺍﺳﺖ‪ .‬ﺩﺭ ﻣﺮﺣﻠﺔ ﺑﻌﺪ ﺑﺎ ﺭﻭﺵ ﺍﻧﺪﺍﺯﻩﮔﻴﺮﻱ ﺗﻔﺎﺿﻠﻲ‬
‫ﺍﺭﺗﻌﺎﺷﺎﺕ ﻭ ﻧﻴﺰ ﻣﺪﻟﺴﺎﺯﻱ ﺍﺟﺰﺍﺀ ﻣﺤﺪﻭﺩ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﻛﻤﭙﺮﺳﻮﺭ ﻣﻮﺭﺩ ﺍﺭﺯﻳﺎﺑﻲ ﻗﺮﺍﺭ ﮔﺮﻓﺘﻪ ﺍﺳﺖ‪ .‬ﺑﺮﺭﺳﻲ ﻧﺘﺎﻳﺞ ﺑﺪﺳﺖ ﺁﻣﺪﻩ‬
‫ﻧﺸﺎﻥ ﻣﻲﺩﻫﺪ ﻛﻪ ﺗﺨﺮﻳﺐ ﺗﺪﺭﻳﺠﻲ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﻋﺎﻣﻞ ﺍﺻﻠﻲ ﺍﻓﺰﺍﻳﺶ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺩﺭ ﺍﻳﻦ ﻛﻤﭙﺮﺳﻮﺭﻫﺎﺳﺖ‪ .‬ﺭﻭﺵ‬
‫ﺳﻴﺴﺘﻤﺎﺗﻴﻚ ﻋﻴﺐﻳﺎﺑﻲ ﺍﺭﺍﺋﻪ ﺷﺪﻩ ﺩﺭ ﺍﻳﻦ ﻣﻘﺎﻟﻪ ﻣﻲﺗﻮﺍﻧﺪ ﺩﺭ ﺳﺎﻳﺮ ﻣﻮﺍﺭﺩ ﻣﺸﺎﺑﻪ ﻭ ﺑﺪﻭﻥ ﻧﻴﺎﺯ ﺗﺠﻬﻴﺰﺍﺕ ﭘﻴﺸﺮﻓﺘﻪ ﻣﻮﺭﺩ‬
‫ﺍﺳﺘﻔﺎﺩﻩ ﻗﺮﺍﺭ ﮔﻴﺮﺩ‪.‬‬

‫ﻭﺍﮊﻩﻫﺎﻱ ﻛﻠﻴﺪﻱ‪ :‬ﻛﻤﭙﺮﺳﻮﺭ ﺭﻓﺖ ﻭ ﺑﺮﮔﺸﺘﻲ‪ ،‬ﺁﻧﺎﻟﻴﺰ ﺍﺭﺗﻌﺎﺷﺎﺕ‪ ،‬ﺍﺭﺯﻳﺎﺑﻲ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ‪.‬‬

‫ﻣﻘﺪﻣﻪ‬
‫ﺍﻣﺮﻭﺯﻩ ﻛﻤﭙﺮﺳﻮﺭﻫﺎﻱ ﺭﻓﺖ ﻭ ﺑﺮﮔﺸﺘﻲ ﺍﺯ ﺟﺎﻳﮕﺎﻩ ﻭﻳﮋﻩ ﺍﻱ ﺩﺭ ﺻﻨﻌﺖ ﺑﺮﺧﻮﺭﺩﺍﺭ ﻣﻲﺑﺎﺷﺪ‪ .‬ﺩﺭ ﺍﻳـﻦ ﻧـﻮﻉ ﮐﻤﭙﺮﺳـﻮﺭ ﻫـﺎ ﺑـﺎ ﺍﺳـﺘﻔﺎﺩﻩ ﺍﺯ‬
‫ﺣﺮﮐﺖ ﺭﻓﺖ ﻭ ﺑﺮﮔﺸﺘﻲ ﭘﻴﺴﺘﻮﻥ ﺳﻴﺎﻝ ﻣﺘﺮﺍﮐﻢ ﻣﻲﺷﻮﺩ‪ .‬ﺍﻳﻦ ﻧﻮﻉ ﮐﻤﭙﺮﺳﻮﺭ ﺩﺭ ﺻـﻨﺎﻳﻊ ﻧﻔـﺖ ﻭ ﮔـﺎﺯ ﻛـﺎﺭﺑﺮﺩ ﮔﺴـﺘﺮﺩﻩﺍﻱ ﺩﺍﺷـﺘﻪ ﻭ‬
‫ﻣﻤﮑﻦ ﺍﺳﺖ ﻗﺪﺭﺕ ﺁﻧﻬﺎ ﺍﺯ ﭼﻨﺪ ﺩﻫﻢ ﺗﺎ ﭼﻨﺪ ﻫﺰﺍﺭ ﺍﺳﺐ ﺑﺨﺎﺭ ﺑﺎﺷﺪ‪ .‬ﺍﻳﻦ ﻧﻮﻉ ﻛﻤﭙﺮﺳﻮﺭ ﻣﻲﺗﻮﺍﻧﺪ ﺍﺯ ﻳـﮏ ﺳـﻴﻠﻨﺪﺭ ﻳـﺎ ﭼﻨـﺪ ﺳـﻴﻠﻨﺪﺭ‬
‫ﺗﺸﮑﻴﻞ ﺷﺪﻩ ﺑﺎﺷﺪ‪.‬‬
‫ﻛﻤﭙﺮﺳﻮﺭﻫﺎﻱ ﺭﻓﺖ ﻭ ﺑﺮﮔﺸﺘﻲ ﻗﺪﻳﻤﻲﺗﺮﻳﻦ ﻋﻀﻮ ﺧﺎﻧﻮﺍﺩﻩ ﻛﻤﭙﺮﺳـﻮﺭﻫﺎ ﻣـﻲﺑﺎﺷـﺪ‪ .‬ﻣـﻲﺗـﻮﺍﻥ ﮔﻔـﺖ ﻛـﻪ ﺩﺭ ﻓﺮﺁﻳﻨـﺪﻫﺎﻱ ﺻـﻨﻌﺘﻲ‪،‬‬
‫ﻛﻤﭙﺮﺳﻮﺭﻫﺎﻱ ﺭﻓﺖ ﻭ ﺑﺮﮔﺸﺘﻲ ﺩﺍﺭﺍﻱ ﺑﻴﺸﺘﺮﻳﻦ ﻛﺎﺭﺑﺮﺩ ﻣﻲﺑﺎﺷﻨﺪ‪.‬ﺩﺭ ﻣﻘﺎﻳﺴﻪ ﺑـﺎ ﻛﻤﭙﺮﺳـﻮﺭﻫﺎﻱ ﺳـﺎﻧﺘﺮﻳﻔﻮﮊ‪ ،‬ﻛﻤﭙﺮﺳـﻮﺭﻫﺎﻱ ﺭﻓـﺖ ﻭ‬
‫ﺑﺮﮔﺸﺘﻲ ﺩﺍﺭﺍﻱ ﻫﺰﻳﻨﻪ ﻧﮕﻬﺪﺍﺭﻱ ﺑﺎﻻ ﻭ ﻇﺮﻓﻴﺖ ﭘﺎﻳﻴﻦ ﻣﻲﺑﺎﺷﻨﺪ‪ .‬ﺍﺧﻴﺮﺍ ﺑﺎ ﺍﻓﺰﺍﻳﺶ ﻗﻴﻤﺖ ﺍﻧﺮﮊﻱ ﻭ ﻇﻬﻮﺭ ﻭﺍﺣﺪﻫﺎﻱ ﺟﺪﻳـﺪ ﺑـﺎ ﻓﺮﺁﻳﻨـﺪ‬

‫‪ ١‬ﺩﻛﺘﺮﺍﻱ ﻣﻬﻨﺪﺳﻲ ﻣﻜﺎﻧﻴﻚ‬

‫‪ ٢‬ﻛﺎﺭﺷﻨﺎﺱ ﺗﻌﻤﻴﺮﺍﺕ ﭘﺎﻻﻳﺸﮕﺎﻩ ﺑﻨﺪﻋﺒﺎﺱ‬
‫‪ ٣‬ﮐﺎﺭﺷﻨﺎﺱ ﭘﮋﻭﻫﺶ ﺗﻮﺳﻌﻪ‬
‫‪ ٤‬ﺍﺳﺘﺎﺩ‪ ،‬ﻋﻀﻮ ﻫﻴﺄﺕ ﻋﻠﻤﻲ ﺩﺍﻧﺸﮕﺎﻩ‬

‫‪۱۱۳۶‬‬
‫ﺧﺎﺹ‪ ،‬ﺭﺍﻧﺪﻣﺎﻥ ﺑﺎﻻﻱ ﺍﻳﻦ ﻛﻤﭙﺮﺳﻮﺭﻫﺎ ﺗﻮﺍﻧﺴﺘﻪ ﺍﺳﺖ ﻇﺮﻓﻴﺖ ﻛﻢ ﺁﻧﻬﺎ ﺭﺍ ﺟﺒﺮﺍﻥ ﻧﻤﻮﺩﻩ ﻭ ﺑﻴﺸﺘﺮﻳﻦ ﻧﻘﺶ ﺭﺍ ﺩﺭ ﺍﻳﻦ ﻭﺍﺣﺪﻫﺎ ﺍﻳﻔﺎ ﻧﻤﺎﻳﺪ‬
‫]‪ .[۱‬ﺩﺭ ﮐﻤﭙﺮﺳﻮﺭ ﻫﺎ ﻣﻤﮑﻦ ﺍﺳﺖ ﻣﻮﺗﻮﺭ ﻭ ﮐﻤﭙﺮﺳﻮﺭ ﺍﺯ ﻫﻢ ﺟﺪﺍ ﺑﻮﺩﻩ ﮐﻪ ﮐﻤﭙﺮﺳﻮﺭ ﻫﺎﻱ ﺑﺎﺯ ﻧﺎﻣﻴﺪﻩ ﻣﻲﺷﻮﻧﺪ‪ .‬ﮐﻤﭙﺮﺳﻮﺭﻫﺎﻱ ﺑـﺎﺯ ﺑـﺎ‬
‫ﻗﺪﺭﺕ ﻫﺎﻱ ﺑﺎﻻ ﻏﺎﻟﺒ ًﺎ ﺍﻓﻘﻲ ﺑﻮﺩﻩ ﻭ ﻣﻤﮑﻦ ﺍﺳﺖ ﺩﻭ ﻣﺮﺣﻠﻪ ﺍﻱ ﻧﻴﺰ ﺑﺎﺷﻨﺪ‪ .‬ﺩﺭ ﺣﺎﻟﻲ ﮐﻪ ﮐﻤﭙﺮﺳﻮﺭﻫﺎﻱ ﺑﺴﺘﻪ ﻣﻌﻤـﻮ ًﻻ ﻋﻤـﻮﺩﻱ ﻭ ﻳـﮏ‬
‫ﻣﺮﺣﻠﻪﺍﻱ ﻣﻲﺑﺎﺷﻨﺪ‪ .‬ﺍﺯ ﻣﺸﻜﻼﺕ ﺭﺍﻳﺞ ﺍﻳﻦ ﻧﻮﻉ ﺍﺯ ﻛﻤﭙﺮﺳﻮﺭﻫﺎ ﻣﻲﺗﻮﺍﻥ ﺑﻪ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺑﺎﻻﻱ ﺁﻧﻬﺎ ﺍﺷﺎﺭﻩ ﻛﺮﺩ‪ .‬ﺩﻟﻴﻞ ﺍﻳﻦ ﺍﻣﺮ ﻫﻢ ﺑـﻪ ﺑـﺎﻻ‬
‫ﺑﻮﺩﻥ ﺗﻌﺪﺍﺩ ﻗﻄﻌﺎﺕ ﻣﻜﺎﻧﻴﻜﻲ ﻭ ﺭﻓﺖ ﻭ ﺑﺮﮔﺸﺘﻲ ﺩﺭ ﺍﻳﻦ ﻧﻮﻉ ﺍﺯ ﻣﺎﺷﻴﻨﻬﺎ ﺑﺮ ﻣﻲﮔﺮﺩﺩ‪.‬‬
‫ﺑﻪ ﺩﻟﻴﻞ ﻣﺎﻫﻴﺖ ﭘﻴﭽﻴﺪﺓ ﻣﺎﺷﻴﻦﻫﺎﻱ ﺭﻓﺖ ﻭ ﺑﺮﮔﺸﺘﻲ ﻋﻴﺐﻳﺎﺑﻲ ﺩﺭ ﺍﻳﻦ ﻣﺎﺷﻴﻨﻬﺎ ﺑﺮﺧﻼﻑ ﻣﺎﺷﻴﻦﺁﻻﺕ ﺩﻭﺍﺭ ﻓﺮﺁﻳﻨﺪ ﺑﺴﻴﺎﺭ ﭘﻴﭽﻴﺪﻩﺍﻱ‬
‫ﺍﺳﺖ ﻛﻪ ﻧﻴﺎﺯ ﺑﻪ ﺍﺑﺰﺍﺭﻫﺎﻱ ﺧﺎﺻﻲ ﺩﺍﺷﺘﻪ ﻭ ﺑﻪ ﺳﺎﺩﮔﻲ ﺍﻣﻜﺎﻥﭘﺬﻳﺮ ﻧﻤﻲﺑﺎﺷﺪ‪ .‬ﺍﻳﻦ ﻣﻮﺿﻮﻉ ﺑﻪ ﺧﺼﻮﺹ ﺩﺭ ﻋﻴﺐﻳﺎﺑﻲ ﺑـﻪ ﻛﻤـﻚ ﺁﻧـﺎﻟﻴﺰ‬
‫ﺍﺭﺗﻌﺎﺷﺎﺕ ﻧﻤﻮﺩ ﺑﻴﺸﺘﺮﻱ ﻣﻲﻳﺎﺑﺪ‪ .‬ﺩﻟﻴﻞ ﺍﻳﻦ ﺍﻣﺮ ﺭﺍ ﻣﻲﺗﻮﺍﻥ ﺑﻪ ﻣﻜﺎﻧﻴﺰﻡ ﺧﺎﺹ ﻣﺎﺷﻴﻨﻬﺎﻱ ﺭﻓﺖ ﻭ ﺑﺮﮔﺸﺘﻲ ﻧﺴﺒﺖ ﺩﺍﺩ ﻛﻪ ﺫﺍﺗـ ًﺎ ﺗﻮﻟﻴـﺪ‬
‫ﺍﻧﻮﺍﻉ ﻧﻴﺮﻭﻫﺎﻱ ﺍﺭﺗﻌﺎﺷﻲ ﻣﺨﺘﻠﻒ ﺭﺍ ﻣﻲﻧﻤﺎﻳﻨﺪ‪ .‬ﺍﻳﻦ ﻣﻮﺿﻮﻉ ﺳﺒﺐ ﻣﻲﺷﻮﺩ ﻛﻪ ﺗﻔﺴﻴﺮ ﺩﺍﺩﻩﻫـﺎﻱ ﺍﺭﺗﻌﺎﺷـﻲ ﻭ ﻃﻴـﻒ ﻓﺮﻛﺎﻧﺴـﻲ ﺁﻥ ﺩﺭ‬
‫ﺣﺎﻟﺖ ﻋﻤﻮﻣﻲ ﻛﺎﺭﻱ ﭘﻴﭽﻴﺪﻩ ﻭ ﺩﺭ ﭘﺎﺭﻩﺍﻱ ﺍﺯ ﻣﻮﺍﻗﻊ ﻏﻴﺮ ﻣﻤﻜﻦ ﺑﺎﺷﺪ‪ .‬ﺩﺭ ﻣﻮﺭﺩ ﺍﻳﻦ ﻛﻤﭙﺮﺳﻮﺭﻫﺎﻱ ﺭﻭﺷﻬﺎﻱ ﻭﻳﮋﻩﺍﻱ ﺍﺯ ﻋﻴﺐﻳﺎﺑﻲ ﻧﻈﻴﺮ‬
‫ﺍﺳﺘﻔﺎﺩﻩ ﺍﺯ ﻣﻨﺤﻨﻲﻫﺎﻱ ﻓﺸﺎﺭ ﺩﻳﻨﺎﻣﻴﻜﻲ‪ ،‬ﺍﻓﺖ ﺩﺳﺘﻪ ﭘﻴﺴﺘﻮﻥ ﻳﺎ ﺳﻴﮕﻨﺎﻝ ﺯﻣﺎﻧﻲ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺑﻪ ﻫﻤﺮﺍﻩ ‪ Multievent keyphasor‬ﺑﻜﺎﺭ‬
‫ﻣﻲﺭﻭﺩ ﻛﻪ ﻫﻤﮕﻲ ﻧﻴﺎﺯﻣﻨﺪ ﻧﺼﺐ ﺗﺠﻬﻴﺰﺍﺕ ﺧﺎﺻﻲ ﺑﺮ ﺭﻭﻱ ﻛﻤﭙﺮﺳﻮﺭ ﻫﺴﺘﻨﺪ‪ .‬ﺟﺰﺋﻴﺎﺕ ﺑﻴﺸﺘﺮﻱ ﺩﺭ ﻣﻮﺭﺩ ﺍﻳﻦ ﺭﻭﺷﻬﺎﻱ ﻋﻴﺐﻳﺎﺑﻲ ﺩﺭ‬
‫ﻣﺮﺍﺟﻊ ]‪ [۶-۱‬ﻭﺟﻮﺩ ﺩﺍﺭﺩ‪.‬‬
‫ﻣﺘﺄﺳﻔﺎﻧﻪ ﺍﻏﻠﺐ ﻛﻤﭙﺮﺳﻮﺭﻫﺎﻱ ﺭﻓﺖ ﻭ ﺑﺮﮔﺸﺘﻲ ﻣﻮﺟﻮﺩ ﺩﺭ ﻛﺸﻮﺭ ﻣﺠﻬﺰ ﺑﻪ ﺳﻴﺴﺘﻤﻬﺎﻱ ﭘﻴﺸﺮﻓﺘﺔ ﻋﻴﺐﻳـﺎﺑﻲ ﻧﻴﺴـﺘﻨﺪ ﻭ ﺳﻨﺴـﻮﺭﻫﺎﻱ‬
‫ﻧﺼﺐ ﺷﺪﻩ ﺑﺮ ﺭﻭﻱ ﺁﻧﻬﺎ ﺑﻴﺸﺘﺮ ﻧﻘﺶ ﺣﻔﺎﻇﺘﻲ ﺭﺍ ﺑﺮ ﻋﻬﺪﻩ ﺩﺍﺭﻧﺪ ﻭ ﺑﺮﺍﻱ ﻋﻴﺐﻳﺎﺑﻲ ﭘﻴﺸﺮﻓﺘﻪ ﻗﺎﺑﻞ ﺍﺳﺘﻔﺎﺩﻩ ﻧﻴﺴﺘﻨﺪ‪ .‬ﺩﺭ ﺍﻳـﻦ ﭘـﮋﻭﻫﺶ‬
‫ﻳﻚ ﺩﺳﺘﻪ ﻛﻤﭙﺮﺳﻮﺭ ﺭﻓﺖ ﻭ ﺑﺮﮔﺸﺘﻲ ﺧﺎﺹ ﺑﺪﻭﻥ ﻧﺼﺐ ﺗﺠﻬﻴﺰﺍﺕ ﭘﻴﺸﺮﻓﺘﻪ ﻭ ﺑﺎ ﺍﺳﺘﻔﺎﺩﻩ ﺍﺯ ﺍﺑﺰﺍﺭ ﻣﺮﺳﻮﻡ ﺩﺭ ﭘﺎﻳﺶ ﻣﺎﺷﻴﻦﺁﻻﺕ ﺩﻭﺍﺭ‬
‫ﻛﻪ ﺩﺭ ﺑﻴﺸﺘﺮ ﻭﺍﺣﺪﻫﺎﻱ ﭘﺎﻳﺶ ﻭﺿﻌﻴﺖ ﻛﺸﻮﺭ ﻣﻮﺟﻮﺩ ﺍﺳﺖ ﻣﻮﺭﺩ ﺑﺮﺭﺳﻲ ﻗﺮﺍﺭ ﮔﺮﻓﺘﻪ ﻭ ﺑﺎ ﺍﺳﺘﻔﺎﺩﻩ ﺍﺯ ﺗﻜﻨﻴﻜﻬﺎﻱ ﺧﺎﺹ ﻋﻴﺐﻳـﺎﺑﻲ ﺩﺭ‬
‫ﺁﻧﻬﺎ ﺻﻮﺭﺕ ﭘﺬﻳﺮﻓﺘﻪ ﺍﺳﺖ‪ .‬ﻧﺘﺎﻳﺞ ﺍﺭﺍﺋﻪ ﺷﺪﻩ ﺩﺭ ﺍﻳﻦ ﻣﻘﺎﻟﻪ ﻣﻲﺗﻮﺍﻧﺪ ﺩﺭ ﻣﻮﺍﺭﺩ ﻣﺸﺎﺑﻪ ﻣﻮﺭﺩ ﺍﺳﺘﻔﺎﺩﻩ ﻗﺮﺍﺭ ﮔﻴﺮﺩ‪.‬‬

‫ﭘﻴﺸﻨﻴﻪ‬
‫ﺩﺭ ﺍﻳﻦ ﭘﺮﻭﮊﻩ ﺑﻪ ﻋﻴﺐﻳﺎﺑﻲ ﻛﻤﭙﺮﺳﻮﺭﻫﺎﻳﻲ ﻫﻴﺪﺭﻭﮊﻥ ﺩﺭ ﭘﺎﻻﻳﺸﮕﺎﻩ ﺑﻨﺪﺭ ﻋﺒﺎﺱ ﺑﻌﻨﻮﺍﻥ ﻣﻄﺎﻟﻌـﺔ ﻣـﻮﺭﺩﻱ ﭘﺮﺩﺍﺧﺘـﻪ ﺷـﺪﻩ ﺍﺳـﺖ‪ .‬ﺳـﻪ‬
‫ﺩﺳﺘﮕﺎﻩ ﺍﺯ ﺍﻳﻦ ﻛﻤﭙﺮﺳﻮﺭﻫﺎ ﻛﻪ ﺑﺎ ﻧﺎﻣﻬﺎﻱ ‪ C.02502 A/B/C‬ﺷﻨﺎﺧﺘﻪ ﻣـﻲﺷـﻮﻧﺪ ﺩﺭ ﻣﺠﻤﻮﻋـﺔ ﭘﺎﻻﻳﺸـﮕﺎﻩ ﺑﻨـﺪﺭ ﻋﺒـﺎﺱ ﺩﺭ ﺣـﺎﻝ‬
‫ﺑﻬﺮﻩﺑﺮﺩﺍﺭﻱ ﻫﺴﺘﻨﺪ‪ .‬ﺍﻳﻦ ﻛﻤﭙﺮﺳﻮﺭﻫﺎ ﺩﻭ ﻣﺮﺣﻠﻪ ﺍﻱ ﺑﻮﺩﻩ ﻭ ﻫﺮ ﻣﺮﺣﻠﻪ ﺷﺎﻣﻞ ﺩﻭ ﻋﺪﺩ ﺳﻴﻠﻨﺪﺭ ﻣـﻲﺑﺎﺷـﺪ )ﺷـﻜﻞ ‪ .(۱‬ﺩﺭ ﻫـﺮ ﻳـﻚ ﺍﺯ‬
‫ﻛﻤﭙﺮﺳﻮﺭﻫﺎ ‪ ۶‬ﻋﺪﺩ ﻳﺎﺗﺎﻗﺎﻥ ﺍﺻﻠﻲ ﺩﻳﺪﻩ ﻣﻲﺷﻮﺩ‪ .‬ﻛﻞ ﺳﻴﺴﺘﻢ ﻛﻤﭙﺮﺳﻮﺭ ﺑﻪ ﻳﻚ ﻣﻮﺗﻮﺭ ﺑﺎ ﻗﺪﺭﺕ ‪ ۳۷۰۰‬ﻛﻴﻠﻮ ﻭﺍﺕ ﻣﺘﺼﻞ ﺍﺳﺖ‪.‬‬

‫ﺷﻜﻞ ‪ :۱‬ﻧﻤﺎﻳﻲ ﺍﺯ ﻛﻤﭙﺮﺳﻮﺭ ﻣﻮﺟﻮﺩ ﺩﺭ ﭘﺎﻻﻳﺸﮕﺎﻩ‬

‫ﺍﺳﻔﻨﺪ ‪CMFD 2010, ۱۳۸۸‬‬

‫‪۱۱۳۷‬‬
‫ﻣﻮﺗﻮﺭ ﺑﻪ ﺻﻮﺭﺕ ﻣﺴﺘﻘﻴﻢ ﺑﻪ ﻣﻴﻞﻟﻨﮓ ﻣﺘﺼﻞ ﺷﺪﻩ ﺍﺳﺖ ﻭ ﺑﺎ ﺳﺮﻋﺖ ‪ ۳۰۰‬ﺩﻭﺭ ﺑﺮ ﺩﻗﻴﻘﻪ ﺩﻭﺭﺍﻥ ﻣﻲﻛﻨـﺪ‪ .‬ﻭﺭﻭﺩﻱ ﻛﻤﭙﺮﺳـﻮﺭﻫﺎ ﮔـﺎﺯ‬
‫ﻫﻴﺪﺭﻭﮊﻥ ﺑﺎ ﺩﺭﺟﻪ ﺧﻠﻮﺹ ‪ %۸۰‬ﻣﻲﺑﺎﺷﺪ‪ .‬ﺩﺭ ﻫﺮ ﻣﺮﺣﻠﻪ ﺍﺯ ﺩﻭ ﺳﻴﻠﻨﺪﺭ ﺍﺳﺘﻔﺎﺩﻩ ﻣﻲﺷﻮﺩ‪ .‬ﻓﺸﺎﺭ ﻧﺴﺒﻲ ﻭﺭﻭﺩﻱ ﺑﺮﺍﻱ ﻣﺮﺍﺣﻞ ﺍﻭﻝ ﻭ ﺩﻭﻡ‬
‫ﺑﺘﺮﺗﻴﺐ ﻭ ﺑﻄﻮﺭ ﻣﺘﻮﺳﻂ ﺑﺮﺍﺑﺮ ﺑﺎ ‪ ۴/۲‬ﻭ ‪ ۱۰/۷‬ﺑﺎﺭ ﻭ ﻓﺸﺎﺭ ﻧﺴﺒﻲ ﺧﺮﻭﺟﻲ ﺑﺘﺮﺗﻴﺐ ﻭ ﺑﻄﻮﺭ ﻣﺘﻮﺳﻂ ﺑﺮﺍﺑﺮ ﺑﺎ ‪ ۱۲‬ﻭ ‪ ۲۶‬ﺑـﺎﺭ ﻣـﻲﺑﺎﺷـﺪ‪ .‬ﺍﺯ‬
‫ﺳﻪ ﻛﻤﭙﺮﺳﻮﺭ ﻣﻮﺟﻮﺩ ﻫﻤﺎﺭﻩ ﺩﻭ ﻛﻤﭙﺮﺳﻮﺭ ﺩﺭ ﺣﺎﻝ ﻛﺎﺭ ﺑﻮﺩﻩ ﻭ ﻛﻤﭙﺮﺳﻮﺭ ﺳﻮﻡ ﺩﺭ ﻭﺿﻌﻴﺖ ‪ standby‬ﻗﺮﺍﺭ ﺩﺍﺭﺩ‪.‬‬
‫ﺩﺭ ﺣﺎﻝ ﺣﺎﺿﺮ ﻣﻘﺎﺩﻳﺮ ﺍﺭﺗﻌﺎﺷﺎﺕ ﻧﺴﺒﺘ ًﺎ ﺑﺎﻻﻳﻲ ﺑﺮ ﺭﻭﻱ ﺍﻳﻦ ﻛﻤﭙﺮﺳﻮﺭﻫﺎ ﺛﺒﺖ ﺷﺪﻩ ﺍﺳﺖ ﻛﻪ ﻃﺒﻴﻌﺘ ًﺎ ﺍﻳﻦ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺑﺎﻻ ﻣﻲﺗﻮﺍﻧﺪ ﺳﺒﺐ‬
‫ﺑﺮﻭﺯ ﺧﺮﺍﺑﻲﻫﺎﻳﻲ ﺩﺭ ﻗﻄﻌﺎﺕ ﻛﻤﭙﺮﺳﻮﺭﻫﺎﻱ ﻣﻮﺭﺩ ﺑﺮﺭﺳﻲ ﺷﻮﺩ‪ .‬ﺑﻪ ﻣﻨﻈﻮﺭ ﺟﻠﻮﮔﻴﺮﻱ ﺍﺯ ﻋﻤﻞ ﻛـﺮﺩﻥ ﺳﻴﺴـﺘﻢ ﺣﻔﺎﻇـﺖ ﻛﻤﭙﺮﺳـﻮﺭ ﻭ‬
‫ﺧﺎﻣﻮﺵ ﺷﺪﻥ ﺁﻥ‪ ،‬ﺑﻬﺮﻩﺑﺮﺩﺍﺭ ﻣﺠﺒﻮﺭ ﺑﻪ ﺍﺳﺘﻔﺎﺩﻩ ﺍﺯ ‪ ۸۵‬ﺩﺭﺻﺪ ﻇﺮﻓﻴﺖ ﻣﺎﺷﻴﻦ ﺍﺳﺖ‪ .‬ﺩﺭ ﺍﻳﻦ ﺷﺮﺍﻳﻂ ﻣﻴﺰﺍﻥ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺑﻪ ﺣﺪﻱ ﺍﺳﺖ‬
‫ﻛﻪ ﺍﻧﺪﻛﻲ ﺍﺯ ﺳﻄﺢ ﻫﺸﺪﺍﺭ ﺳﻴﺴﺘﻢ ﻣﺎﻧﻴﺘﻮﺭﻳﻨﮓ ﻧﺼﺐ ﺷﺪﻩ ﺑﺮ ﺭﻭﻱ ﺁﻥ ﺑﺎﻻﺗﺮ ﺍﺳﺖ ﺍﻣـﺎ ﺗـﺎ ﻣﻴـﺰﺍﻥ ﺧﻄـﺮ ﻭ ﻋﻤـﻞ ﻛـﺮﺩﻥ ﺳﻴﺴـﺘﻢ‬
‫ﺣﻔﺎﻇﺖ ﺑﺮﺍﻱ ﺧﺎﻣﻮﺵ ﻛﺮﺩﻥ ﻛﻤﭙﺮﺳﻮﺭﻫﺎ ﻓﺎﺻﻠﻪ ﺩﺍﺭﺩ‪ .‬ﺑﺎ ﺍﻧﺠﺎﻡ ﺗﺴﺘﻬﺎﻱ ﻣﺨﺘﻠﻒ ﺍﺯ ﻋﻤﻜﺮﺩ ﺻﺤﻴﺢ ﺳﻴﺴﺘﻢ ﻣﺎﻧﻴﺘﻮﺭﻳﻨـﮓ ﻭ ﺳﻨﺴـﻮﺭ‬
‫ﻧﺼﺐ ﺷﺪﻩ ﺑﺮ ﺭﻭﻱ ﻣﺎﺷﻴﻦ ﺍﻃﻤﻴﻨﺎﻥ ﺣﺎﺻﻞ ﺷﺪﻩ ﺍﺳﺖ‪.‬‬

‫ﺳﻮﺍﺑﻖ ﻧﮕﻬﺪﺍﺭﻱ ﻭ ﺗﻌﻤﻴﺮﺍﺕ ﻛﻤﭙﺮﺳﻮﺭﻫﺎ‬

‫ﻣﻬﻤﺘﺮﻳﻦ ﻣﻮﺿﻮﻉ ﺩﺭ ﺷﺮﻭﻉ ﺩﺭ ﻫﺮ ﻓﺮﺍﻳﻨﺪ ﻋﻴﺐﻳﺎﺑﻲ ﺑﺮﺭﺳﻲ ﺳﻮﺍﺑﻖ ﺗﻌﻤﻴﺮﺍﺗﻲ ﻭ ﺗﺎﺭﻳﺨﭽﺔ ﻋﻤﻠﻜﺮﺩ ﻣﺎﺷﻴﻦ ﺍﺳﺖ‪ .‬ﺑـﺪﻳﻦ ﻣﻨﻈـﻮﺭ ﻭ ﺑـﺎ‬
‫ﺗﻮﺟﻪ ﺑﻪ ﺍﻃﻼﻋﺎﺕ ﺩﺭﻳـﺎﻓﺘﻲ ﺍﺯ ﺳـﻮﺍﺑﻖ ﺗﻌﻤﻴﺮﺍﺗـﻲ ﻛﻤﭙﺮﺳـﻮﺭﻫﺎ ﻃـﻲ ﻳﻜﺴـﺎﻝ ﺍﺯ ﻣﻬﺮﻣـﺎﻩ ‪ ۸۶‬ﺗـﺎ ﻣﻬﺮﻣـﺎﻩ ‪ ۸۷‬ﺩﻳـﺪﻩ ﻣـﻲﺷـﻮﺩ ﻛـﻪ‬
‫ﻛﻤﭙﺮﺳﻮﺭﻫﺎﻱ ‪ B ، A‬ﻭ ‪ C‬ﺑﻪ ﺗﺮﺗﻴﺐ ‪ ۵۰ ،۸۰‬ﻭ‪ ۷۴‬ﺑﺎﺭ ﻣﻮﺭﺩ ﺗﻌﻤﻴﺮ ﻗﺮﺍﺭ ﮔﺮﻓﺘﻪﺍﻧﺪ‪ .‬ﺩﺭ ﺍﻳﻦ ﻣﻴﺎﻥ ﻛﻤﭙﺮﺳﻮﺭ ‪ A‬ﺩﺍﺭﺍﻱ ﺑﻴﺸـﺘﺮﻳﻦ ﺁﻣـﺎﺭ‬
‫ﺧﺮﺍﺑﻲ ﻭ ﻛﻤﭙﺮﺳﻮﺭ ‪ B‬ﺩﺍﺭﺍﻱ ﻛﻤﺘﺮﻳﻦ ﺁﻣﺎﺭ ﺧﺮﺍﺑﻲ ﺑﻮﺩﻩ ﺍﺳﺖ‪ .‬ﺷﻜﻞ ‪ ۲‬ﺗﻌﺪﺍﺩ ﺭﻭﺯﻫﺎﻱ ﺑﻬﺮﻩﺑﺮﺩﺍﺭﻱ ﻭ ﻣﻴﺰﺍﻥ ﺧﺮﺍﺑﻴﻬﺎ ﺑـﻪ ﺍﺯﺍﻱ ﻫـﺮ ﺭﻭﺯ‬
‫ﻛﺎﺭﻛﺮﺩ ﺍﻳﻦ ﺳﻪ ﻛﻤﭙﺮﺳﻮﺭ ﺭﺍ ﻧﺸﺎﻥ ﻣﻲﺩﻫﺪ‪ .‬ﺷﻜﻞ ‪ ۳‬ﻧﻴﺰ ﺗﻨﻮﻉ ﺧﺮﺍﺑﻲﻫﺎ ﺩﺭ ﻛﻤﭙﺮﻭﺳﻮﺭﻫﺎ ﺭﺍ ﻧﻤﺎﻳﺶ ﻣﻲﺩﻫﺪ‪.‬‬

‫ﺷﻜﻞ‪ :۲‬ﺗﻌﺪﺍﺩ ﺭﻭﺯﻫﺎﻱ ﺩﺭ ﺳﺮﻭﻳﺲ ﻭ ﺗﻌﺪﺍﺩ ﺧﺮﺍﺑﻲ ﺑﻪ ﺍﺯﺍﻱ ﻫﺮ ﺭﻭﺯ ﺩﺭ ﻛﻤﭙﺮﺳﻮﺭﻫﺎ‬

‫ﺩﺭ ﺍﺷﻜﺎﻝ ‪ ۴‬ﺗﺎ ‪ ۶‬ﺛﺒﺖ ﺍﺭﺗﻌﺎﺷﺎﺕ ﻣﺮﺑﻮﻁ ﺑﻪ ﺳﺎﻟﻬﺎﻱ ‪ ۱۳۷۹‬ﺗﺎ ‪ ۱۳۸۷‬ﺑﺮ ﺍﺳﺎﺱ ﻣﻘﺎﺩﻳﺮ ﺍﻧﺪﺍﺯﻩﮔﻴﺮﻱ ﺷﺪﻩ ﺗﻮﺳﻂ ﺳﻨﺴﻮﺭ ﻧﺼﺐ ﺷـﺪﻩ‬
‫ﺑﺮ ﺭﻭﻱ ﻛﻤﭙﺮﺳﻮﺭﻫﺎ ﺍﺭﺍﺋﻪ ﺷﺪﻩ ﺍﺳﺖ‪ .‬ﺍﻳﻦ ﺳﻨﺴﻮﺭﻫﺎ ﻣﻘﺎﺩﻳﺮ ﭘﻴﻚ ﺳﺮﻋﺖ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺭﺍ ﺛﺒﺖ ﻣﻲﻧﻤﺎﻳﻨﺪ‪.‬‬
‫ﺩﺭ ﺻﻮﺭﺗﻲ ﻛﻪ ﺑﺎﺯﺓ ﺯﻣﺎﻧﻲ ﻣﻮﺭﺩ ﻣﻄﺎﻟﻌﻪ ﺭﺍ ﺑﻪ ﺩﻭ ﺑﺎﺯﺓ ﭼﻬﺎﺭ ﺳﺎﻝ ﺍﻭﻝ ﻭ ﭼﻬﺎﺭ ﺳﺎﻝ ﺩﻭﻡ ﺗﻘﺴﻴﻢ ﻛﻨﻴﻢ‪ ،‬ﻣﻄﺎﺑﻖ ﻧﻤﻮﺩﺍﺭﻫﺎﻱ ﺍﺭﺍﺋﻪ ﺷـﺪﻩ‪،‬‬
‫ﻣﻲ ﺗﻮﺍﻥ ﻧﺘﻴﺠﻪ ﮔﺮﻓﺖ ﻛﻪ ﺩﺭ ﻛﻤﭙﺮﺳﻮﺭ ‪ A‬ﻣﺘﻮﺳـﻂ ﺍﺭﺗﻌﺎﺷـﺎﺕ ﺩﺭ ﭼﻬـﺎﺭ ﺳـﺎﻝ ﺩﻭﻡ )‪ (4.84 mm/s‬ﻧﺴـﺒﺖ ﺑـﻪ ﭼﻬـﺎﺭ ﺳـﺎﻝ ﺍﻭﻝ‬
‫)‪ (4.03 mm/s‬ﻣﻘﺪﺍﺭ ‪ 0.81 mm/s‬ﺑﻌﻨﻲ ﺑﻴﺴﺖ ﺩﺭﺻﺪ ﺍﻓﺰﺍﻳﺶ ﺩﺍﺷﺘﻪ ﺍﺳﺖ‪ .‬ﺩﺭ ﻛﻤﭙﺮﺳﻮﺭ ‪ B‬ﻣﺘﻮﺳـﻂ ﺍﺭﺗﻌﺎﺷـﺎﺕ ﺩﺭ ﭼﻬـﺎﺭ ﺳـﺎﻝ‬
‫ﺩﻭﻡ )‪ (5.01 mm/s‬ﻧﺴﺒﺖ ﺑﻪ ﭼﻬﺎﺭ ﺳﺎﻝ ﺍﻭﻝ)‪ (3.85 mm/s‬ﻣﻘـﺪﺍﺭ ‪ 1.16 mm/s‬ﻳﻌﻨـﻲ ﺳـﻲ ﺩﺭﺻـﺪ ﺍﻓـﺰﺍﻳﺶ ﺩﺍﺷـﺘﻪ ﺍﺳـﺖ‪ .‬ﺩﺭ‬
‫ﻛﻤﭙﺮﺳﻮﺭ ‪ C‬ﻣﺘﻮﺳﻂ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺩﺭ ﭼﻬﺎﺭ ﺳﺎﻝ ﺩﻭﻡ )‪ (5.1 mm/s‬ﻧﺴﺒﺖ ﺑﻪ ﭼﻬـﺎﺭ ﺳـﺎﻝ ﺍﻭﻝ )‪ (3.83 mm/s‬ﻣﻘـﺪﺍﺭ ‪1.27 mm/s‬‬
‫ﻳﻌﻨﻲ ﺳﻲ ﻭ ﺳﻪ ﺩﺭﺻﺪ ﺍﻓﺰﺍﻳﺶ ﺩﺍﺷﺘﻪ ﺍﺳﺖ‪.‬‬

‫ﺍﺳﻔﻨﺪ ‪CMFD 2010, ۱۳۸۸‬‬

‫‪۱۱۳۸‬‬
 ‫ﺷﻜﻞ‪ :۳‬ﻟﻴﺴﺖ ﺍﻧﻮﺍﻉ ﺧﺮﺍﺑﻲ ﺩﺭ ﻛﻤﭙﺮﺳﻮﺭﻫﺎ‬

‫ﺷﻜﻞ ‪ :۴‬ﺩﺍﻣﻨﺔ ﭘﻴﻚ ﺳﺮﻋﺖ ﺍﺭﺗﻌﺎﺷﺎﺕ ﻛﻤﭙﺮﺳﻮﺭ ‪ A‬ﺑﺮﺍﻱ ﺳﺎﻟﻬﺎﻱ ‪ ۱۳۷۹‬ﺗﺎ ‪۱۳۸۷‬‬

‫ﺷﻜﻞ ‪ :۵‬ﺩﺍﻣﻨﺔ ﭘﻴﻚ ﺳﺮﻋﺖ ﺍﺭﺗﻌﺎﺷﺎﺕ ﻛﻤﭙﺮﺳﻮﺭ ‪ B‬ﺑﺮﺍﻱ ﺳﺎﻟﻬﺎﻱ ‪ ۱۳۷۹‬ﺗﺎ ‪۱۳۸۷‬‬

‫ﺍﺳﻔﻨﺪ ‪CMFD 2010, ۱۳۸۸‬‬

‫‪۱۱۳۹‬‬
 ‫ﺷﻜﻞ ‪ ۶‬ﺩﺍﻣﻨﺔ ﭘﻴﻚ ﺳﺮﻋﺖ ﺍﺭﺗﻌﺎﺷﺎﺕ ﻛﻤﭙﺮﺳﻮﺭ ‪ C‬ﺑﺮﺍﻱ ﺳﺎﻟﻬﺎﻱ ‪ ۱۳۷۹‬ﺗﺎ ‪۱۳۸۷‬‬

‫ﺑﺎ ﺗﻮﺟﻪ ﺑﻪ ﻣﻮﻗﻌﻴﺖ ﻣﻜﺎﻧﻲ ﺷﻬﺮ ﺑﻨﺪﺭﻋﺒﺎﺱ ﻭ ﮔﺮﻡ ﻭ ﺷﺮﺟﻲ ﺑﻮﺩﻥ ﻫﻮﺍﻱ ﺍﻳﻦ ﺷﻬﺮ ﺩﺭ ﻓﺼﻞ ﺗﺎﺑﺴـﺘﺎﻥ ﻭ ﺍﺧـﺘﻼﻑ ﺩﻣـﺎﻱ ﺷـﺪﻳﺪ ﺑـﺎ‬
‫ﻣﺎﻫﻬﺎﻱ ﭘﺎﻳﺎﻧﻲ ﺳﺎﻝ‪ ،‬ﻳﻜﻲ ﺍﺯ ﭘﺮﺳﺸﻬﺎﻱ ﺑﻮﺟﻮﺩ ﺁﻣﺪﻩ‪ ،‬ﻭﺟﻮﺩ ﺍﺭﺗﺒﺎﻁ ﺑﻴﻦ ﺩﻣﺎ ﻭ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺍﺳﺖ‪ .‬ﺩﺭ ﺍﻳﻦ ﭘﮋﻭﻫﺶ ﺍﻳﻦ ﻣﻮﺿﻮﻉ ﺑﺎ ﺗﻮﺟﻪ‬
‫ﺑﻪ ﻣﻘﺎﺩﻳﺮ ﺍﺭﺗﻌﺎﺷﺎﺗﻲ ﻣﻮﺟﻮﺩ‪ ،‬ﻣﻮﺭﺩ ﺑﺮﺭﺳﻲ ﻗﺮﺍﺭ ﮔﺮﻓﺘﻪ ﺍﺳﺖ‪ .‬ﻭ ﻧﺘﺎﻳﺞ ﺩﺭ ﺟﺪﻭﻝ ‪ ۱‬ﺍﺭﺍﺋﻪ ﮔﺮﺩﻳﺪﻩ ﺍﺳﺖ‪.‬‬
‫ﺑﺎ ﺗﻮﺟﻪ ﺑﻪ ﺟﺪﻭﻝ ‪ ۱‬ﻣﻲﺗﻮﺍﻥ ﺑﻪ ﺍﻳﻦ ﻧﺘﻴﺠﻪ ﺭﺳﻴﺪ ﻛﻪ ﺩﺭ ﻃﻮﻝ ﺳﺎﻝ ﺑﺎ ﺍﻓﺰﺍﻳﺶ ﻭ ﻛﺎﻫﺶ ﺩﻣﺎ ﻧﻮﺳﺎﻥ ﻣﺤﺴﻮﺳـﻲ ﺑـﺮ ﺭﻭﻱ ﺍﺭﺗﻌﺎﺷـﺎﺕ‬
‫ﻛﻤﭙﺮﺳﻮﺭﻫﺎ ﻣﺸﺎﻫﺪﻩ ﻧﻤﻲﺷﻮﺩ ﻓﻘﻂ ﺩﺭ ﺯﻣﺴﺘﺎﻥ ﺑﻪ ﻣﻘﺪﺍﺭ ﺧﻴﻠﻲ ﻛﻤﻲﺍﺯ ﺍﺭﺗﻌﺎﺷﺎﺕ ﻛﺎﺳﺘﻪ ﻣﻲﺷﻮﺩ‪ ،‬ﻭﻟﻲ ﺩﺭ ﺣﺎﻟﺖ ﻛﻠـﻲ ﺑـﻴﻦ ﺩﻣـﺎ ﻭ‬
‫ﺍﺭﺗﻌﺎﺷﺎﺕ ﻛﻤﭙﺮﺳﻮﺭ ﻫﻤﺒﺴﺘﮕﻲ ﻭﻳﮋﻩﺍﻱ ﻭﺟﻮﺩ ﻧﺪﺍﺭﺩ‪.‬‬

‫ﺟﺪﻭﻝ ‪ -۱‬ﻣﻴﺎﻧﮕﻴﻦ ﻓﺼﻠﻲ ﺍﻧﺪﺍﺯﻩ ﺍﺭﺗﻌﺎﺷﺎﺕ‬

‫ﻣﻴﺎﻧﮕﻴﻦ ﻓﺼﻠﻲ ﺍﻧﺪﺍﺯﻩ ﺍﺭﺗﻌﺎﺷﺎﺕ‬

‫ﻛﻤﭙﺮﺳﻮﺭ‬
‫ﺯﻣﺴﺘﺎﻥ‬ ‫ﭘﺎﻳﻴﺰ‬ ‫ﺗﺎﺑﺴﺘﺎﻥ‬ ‫ﺑﻬﺎﺭ‬

‫‪4.8‬‬ ‫‪4.47‬‬ ‫‪4.76‬‬ ‫‪4.6‬‬ ‫‪A‬‬

‫‪4.76‬‬ ‫‪5.47‬‬ ‫‪5.35‬‬ ‫‪5.05‬‬ ‫‪B‬‬
‫‪4.8‬‬ ‫‪5.23‬‬ ‫‪5.58‬‬ ‫‪-‬‬ ‫‪C‬‬

‫ﻋﻼﻭﻩ ﺑﺮ ﺑﺮﺭﺳﻲ ﺍﺛﺮ ﺗﻐﻴﻴﺮﺍﺕ ﺩﻣﺎ ﺑﺮ ﺩﺍﻣﻨﺔ ﺍﺭﺗﻌﺎﺵ ﺩﺭ ﻫﺮ ﺷﺒﺎﻧﻪ ﺭﻭﺯ‪ ،‬ﻣﻴﺰﺍﻥ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺭﻭﺯ ﻭ ﺷﺐ ﻛﻤﭙﺮﺳﻮﺭﻫﺎ ﻧﻴﺰ ﺩﺭ ﺍﻳـﻦ ﭘـﮋﻭﻫﺶ‬
‫ﺑﺮﺍﻱ ﻓﺼﻮﻝ ﻣﺨﺘﻠﻒ ﻣﻮﺭﺩ ﺑﺮﺭﺳﻲ ﻗﺮﺍﺭ ﮔﺮﻓﺘﻪ ﺍﺳﺖ‪ .‬ﺩﺭ ﻣﻮﺭﺩ ﺍﺧﺘﻼﻑ ﺳﻄﺢ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺩﺭ ﺳﺎﻋﺎﺕ ﻣﺨﺘﻠﻒ ﺷـﺒﺎﻧﻪ ﺭﻭﺯ ﻳـﻚ ﺑﺮﺭﺳـﻲ‬
‫ﺁﻣﺎﺭﻱ ﺍﻧﺠﺎﻡ ﮔﺮﺩﻳﺪ‪ .‬ﺩﺭ ﺍﻳﻦ ﺑﺮﺭﺳﻲ ﻛﻪ ﺑﺮ ﺍﺳﺎﺱ ﺳﻄﺢ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺍﻧﺪﺍﺯﻩﮔﻴﺮﻱ ﺷﺪﻩ ﺩﺭ ﻛﻤﭙﺮﺳﻮﺭﻫﺎﻱ ‪ B ،A‬ﻭ ‪ C‬ﺍﻧﺠﺎﻡ ﺷﺪﻩ ﺍﺳـﺖ‪،‬‬
‫ﻣﻴﺎﻧﮕﻴﻦ ﺳﺮﻋﺖ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺛﺒﺖﺷﺪﻩ ﺩﺭ ﺳﺎﻋﺎﺕ ﺭﻭﺯ ﻭ ﺷﺐ ﺑﺎ ﻳﻜﺪﻳﮕﺮ ﻣﻘﺎﻳﺴﻪ ﺷﺪﻩ ﺍﺳﺖ‪ .‬ﻧﺘﺎﻳﺞ ﺍﻳﻦ ﺑﺮﺭﺳﻲﻫﺎ ﻧﺸـﺎﻥ ﻣـﻲﺩﻫـﺪ ﻛـﻪ‬
‫ﻫﻴﭽﮕﻮﻧﻪ ﺍﺧﺘﻼﻑ ﻣﻌﻨﺎﺩﺍﺭﻱ ﻛﻪ ﺣﺎﻛﻲ ﺍﺯ ﺗﻔﺎﻭﺕ ﺳﻄﺢ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺩﺭ ﻃﻮﻝ ﺷﺒﺎﻧﻪﺭﻭﺯ ﺑﺎﺷﺪ‪ ،‬ﻭﺟﻮﺩ ﻧﺪﺍﺭﺩ‪ .‬ﺍﮔـﺮ ﭼـﻪ ﻣﻤﻜـﻦ ﺍﺳـﺖ ﺩﺭ‬
‫ﻣﻮﺭﺩ ﻳﻚ ﻛﻤﭙﺮﺳﻮﺭ‪ ،‬ﺳﻄﺢ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺩﺭ ﻣﺪﺕ ﺯﻣﺎﻥ ﻃﻮﻻﻧﻲ ﺗﻐﻴﻴﺮ ﻛﺮﺩﻩ ﺑﺎﺷﺪ‪ ،‬ﺍﻣﺎ ﻧﻤﻲﺗﻮﺍﻥ ﮔﻔﺖ ﻛـﻪ ﺩﺭ ﻃـﻮﻝ ﺷـﺒﺎﻧﻪﺭﻭﺯ ﺳـﻄﺢ‬
‫ﺍﺭﺗﻌﺎﺷﺎﺕ ﺩﭼﺎﺭ ﺗﻐﻴﻴﺮﺍﺗﻲ ﺷﺪﻩ ﺍﺳﺖ‪.‬‬
‫ﻫﻤﭽﻨﻴﻦ ﺭﺍﺑﻄﺔ ﻣﻴﺎﻥ ﻣﻘﺎﺩﻳﺮ ﺩﻣﺎ ﻭ ﻓﺸﺎﺭ ﻭﺭﻭﺩﻱ‪ -‬ﺧﺮﻭﺟﻲ ﻛﻤﭙﺮﺳﻮﺭ ﻫﺎ ﻭ ﺍﺭﺗﻌﺎﺵ ﺁﻧﻬﺎ‪ ،‬ﺟﻬﺖ ﺑﺮﺭﺳﻲ ﺍﺭﺗﺒﺎﻁ ﻣﻴﺰﺍﻥ ﺍﺭﺗﻌﺎﺵ ﺑﺎ ﺩﻣـﺎ‬
‫ﻭ ﻓﺸﺎﺭ ﻭﺭﻭﺩﻱ – ﺧﺮﻭﺟﻲ ﻣﻮﺭﺩ ﺑﺮﺭﺳﻲ ﻗﺮﺍﺭ ﮔﺮﻓﺖ‪ .‬ﻧﺘﺎﻳﺠﻲ ﺑﻪ ﺷﺮﺡ ﺫﻳﻞ ﺭﺍ ﻣﻲ ﺗﻮﺍﻥ ﺑﻴﺎﻥ ﻧﻤﻮﺩ‪:‬‬
‫ﺍﺭﺗﺒﺎﻁ ﺑﻴﻦ ﺍﺭﺗﻌﺎﺵ ﻭ ﺩﻣﺎﻱ ﻭﺭﻭﺩﻱ – ﺧﺮﻭﺟﻲ‪ :‬ﺑﻪ ﻧﻈﺮ ﻣﻲ ﺭﺳﺪ ﻛﻪ ﻣﺤﺪﻭﺩﻩ ﺩﻣﺎﻱ ﻭﺭﻭﺩﻱ ‪ -‬ﺧﺮﻭﺟﻲ ﻛﻤﭙﺮﺳﻮﺭ ﺗﺎﺛﻴﺮﻱ‬ ‫•‬
‫ﺩﺭ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺁﻥ ﻧﺪﺍﺭﺩ‪ .‬ﺩﺭ ﺧﺼﻮﺹ ﺩﻣﺎﻱ ﺧﺮﻭﺟﻲ ﺩﺭ ﻛﻤﭙﺮﺳﻮﺭ ‪ C‬ﻛﻤﻲ ﻭﺍﺑﺴﺘﮕﻲ ﺧﻄﻲ ﻭﺟﻮﺩ ﺩﺍﺭﺩ ﻛـﻪ ﺑـﺎ ﺍﻓـﺰﺍﻳﺶ ﺩﻣـﺎﻱ‬

‫ﺍﺳﻔﻨﺪ ‪CMFD 2010, ۱۳۸۸‬‬

‫‪۱۱۴۰‬‬
‫ﺧﺮﻭﺟﻲ‪ ،‬ﺍﻓﺰﺍﻳﺶ ﺍﺭﺗﻌﺎﺵ ﻭ ﺑﺎ ﻛﺎﻫﺶ ﺁﻥ‪ ،‬ﻛﺎﻫﺶ ﺍﺭﺗﻌﺎﺵ ﻣﺸﺎﻫﺪﻩ ﻣﻲﺷﻮﺩ)ﺗﻐﻴﻴﺮﺍﺕ ﺑﺎ ﺷﻴﺐ ‪ .(۰.۰۴۵‬ﺍﻟﺒﺘﻪ ﻋﻠﺖ ﺍﻳﻦ ﺍﻣـﺮ ﺭﺍ‬
‫ﻣﻲﺗﻮﺍﻥ ﺍﺯ ﺍﺭﺗﻌﺎﺵ ﻣﺎﺷﻴﻦ ﺩﺍﻧﺴﺖ ﻛﻪ ﻣﻮﺟﺐ ﺍﻓﺰﺍﻳﺶ ﺩﻣﺎﻱ ﺧﺮﻭﺟﻲ ﻣﻲ ﮔﺮﺩﺩ‪.‬‬
‫ﺍﺭﺗﺒﺎﻁ ﺑﻴﻦ ﺍﺭﺗﻌﺎﺵ ﻭ ﻓﺸﺎﺭ ﻭﺭﻭﺩﻱ – ﺧﺮﻭﺟﻲ‪ :‬ﻣﺤﺪﻭﺩﻩ ﺗﻐﻴﻴﺮﺍﺕ ﻓﺸﺎﺭ ﺧﺮﻭﺟﻲ ﺗﺄﺛﻴﺮ ﻣﻌﻨﺎﺩﺍﺭﻱ ﺑﺮ ﻣﻴﺰﺍﻥ ﺍﺭﺗﻌﺎﺵ ﻧـﺪﺍﺭﺩ‬ ‫•‬
‫ﺩﺭ ﻣﻮﺍﺭﺩﻱ ﻛﻪ ﻛﻤﻲ ﻭﺍﺑﺴﺘﮕﻲ ﻣﻴﺎﻥ ﻓﺸﺎﺭ ﻭﺭﻭﺩﻱ ﻭ ﺧﺮﻭﺟﻲ ﻣﺸﺎﻫﺪﻩ ﻣﻲ ﮔﺮﺩﺩ ﻧﺰﺩﻳﻚ ﺷـﺪﻥ ﺑـﻪ ﻓﺸـﺎﺭ ﻭﺭﻭﺩﻱ ‪ -‬ﺧﺮﻭﺟـﻲ‬
‫ﺳﺎﺯﻧﺪﻩ ﺍﺭﺗﻌﺎﺵ ﻛﻤﺘﺮ ﺭﺍ ﻧﺸﺎﻥ ﻣﻲ ﺩﻫﺪ‪.‬‬
‫ﺩﺭ ﺟﺪﻭﻝ ‪ ۲‬ﻣﻘﺎﻳﺴﻪ ﺍﻱ ﺑﻴﻦ ﻣﺘﻮﺳﻂ ﺩﻣﺎﻱ ﻭﺭﻭﺩﻱ ﻭ ﺧﺮﻭﺟﻲ ﻛﻤﭙﺮﺳﻮﺭﻫﺎ ﺩﺭ ﺳﺎﻝ ‪ ۸۶‬ﺑـﺎ ﺩﻣـﺎﻱ ﻭﺭﻭﺩﻱ ﻭ ﺧﺮﻭﺟـﻲ ﻛـﻪ ﺳـﺎﺯﻧﺪﻩ‬
‫ﺗﻮﺻﻴﻪ ﻧﻤﻮﺩﻩ ﺍﺳﺖ ﺍﻧﺠﺎﻡ ﺷﺪﻩ ﺍﺳﺖ‪ .‬ﻫﻤﺎﻧﮕﻮﻧﻪ ﻛﻪ ﻣﻼﺣﻈﻪ ﻣﻲﺷﻮﺩ‪ ،‬ﺩﻣﺎﻱ ﻭﺭﻭﺩﻱ ﻭ ﺧﺮﻭﺟﻲ ﻣﺘﻮﺳﻂ ﻛﻤﭙﺮﺳﻮﺭ ‪ B‬ﺍﻧـﺪﻛﻲ ﺑﻴﺸـﺘﺮ‬
‫ﺍﺯ ﺩﻭ ﻛﻤﭙﺮﺳﻮﺭ ﺩﻳﮕﺮ ﻭ ﻣﻘﺎﺩﻳﺮ ﺗﻮﺻﻴﻪ ﺷﺪﻩ ﺗﻮﺳﻂ ﺳﺎﺯﻧﺪﻩ ﺍﺳﺖ‪ .‬ﺍﻣﺎ ﺩﺭ ﻣﺠﻤﻮﻉ ﺷﺮﺍﻳﻂ ﺑﻬﺮﻩﺑﺮﺩﺍﺭﻱ ﻧﺰﺩﻳﻚ ﺑﻪ ﺷـﺮﺍﻳﻂ ﻣـﻮﺭﺩ ﻧﻈـﺮ‬
‫ﺗﻮﻟﻴﺪ ﻛﻨﻨﺪﻩ ﻣﻲﺑﺎﺷﺪ‪ .‬ﺩﺭ ﺟﺪﻭﻝ ‪ ۳‬ﻧﻴﺰ ﻣﻘﺎﻳﺴﻪ ﺍﻱ ﺑﻴﻦ ﻣﺘﻮﺳﻂ ﻓﺸﺎﺭ ﻭﺭﻭﺩﻱ ﻭ ﺧﺮﻭﺟﻲ ﻛﻤﭙﺮﺳﻮﺭﻫﺎ ﺩﺭ ﺳﺎﻝ ‪ ۸۶‬ﺑﺎ ﻓﺸﺎﺭ ﻭﺭﻭﺩﻱ ﻭ‬
‫ﺧﺮﻭﺟﻲ ﻛﻪ ﺳﺎﺯﻧﺪﻩ ﺗﻮﺻﻴﻪ ﻧﻤﻮﺩﻩ ﺍﺳﺖ ﺍﻧﺠﺎﻡ ﺷﺪﻩ ﺍﺳﺖ‪:‬‬
‫ﻣﻼﺣﻈﻪ ﻣﻲﺷﻮﺩ ﻛﻪ ﻣﺘﻮﺳﻂ ﻓﺸﺎﺭﻫﺎﻱ ﻭﺭﻭﺩﻱ ﻭ ﺧﺮﻭﺟﻲ ﺑﻪ ﻣﻴﺰﺍﻥ ﺍﻧﺪﻛﻲ ﺍﺯ ﺩﺍﺩﻩﻫﺎﻱ ﺫﻛﺮ ﺷﺪﻩ ﺗﻮﺳﻂ ﺳﺎﺯﻧﺪﻩ ﺑﻴﺸﺘﺮ ﻫﺴﺘﻨﺪ ﻭﻟﻲ‬
‫ﺍﻳﻦ ﻣﻘﺪﺍﺭ ﺩﺭ ﻣﻘﺎﻳﺴﻪ ﺑﺎ ﻣﻴﺰﺍﻥ ﻓﺸﺎﺭﻫﺎﻱ ﻭﺭﻭﺩﻱ ﻭ ﺧﺮﻭﺟﻲ ﺍﻧﺪﻙ ﺑﻮﺩﻩ ﻭ ﻗﺎﺑﻞ ﭼﺸﻢﭘﻮﺷﻲ ﺑﻪ ﻧﻈﺮ ﻣﻲﺭﺳﺪ‪.‬‬
‫ﺩﺭ ﻣﻮﺭﺩ ﺳﺎﻳﺮ ﭘﺎﺭﺍﻣﺘﺮﻫﺎﻱ ﺑﻬﺮﻩﺑﺮﺩﺍﻱ ﺑﻪ ﺩﻟﻴﻞ ﻋﺪﻡ ﺍﺭﺍﺋﺔ ﻣﻘﺎﺩﻳﺮ ﺗﻮﺻﻴﻪ ﺷﺪﻩ ﺗﻮﺳﻂ ﺳـﺎﺯﻧﺪﻩ ﻭ ﻳـﺎ ﻋـﺪﻡ ﺛﺒـﺖ ﺩﺍﺩﻩﻫـﺎ ﺩﺭ ﺳﻴﺴـﺘﻢ‬
‫ﺩﺍﺩﻩﺑﺮﺩﺍﺭﻱ ﻓﻌﻠﻲ ﺍﻣﻜﺎﻥ ﻣﻘﺎﻳﺴﻪ ﻭﺟﻮﺩ ﻧﺪﺍﺭﺩ‪.‬‬

‫ﺟﺪﻭﻝ ‪ :۲‬ﻣﻘﺎﻳﺴﺔ ﺩﻣﺎﻱ ﻭﺭﻭﺩﻱ ﻭ ﺧﺮﻭﺟﻲ ﻛﻤﭙﺮﺳﻮﺭﻫﺎ ﺑﺎ ﻣﻘﺎﺩﻳﺮ ﺗﻌﻴﻴﻦ ﺷﺪﻩ ﺗﻮﺳﻂ ﺳﺎﺯﻧﺪﻩ‬

‫ﻣﺘﻮﺳﻂ ﺩﻣﺎﻱ ﻭﺭﻭﺩﻱ‬ ‫ﻣﺘﻮﺳﻂ ﺩﻣﺎﻱ ﺧﺮﻭﺟﻲ ﺳﺎﻝ ‪۸۶‬‬ ‫ﺩﻣﺎﻱ ﺧﺮﻭﺟﻲ ‪Data‬‬ ‫ﺩﻣﺎﻱ ﻭﺭﻭﺩﻱ‬
‫ﺳﺎﻝ ‪۸۶‬‬ ‫‪of Manuf.‬‬ ‫‪Data of Manuf.‬‬
‫‪Comp A‬‬ ‫‪49.77°‬‬ ‫‪113.94°‬‬
‫‪Comp B‬‬ ‫‪50.17°‬‬ ‫‪122.55°‬‬ ‫‪49‬‬ ‫‪111‬‬
‫‪Comp C‬‬ ‫‪48.21°‬‬ ‫‪113.61°‬‬

‫ﺟﺪﻭﻝ ‪ :۳‬ﻣﻘﺎﻳﺴﺔ ﻓﺸﺎﺭ ﻭﺭﻭﺩﻱ ﻭ ﺧﺮﻭﺟﻲ ﻛﻤﭙﺮﺳﻮﺭﻫﺎ ﺑﺎ ﻣﻘﺎﺩﻳﺮ ﺗﻌﻴﻴﻦ ﺷﺪﻩ ﺗﻮﺳﻂ ﺳﺎﺯﻧﺪﻩ‬

‫ﻣﺘﻮﺳﻂ ﻓﺸﺎﺭ ﻭﺭﻭﺩﻱ‬ ‫ﻣﺘﻮﺳﻂ ﻓﺸﺎﺭ ﺧﺮﻭﺟﻲ ﺳﺎﻝ ‪۸۶‬‬ ‫ﻓﺸﺎﺭ ﻣﻜﺶ ‪Data of‬‬ ‫ﻓﺸﺎﺭ ﺧﺮﻭﺟﻲ‬
‫‪bar‬‬
‫ﺳﺎﻝ ‪۸۶‬‬ ‫‪Manuf.‬‬ ‫‪Data of Manuf.‬‬
‫‪Comp A‬‬ ‫‪4.67 bar‬‬ ‫‪26.63 bar‬‬
‫‪Comp B‬‬ ‫‪4.37 bar‬‬ ‫‪26.59 bar‬‬ ‫‪4.13 bar‬‬ ‫‪26.10 bar‬‬
‫‪Comp C‬‬ ‫‪4.4 bar‬‬ ‫‪26.35 bar‬‬

‫ﺍﻧﺪﺍﺯﻩﮔﻴﺮﻱ ﺍﺭﺗﻌﺎﺷﺎﺕ ﻭ ﺁﻧﺎﻟﻴﺰ ﺭﻭﻏﻦ‬

‫ﺑﻪ ﻣﻨﻈﻮﺭ ﺑﺮﺭﺳﻲ ﻭﺿﻌﻴﺖ ﻛﻤﭙﺮﺳﻮﺭﻫﺎﻱ ﻣﻮﺭﺩ ﺑﺮﺭﺳﻲ‪ ،‬ﺍﺭﺗﻌﺎﺷﺎﺕ ﺍﻳﻦ ﻣﺎﺷﻴﻨﻬﺎ ﺩﺭ ﻧﻘﺎﻁ ﻣﺨﺘﻠﻒ ﺍﻧﺪﺍﺯﻩﮔﻴﺮﻱ ﺷﺪﻩ ﻭ ﻣـﻮﺭﺩ ﺑﺮﺭﺳـﻲ‬
‫ﻗﺮﺍﺭ ﮔﺮﻓﺘﻪ ﺍﺳﺖ‪ .‬ﺑﺎ ﺍﺳﺘﻔﺎﺩﻩ ﺍﺯ ﺩﺳﺘﮕﺎﻩ ﺍﺭﺗﻌﺎﺵﺳﻨﺞ ‪ VIBROTEST 60‬ﺑﻪ ﻫﻤﺮﺍﻩ ﺳﻨﺴﻮﺭ ﺷﺘﺎﺏﺳﻨﺞ ﭘﻴﺰﻭﺍﻟﻜﺘﺮﻳﻚ ‪Acceleration‬‬
‫‪ ،Sensor AS – 065‬ﻣﻘﺪﺍﺭ ‪ RMS‬ﺳﺮﻋﺖ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺑﺮ ﺣﺴﺐ ‪ mm/sec‬ﺩﺭ ﭼﻨﺪ ﻧﻮﺑﺖ ﻭ ﺩﺭ ﻧﻘﺎﻁ ﻣﺨﺘﻠﻒ ﻛﻤﭙﺮﺳﻮﺭﻫﺎ ﺍﻧﺪﺍﺯﻩﮔﻴﺮﻱ‬
‫ﺷﺪﻩ ﺍﺳﺖ‪.‬‬
‫ﻃﻴﻒ ﻓﺮﻛﺎﻧﺴﻲ ﺍﺭﺗﻌﺎﺷﺎﺕ ﻳﻚ ﻧﻘﻄﻪ ﺍﺯ ﻛﻤﭙﺮﺳﻮﺭ ‪ C2502A‬ﺑﺮﺍﻱ ﻧﻤﻮﻧﻪ ﺩﺭ ﺷـﻜﻞ ‪ ۷‬ﻧﺸـﺎﻥ ﺩﺍﺩﻩ ﺷـﺪﻩ ﺍﺳـﺖ‪ .‬ﺑـﺎ ﺗﻮﺟـﻪ ﺑـﻪ ﺩﻭﺭ‬
‫ﻛﻤﭙﺮﺳﻮﺭﻫﺎ ﻛﻪ ‪ 300 rpm‬ﺍﺳﺖ‪ ،‬ﻣﻼﺣﻈﻪ ﻣﻲﮔﺮﺩﺩ ﻛﻪ ﻃﻴﻒ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺩﺭ ﻓﺮﻛـﺎﻧﺲ ‪ 5 HZ‬ﻣﻌـﺎﺩﻝ ﺩﻭﺭ ﻛـﺎﺭﻱ ﻭ ﻛﻠﻴـﻪ ﻣﻀـﺎﺭﺏ‬
‫ﺻﺤﻴﺢ ﺁﻥ ﺩﺍﺭﺍﻱ ﭘﻴﻚ ﻫﺎﻳﻲ ﻣﻲﺑﺎﺷﺪ‪ .‬ﻣﻀﺎﺭﺏ ﻣﺘﻌﺪﺩ ﻓﺮﻛﺎﻧﺲ ‪ ۵‬ﻫﺮﺗﺰ ﺩﺭ ﺍﺛﺮ ﮔﺮﻓﺘﻦ ﺗﺒﺪﻳﻞ ﻓﻮﺭﻳﻪ ﺍﺯ ﻳﻚ ﺳﻴﮕﻨﺎﻝ ﻏﻴـﺮ ﺳﻴﻨﻮﺳـﻲ‬
‫ﺍﻳﺠﺎﺩ ﮔﺮﺩﻳﺪﻩ ﺍﺳﺖ‪ .‬ﻣﺎﻫﻴﺖ ﻏﻴﺮ ﺳﻴﻨﻮﺳﻲ ﺍﺭﺗﻌﺎﺷﺎﺕ ﻛﻤﭙﺮﺳﻮﺭ ﺩﺭ ﺷﻜﻞ ‪ ۸‬ﻧﺸﺎﻥ ﺩﺍﺩﻩ ﺷﺪﻩ ﺍﺳﺖ‪ .‬ﺍﻳﻦ ﻣﻮﺿﻮﻉ ﺳﺒﺐ ﻣﻲﮔـﺮﺩﺩ ﻛـﻪ‬

‫ﺍﺳﻔﻨﺪ ‪CMFD 2010, ۱۳۸۸‬‬

‫‪۱۱۴۱‬‬
‫ﺍﺳﺘﻔﺎﺩﻩ ﺍﺯ ﻃﻴﻒ ﻓﺮﻛﺎﻧﺴﻲ ﺑﻪ ﻣﻨﻈﻮﺭ ﻋﻴﺐ ﻳﺎﺑﻲ ﺑﺎ ﺩﺷﻮﺍﺭﻱ ﺭﻭﺑﺮﻭ ﺷﺪﻩ ﻭ ﺍﺳﺘﻔﺎﺩﻩ ﺍﺯ ﺳﻴﮕﻨﺎﻝ ﺯﻣﺎﻧﻲ ﺩﺭ ﺗﺸﺨﻴﺺ ﻋﻴﺐ ﻣﺎﺷﻴﻦﻫـﺎﻱ‬
‫ﺭﻓﺖ ﻭ ﺑﺮﮔﺸﺘﻲ ﭘﻴﺸﻨﻬﺎﺩ ﺷﻮﺩ‪.‬‬

‫ﺷﻜﻞ ‪ :۷‬ﻃﻴﻒ ﻓﺮﮐﺎﻧﺴﯽ ﺍﺭﺗﻌﺎﺷﺎﺕ ﻧﻘﻄﻪ ‪ B1‬ﮐﻤﭙﺮﺳﻮﺭ ‪C2502A‬‬

‫‪1 Shaft‬‬
‫‪Rotation‬‬

‫ﺷﻜﻞ ‪ :۸‬ﺳﻴﮕﻨﺎﻝ ﺯﻣﺎﻧﯽ ﺍﺭﺗﻌﺎﺷﺎﺕ ﻧﻘﻄﻪ ‪ B1‬ﮐﻤﭙﺮﺳﻮﺭ ‪C2502A‬‬

‫ﻃﻴﻒ ﻓﺮﻛﺎﻧﺴﻲ ﺑﺪﺳﺖ ﺁﻣﺪﻩ ﺍﺯ ﺍﺭﺗﻌﺎﺷﺎﺕ‪ ،‬ﻫﻤﺎﻧﮕﻮﻧﻪ ﻛﻪ ﺍﻧﺘﻈﺎﺭ ﻣـﻲﺭﻭﺩ‪ ،‬ﺑـﺎ ﺩﺍﺭﺍ ﺑـﻮﺩﻥ ﻫﻤـﺔ ﻣﻀـﺎﺭﺏ ﺩﻭﺭ ﻛـﺎﺭﻛﺮﺩ ﻧﺸـﺎﻥ ﺩﻫﻨـﺪﺓ‬
‫ﻣﺆﻟﻔﻪﻫﺎﻱ ﺩﻳﻨﺎﻣﻴﻜﻲ ﻃﺒﻴﻌﻲ ﻣﺎﺷﻴﻦﻫﺎﻱ ﺭﻓﺖ ﻭ ﺑﺮﮔﺸﺘﻲ ﻭ ‪ Pulsation‬ﺩﺭ ﻛﻤﭙﺮﺳﻮﺭ ﺍﺳﺖ ﻛﻪ ﺍﻳﻦ ﻣﺴﺄﻟﻪ ﺍﻣﺮﻱ ﻃﺒﻴﻌﻲ ﺍﺳﺖ‪.‬‬
‫ﻭﺟﻮﺩ ﻣﺆﻟﻔﻪﻫﺎﻱ ‪ 1x‬ﻭ ‪ 2x‬ﺍﺯ ﻣﺸﺨﺼﻪﻫﺎﻱ ﻃﺒﻴﻌﻲ ﻫﻤﺔ ﺳﻴﺴﺘﻤﻬﺎﻱ ﺭﻓﺖ ﻭ ﺑﺮﮔﺸﺘﻲ ﻭ ﻧﺎﺷﻲ ﺍﺯ ﻧﺎﺑﺎﻻﻧﺴـﻲ ﺫﺍﺗـﻲ ﺍﻳـﻦ ﺳﻴﺴـﺘﻤﻬﺎ‬
‫ﻣﻲﺑﺎﺷﺪ‪ .‬ﺳﺎﻳﺮ ﻣﻀﺎﺭﺏ ﺩﻭﺭ ﻣﺎﺷﻴﻦ ﻧﻴﺰ ﻧﺎﺷﻲ ﺍﺯ ‪ Pulsation‬ﺩﺭ ﻛﻤﭙﺮﺳﻮﺭ ﺑﻮﺩﻩ ﻭ ﭘﺪﻳﺪﻩﺍﻱ ﻃﺒﻴﻌﻲ ﺩﺭ ﻣﺎﺷﻴﻨﻬﺎﻱ ﺭﻓـﺖ ﻭ ﺑﺮﮔﺸـﺘﻲ‬
‫ﺑﻪ ﺣﺴﺎﺏ ﻣﻲﺁﻳﺪ ]‪ .[۶‬ﺑﻨﺎﺑﺮﺍﻳﻦ ﺗﺸﺨﻴﺺ ﻋﻴﺐ ﺑﺎ ﺍﺳﺘﻔﺎﺩﻩ ﺍﺯ ﺍﻳﻦ ﺳﻴﮕﻨﺎﻝ ﺑﺴﻴﺎﺭ ﺩﺷﻮﺍﺭ ﺑﻮﺩﻩ ﻭ ﺍﻃﻼﻋﺎﺕ ﭼﻨﺪﺍﻥ ﻣﻔﻴﺪﻱ ﺍﺯ ﺁﻧﺎﻟﻴﺰ ﺁﻥ‬
‫ﻗﺎﺑﻞ ﺣﺼﻮﻝ ﻧﻴﺴﺖ‪ .‬ﻣﻀﺎﻓﺎً ﺍﻳﻨﻜﻪ ﺗﺎﺭﻳﺨﭽﺔ ﺩﻗﻴﻖ ﺍﺯ ﻃﻴﻔﻬﺎﻱ ﻓﺮﻛﺎﻧﺴﻲ ﺍﺭﺗﻌﺎﺷﻲ ﻣﺎﺷﻴﻦ ﭘﻴﺶ ﺍﺯ ﺍﻓﺰﺍﻳﺶ ﺍﺭﺗﻌﺎﺷـﺎﺕ ﺑﻌﻨـﻮﺍﻥ ﻣﺮﺟـﻊ‬
‫ﻣﻘﺎﻳﺴﻪ ﻣﻮﺟﻮﺩ ﻧﻴﺴﺖ ﺗﺎ ﺑﺎ ﻣﻘﺎﻳﺴﺔ ﺁﻧﻬﺎ ﺑﺘﻮﺍﻥ ﺭﺷﺪ ﺍﺣﺘﻤﺎﻟﻲ ﺩﺭ ﻳﻜﻲ ﺍﺯ ﻣﻀﺎﺭﺏ ﺩﻭﺭ ﺭﺍ ﺗﺸﺨﻴﺺ ﺩﺍﺩ‪.‬‬
‫ﺳﻴﮕﻨﺎﻝ ﺯﻣﺎﻧﻲ ﺍﺭﺗﻌﺎﺷﺎﺕ ﻧﻴﺰ ﺑﺪﻟﻴﻞ ﻋﺪﻡ ﻭﺟﻮﺩ ﺳﺎﺑﻘﺔ ﻣﻨﺎﺳﺐ ﺍﺯ ﺍﻳـﻦ ﺳـﻴﮕﻨﺎﻝ ﺩﺭ ﺩﻭﺭﺓ ﻛـﺎﺭﻛﺮﺩ ﻣﺎﺷـﻴﻦ ﻭ ﺑﺨﺼـﻮﺹ ﺩﺭ ﺍﺑﺘـﺪﺍﻱ‬
‫ﺭﺍﻩﺍﻧﺪﺍﺯﻱ ﻭ ﺷﺮﺍﻳﻂ ﻛﺎﺭﻛﺮﺩ ﺑﺤﺮﺍﻧﻲ‪ ،‬ﺑﻪ ﻫﻤﻴﻦ ﺷﻜﻞ ﻣﻮﺟﻮﺩ ﻗﺎﺑﻞ ﺍﺳﺘﻔﺎﺩﻩ ﻧﻤﻲﺑﺎﺷﺪ‪ .‬ﻣﻀﺎﻓﺎً ﺍﻳﻨﻜـﻪ ﺗﺤﻠﻴـﻞ ﺳـﻴﮕﻨﺎﻝ ﺯﻣـﺎﻧﻲ ﺑـﺪﻭﻥ‬
‫ﻭﺟﻮﺩ ‪ Multievenet keyphasor‬ﻣﻔﻬﻮﻣﻲ ﻧﺪﺍﺭﺩ ﻭ ﺗﻨﻬﺎ ﺩﺭ ﺣﻀﻮﺭ ﺍﻳﻦ ﺍﺑﺰﺍﺭ ﺍﺳﺖ ﻛﻪ ﺗﺤﻠﻴﻞ ﺳﻴﮕﻨﺎﻝ ﺯﻣﺎﻧﻲ ﻣﻔﻬﻮﻡ ﺍﻣﻜـﺎﻥ ﭘـﺬﻳﺮ‬

‫ﺍﺳﻔﻨﺪ ‪CMFD 2010, ۱۳۸۸‬‬

‫‪۱۱۴۲‬‬
‫ﺧﻮﺍﻫﺪ ﺑﻮﺩ‪ .‬ﺳﺎﻳﺮ ﺍﺑﺰﺍﺭﻫﺎﻱ ﻣﻔﻴﺪ ﺩﺭ ﻋﻴﺐﻳﺎﺑﻲ ﻛﻤﭙﺮﺳﻮﺭﻫﺎﻱ ﺭﻓـﺖ ﻭ ﺑﺮﮔﺸـﺘﻲ ﻧﻴـﺰ ﻧﻈﻴـﺮ ﻣﻨﺤﻨـﻲ ‪ P-V‬ﻟﺤﻈـﻪﺍﻱ ﻧﻴـﺰ ﺩﺭ ﻣـﻮﺭﺩ‬
‫ﻛﻤﭙﺮﺳﻮﺭﻫﺎﻱ ﻣﻮﺭﺩ ﺑﺤﺚ ﻣﻮﺟﻮﺩ ﻧﻴﺴﺖ‪.‬‬
‫ﺩﺭ ﻫﺮﻳﻚ ﺍﺯ ﻛﻤﭙﺮﺳﻮﺭﻫﺎ ﺍﺯ ﺳﻪ ﻣﺤﻞ ﻭ ﺩﺭ ﭼﻨﺪ ﻧﻮﺑﺖ ﻧﻤﻮﻧﺔ ﺭﻭﻏﻦ ﻧﻴﺰ ﮔﺮﻓﺘﻪ ﺷﺪﻩ ﺍﺳﺖ‪ .‬ﺍﺯ ﺁﻧﺠﺎ ﮐـﻪ ﺩﺭ ﺍﻳـﻦ ﻛﻤﭙﺮﺳـﻮﺭﻫﺎ ﻣﻴـﺰﺍﻥ‬
‫ﺳﺮﺭﻳﺰ ﺭﻭﻏﻦ ﺩﺍﺭﺍﯼ ﺭﻭﺍﻝ ﺧﺎﺻﯽ ﻧﻤﻲﺑﺎﺷﺪ ﻭ ﺑﺎ ﮐﺎﻫﺶ ﻣﻴﺰﺍﻥ ﺳﻄﺢ ﺭﻭﻏﻦ ﺑﻬﺮﻩ ﺑﺮﺩﺍﺭ ﺍﻗﺪﺍﻡ ﺑﻪ ﺍﺿﺎﻓﻪ ﻧﻤﻮﺩﻥ ﺭﻭﻏﻦ ﻣﻲﻧﻤﺎﻳﺪ ﺩﺭ ﮐﻞ‬
‫ﻧﻤﻲﺗﻮﺍﻥ ﻣﻴﺰﺍﻥ ﮐﺎﻫﺶ ﻭ ﺍﻓﺰﺍﻳﺶ ﻋﻨﺎﺻﺮ ﺳﺎﻳﻨﺪﻩ ﻭ ‪ ...‬ﺭﺍ ﻣﻮﺭﺩ ﺑﺮﺭﺳﯽ ﻗﺮﺍﺭ ﺩﺍﺩ‪ .‬ﻧﺘﺎﻳﺞ ﺑﺪﺳﺖ ﺁﻣﺪﻩ ﺍﺯ ﺁﻧﺎﻟﻴﺰ ﺭﻭﻏﻦ‪ ،‬ﻧﺸﺎﻥ ﺍﺯ ﻃﺒﻴﻌـﻲ‬
‫ﺑﻮﺩﻥ ﻧﻤﻮﻧﻪﻫﺎ ﺩﺍﺭﺩ ﻭ ﻋﻴﺐ ﺧﺎﺻﻲ ﺭﺍ ﻛﻪ ﺑﺎ ﻓﺮﺁﻳﻨﺪ ﺁﻧﺎﻟﻴﺰ ﺭﻭﻏﻦ ﻗﺎﺑﻞ ﺗﺸﺨﻴﺺ ﺑﺎﺷﺪ‪ ،‬ﻧﺸﺎﻥ ﻧﻤﻲﺩﻫﺪ‪.‬‬

‫ﺩﻻﻳﻞ ﻣﺤﺘﻤﻞ ﺑﺮﺍﻱ ﺑﺎﻻ ﺑﻮﺩﻥ ﺳﻄﺢ ﺍﺭﺗﻌﺎﺷﺎﺕ‬

‫ﻼ ﻧﻴﺰ ﺍﺷﺎﺭﻩ ﺷﺪ‪ ،‬ﻳﻜﻲ ﺍﺯ ﻣﺸﻜﻼﺕ ﻋﻤـﺪﺓ ﻛﻤﭙﺮﺳـﻮﺭﻫﺎﻱ ﺭﻓـﺖ ﻭ ﺑﺮﮔﺸـﺘﻲ‪ ،‬ﻭﺟـﻮﺩ ﺍﺭﺗﻌﺎﺷـﺎﺕ ﺑـﺎﻻ ﺩﺭ ﺁﻥﻫﺎﺳـﺖ‪.‬‬ ‫ﻫﻤﺎﻧﮕﻮﻧﻪ ﻛﻪ ﻗﺒ ً‬
‫ﻫﻤﺎﻧﻄﻮﺭ ﻛﻪ ﺫﻛﺮ ﮔﺮﺩﻳﺪ‪ ،‬ﺑﺨﺶ ﻗﺎﺑﻞﺗﻮﺟﻬﻲ ﺍﺯ ﺍﻳﻦ ﺍﺭﺗﻌﺎﺷﺎﺕ ﻣﺮﺑﻮﻁ ﺑﻪ ﺭﻓﺖ ﻭ ﺑﺮﮔﺸﺘﻲ ﺑﻮﺩﻥ ﺍﻳﻦ ﻛﻤﭙﺮﺳﻮﺭﻫﺎ ﻣﻲﺑﺎﺷـﺪ‪ .‬ﺩﺭ ﻛﻨـﺎﺭ‬
‫ﺍﻳﻦ ﺍﻣﺮ‪ ،‬ﻣﻤﻜﻦ ﺍﺳﺖ ﻛﻪ ﺧﺮﺍﺑﻲﻫﺎﻱ ﺩﻳﮕﺮﻱ ﺑﺎﻋﺚ ﺍﻓﺰﺍﻳﺶ ﺳﻄﺢ ﺍﺭﺗﻌﺎﺷﺎﺕ ﻧﺴﺒﺖ ﺑﻪ ﺣﺎﻟﺖ ﻋﺎﺩﻱ ﮔﺮﺩﻧﺪ‪ .‬ﺑﺮ ﺍﺳﺎﺱ ﻣﺮﺍﺟﻊ ﻣﻮﺟـﻮﺩ‬
‫ﺩﺭ ﻣﻮﺭﺩ ﻛﻤﭙﺮﺳﻮﺭﻫﺎﻱ ﺭﻓﺖ ﻭ ﺑﺮﮔﺸﺘﻲ‪ ،‬ﻭﺟﻮﺩ ﺳﻄﺢ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺑﺎﻻ ﺩﺭ ﻛﻤﭙﺮﺳﻮﺭﻫﺎﻱ ﺭﻓﺖ ﻭ ﺑﺮﮔﺸﺘﻲ ﻣﻲﺗﻮﺍﻧﺪ ﺍﺯ ﻋﻮﺍﻣﻞ ﺯﻳﺮ ﻧﺎﺷـﻲ‬
‫ﺷﻮﺩ ][‪:‬‬
‫‪ .۱‬ﺑﺎﻻﺑﻮﺩﻥ ﺑﻴﺶ ﺍﺯ ﺣﺪ ﻧﺮﻣﺎﻝ ﻓﺸﺎﺭ ﺗﺨﻠﻴﻪ‬
‫‪ .۲‬ﺷﻞ ﺑﻮﺩﻥ ﭘﻴﭻﻫﺎﻱ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ‬
‫‪ .۳‬ﻛﻮﭼﻚ ﺑﻮﺩﻥ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﻭ ﻳﺎ ﻧﺪﺍﺷﺘﻦ ﺍﺳﺘﺤﻜﺎﻡ ﻻﺯﻡ‬
‫‪ .۴‬ﻳﻜﻨﻮﺍﺧﺖ ﻧﺒﻮﺩﻥ ﺳﻔﺘﻲ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﺩﺭ ﻧﻘﺎﻁ ﻣﺨﺘﻠﻒ‬
‫‪ .۵‬ﻋﺪﻡ ﻫﻢﺗﺮﺍﺯﻱ ﻛﻤﭙﺮﺳﻮﺭ‬
‫‪ .۶‬ﺷﻞ ﺑﻮﺩﻥ ﺍﺟﺰﺍﺀ ﮔﺮﺩﻧﺪﻩ ﺑﺮ ﺭﻭﻱ ﺷﻔﺖ‬
‫‪ .۷‬ﻟﻮﻟﻪﻫﺎ ﺑﺼﻮﺭﺕ ﻧﺎﻣﻨﺎﺳﺐ ﻣﻬﺎﺭ ﺷﺪﻩ ﺍﻧﺪ‪.‬‬
‫‪ .۸‬ﭼﺮﺥ ﻃﻴﺎﺭ ﺑﺮ ﺭﻭﻱ ﺭﻭﺗﻮﺭ ﺁﺯﺍﺩﻱ ﺣﺮﻛﺖ ﺩﺍﺭﺩ‪.‬‬
‫‪ .۹‬ﺳﺮﻋﺖ ﻛﺎﺭﻱ ﺑﻴﺶ ﺍﺯ ﺣﺪ ﻣﺠﺎﺯ ﺍﺳﺖ‪.‬‬
‫‪ .۱۰‬ﺍﺳﺘﻔﺎﺩﻩ ﺍﺯ ‪ V-belt‬ﻳﺎ ﻭﺟﻮﺩ ﻋﺪﻡ ﻫﻤﺮﺍﺳﺘﺎﻳﻲ‬
‫‪ .۱۱‬ﺧﺮﺍﺑﻲ ‪unloader‬‬
‫ﺑﺎ ﺗﻮﺟﻪ ﺑﻪ ﺷﺮﺍﻳﻂ ﺣﺎﻝ ﺣﺎﺿﺮ ﻛﻤﭙﺮﺳﻮﺭﻫﺎ ﻭ ﺷﺮﺍﻳﻂ ﻛﺎﺭﻱ ﺁﻥﻫﺎ‪ ،‬ﻫﻤﺔ ﻋﻮﺍﻣﻞ ﻓﻮﻕ ﻣﻲﺗﻮﺍﻧﻨﺪ ﺩﺭ ﺍﻳﺠﺎﺩ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺑﺎﻻ ﺩﺧﻴﻞ ﺑﺎﺷـﻨﺪ‪.‬‬
‫ﺑﺎﻳﺪ ﺗﻮﺟﻪ ﺩﺍﺷﺖ ﻛﻪ ﺗﻌﻴﻴﻦ ﺩﻗﻴﻖ ﻋﻠﻞ ﺧﺮﺍﺑﻲ ﻧﻴﺎﺯﻣﻨﺪ ﺑﺮﺭﺳﻲ ﺩﻗﻴﻖ ﻫﺮ ﻳﻚ ﺍﺯ ﻋﻮﺍﻣﻞ ﻓﻮﻕ ﺑﺮ ﺍﺳـﺎﺱ ﺷـﻮﺍﻫﺪ ﻭ ﺁﻣﺎﺭﻫـﺎﻱ ﻣﻮﺟـﻮﺩ‬
‫ﺍﺳﺖ‪.‬‬
‫ﺑﺎ ﺗﻮﺟﻪ ﺑﻪ ﺷﺮﺍﻳﻂ ﺣﺎﻝ ﺣﺎﺿﺮ ﻛﻤﭙﺮﺳﻮﺭﻫﺎ ﻭ ﺷﻮﺍﻫﺪ ﺑﺪﺳﺖ ﺁﻣﺪﻩ ﻣﻲﺗﻮﺍﻥ ﺩﺭ ﻣﻮﺭﺩ ﻋﻮﺍﻣﻞ ﻓﻮﻕ ﺑﻪ ﺟﻤﻊﺑﻨﺪﻱ ﺭﺳـﻴﺪ‪ .‬ﺑـﺎ ﺗﻮﺟـﻪ ﺑـﻪ‬
‫ﺍﻳﻨﻜﻪ ﺷﺮﺍﻳﻂ ﺑﻬﺮﻩﺑﺮﺩﺍﺭﻱ ﻛﻤﭙﺮﺳﻮﺭﻫﺎ ﻧﺮﻣﺎﻝ ﺍﺳﺖ‪ ،‬ﻋﺎﻣﻞ ﺍﻭﻝ ﻣﻨﺘﻔﻲ ﺧﻮﺍﻫﺪ ﺑﻮﺩ‪ .‬ﻃﺒﻴﻌﻲ ﺑﻮﺩﻥ ﻃﻴـﻒ ﻓﺮﻛﺎﻧﺴـﻲ ﺍﺭﺗﻌﺎﺷـﺎﺕ ﻭ ﻧﻴـﺰ‬
‫ﻋﺪﻡ ﺗﺄﺛﻴﺮ ﭘﺬﻳﺮﻱ ﺩﺍﻣﻨﺔ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺍﺯ ﺗﻌﻤﻴﺮﺍﺕ ﺩﻭﺭﻩﺍﻱ ﺑﺎﻋﺚ ﺣﺬﻑ ﺷـﺪﻥ ﻣـﻮﺍﺭﺩ ‪ ۵‬ﻭ ‪ ۶‬ﺍﺯ ﻋﻮﺍﻣـﻞ ﻣـﺆﺛﺮ ﺩﺭ ﺍﺭﺗﻌﺎﺷـﺎﺕ ﻛﻤﭙﺮﺳـﻮﺭ‬
‫ﻣﻲﮔﺮﺩﺩ‪ .‬ﺍﺯ ﺁﻧﺠﺎ ﻛﻪ ﺩﺍﻣﻨﺔ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺑﺮ ﺭﻭﻱ ﺑﺪﻧﺔ ﻛﻤﭙﺮﺳﻮﺭ ﻭ ﺩﻭﺭ ﺍﺯ ﻟﻮﻟﻪﻫﺎ ﺑﺎﻻ ﻣﻲﺑﺎﺷﺪ‪ ،‬ﻋﺪﻡ ﻣﻬﺎﺭ ﺑﻨﺪﻱ ﻣﻨﺎﺳﺐ ﻟﻮﻟﻪﻫﺎ ﻧﻴﺰ ﻣﻨﺠﺮ‬
‫ﺑﻪ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺑﺎﻻ ﺩﺭ ﺍﻳﻦ ﻗﺴﻤﺖ ﻧﺨﻮﺍﻫﺪ ﺷﺪ‪ .‬ﻣﺠﺪﺩﺍً‪ ،‬ﻧﺮﻣﺎﻝ ﺑﻮﺩﻥ ﻃﻴﻒ ﻓﺮﻛﺎﻧﺴﻲ ﺍﺭﺗﻌﺎﺷﺎﺕ ﻭ ﻋﺪﻡ ﺗﺄﺛﻴﺮ ﭘﺬﻳﺮﻱ ﺩﺍﻣﻨﺔ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺍﺯ‬
‫ﺗﻌﻤﻴﺮﺍﺕ ﺩﻭﺭﻩﺍﻱ ﻧﺸﺎﻥ ﻣﻲﺩﻫﺪ ﻛﻪ ﭼﺮﺥ ﻃﻴﺎﺭ ﺑﺮ ﺭﻭﻱ ﻣﺤﻮﺭ ﺁﺯﺍﺩﻱ ﺣﺮﻛﺖ ﻳﺎ ﻟﻘﻲ ﺩﻳﻨﺎﻣﻴﻜﻲ ﻧﺪﺍﺭﺩ‪ .‬ﺷﺮﺍﻳﻂ ﻃﺒﻴﻌـﻲ ﺑﻬـﺮﻩﺑـﺮﺩﺍﺭﻱ‬
‫ﻛﻤﭙﺮﺳﻮﺭ ﻧﻴﺰ ﻧﺸﺎﻥ ﻣﻲﺩﻫﺪ ﻛﻪ ﺳﺮﻋﺖ ﻛﺎﺭﻱ ﻛﻤﭙﺮﺳﻮﺭ ﻧﺮﻣﺎﻝ ﺍﺳﺖ‪ .‬ﺩﺭ ﻧﻬﺎﻳﺖ ﺩﻭ ﻣـﻮﺭﺩ ﺁﺧـﺮ ﻧﻴـﺰ ﺑـﺪﻟﻴﻞ ﻃﺒﻴﻌـﻲ ﺑـﻮﺩﻥ ﻃﻴـﻒ‬
‫ﻓﺮﻛﺎﻧﺴﻲ ﺍﺭﺗﻌﺎﺷﺎﺕ ﻭ ﻋﺪﻡ ﺗﺄﺛﻴﺮ ﭘﺬﻳﺮﻱ ﺩﺍﻣﻨﺔ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺍﺯ ﺗﻌﻤﻴﺮﺍﺕ ﺩﻭﺭﻩﺍﻱ ﻣﻨﺘﻔﻲ ﺧﻮﺍﻫﻨﺪ ﺑﻮﺩ‪.‬‬
‫ﺑﻨﺎﺑﺮﺍﻳﻦ ﺑﺎ ﺗﻮﺟﻪ ﺑﻪ ﺷﻮﺍﻫﺪ ﻣﻮﺟﻮﺩ ﺗﻨﻬﺎ ﺩﻻﻳﻠﻲ ﻛﻪ ﻣﻲﺗﻮﺍﻧﻨﺪ ﻣﻨﺠﺮ ﺑﻪ ﺍﻓﺰﺍﻳﺶ ﺗﺪﺭﻳﺠﻲ ﺩﺍﻣﻨﺔ ﺍﺭﺗﻌﺎﺷﺎﺕ ﮔﺮﺩﻧﺪ‪ ،‬ﻣﺘـﺄﺛﺮ ﺍﺯ ﺗﻌﻤﻴـﺮﺍﺕ‬
‫ﺩﻭﺭﻩﺍﻱ ﻧﺒﺎﺷﻨﺪ ﻭ ﺗﻐﻴﻴﺮﺍﺕ ﻛﻴﻔﻲ ﺩﺭ ﻃﻴﻒ ﻓﺮﻛﺎﻧﺴﻲ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺍﻳﺠﺎﺩ ﻧﻜﻨﻨﺪ ﻋﻮﺍﻣﻞ ﻣﺮﺗﺒﻂ ﺑـﺎ ﻧﺼـﺐ ﻛﻤﭙﺮﺳـﻮﺭ ﻭ ﺑﺼـﻮﺭﺕ ﺧـﺎﺹ‬

‫ﺍﺳﻔﻨﺪ ‪CMFD 2010, ۱۳۸۸‬‬

‫‪۱۱۴۳‬‬
‫ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﺁﻥ ﻣﻲﺑﺎﺷﺪ‪ .‬ﺑﺎ ﺗﻮﺟﻪ ﺑﻪ ﺍﻳﻨﻜﻪ ﻣﺸﺎﻫﺪﺍﺕ ﺑﺼﺮﻱ ﺗﺮﻛﻬﺎﻳﻲ ﺭﺍ ﺩﺭ ﺳﻄﺢ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﻧﺸﺎﻥ ﻣﻲﺩﻫﺪ‪ ،‬ﺑﻪ ﻧﻈﺮ ﻣـﻲﺭﺳـﺪ ﻛـﻪ‬
‫ﺧﺮﺍﺑﻲ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﻣﺤﺘﻤﻞﺗﺮﻳﻦ ﻋﻠﺖ ﺩﺭ ﺍﺭﺗﻌﺎﺷﺎﺕ ﻛﻤﭙﺮﺳﻮﺭ ﺑﺎﺷﺪ‪ .‬ﺩﺭ ﺍﺩﺍﻣﻪ ﺑﻪ ﺑﺮﺳﻲ ﺑﻴﺸﺘﺮ ﺍﻳﻦ ﻣﻮﺿﻮﻉ ﻭ ﺍﺭﺍﺋﺔ ﻣﺴﺘﻨﺪﺍﺕ ﻻﺯﻡ ﺩﺭ‬
‫ﺍﻳﻦ ﺧﺼﻮﺹ ﭘﺮﺩﺍﺧﺘﻪ ﻣﻲﺷﻮﺩ‪.‬‬

‫ﺍﺭﺯﻳﺎﺑﻲ ﻋﻤﻠﻜﺮﺩ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ‬

‫ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﺩﺭ ﮐﻤﭙﺮﺳﻮﺭﻫﺎﯼ ﺭﻓﺖ ﻭ ﺑﺮﮔﺸﺘﯽ ﺑﺨﺶ ﺟﺪﺍﻳﯽ ﻧﺎﭘﺬﻳﺮ ﺍﺯ ﺳﺎﺧﺘﺎﺭ ﺳﻴﺴﺘﻢ ﻣﯽﺑﺎﺷﺪ‪ .‬ﺩﺭ ﺑﺴﻴﺎﺭﯼ ﺍﺯ ﺣﺎﻻﺕ‪ ،‬ﻓﻮﻧﺪﺍﺳـﻴﻮﻥ‬
‫ﻣﯽﺑﺎﻳﺴﺖ ﺳﺨﺘﯽ ﺟﺎﻧﺒﯽ ﺍﺿﺎﻓﯽ ﺑﺮﺍﯼ ﻓﺮﻳﻢ ﮐﻤﭙﺮﺳﻮﺭ ﺍﻳﺠﺎﺩ ﻧﻤﺎﻳﺪ ﺗﺎ ﻧﻴﺮﻭﻫﺎ ﻭ ﻣﻤﺎﻥ ﻫﺎﯼ ﺗﻮﻟﻴﺪ ﺷﺪﻩ ﺗﻮﺳـﻂ ﮐﻤﭙﺮﺳـﻮﺭ ﺭﺍ ﺗﺤﻤـﻞ‬
‫ﻧﻤﺎﻳﺪ‪ .‬ﺧﺮﺍﺑﯽ ﺩﺭ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﻣﯽ ﺗﻮﺍﻧﺪ ﻣﻨﺠﺮ ﺑﻪ ﺗﻔﺎﻭﺕ ﺍﻧﺤﺮﺍﻑ ﺧﻤﺸﯽ ﻓﺮﻳﻢ ﺑﻴﻦ ﻳﺎﺗﺎﻗﺎﻥﻫﺎﯼ ﺍﺻـﻠﯽ ﻭ ﺩﺭ ﻧﺘﻴﺠـﻪ ﺍﻳﺠـﺎﺩ ﭘﺘﺎﻧﺴـﻴﻞ‬
‫ﺧﺮﺍﺑﯽ ﺩﺭ ﻣﻴﻞ ﻟﻨﮓ ﻭ ﺳﺎﻳﺮ ﻗﻄﻌﺎﺕ ﺷﻮﺩ‪ .‬ﺑﻨﺎﺑﺮﺍﻳﻦ‪ ،‬ﻗﺎﺑﻠﻴﺖ ﺍﻃﻤﻴﻨﺎﻥ ﺑﺎﻻ ﺩﺭ ﻣﺎﺷﻴﻦﻫﺎﯼ ﺭﻓﺖ ﻭ ﺑﺮﮔﺸﺘﯽ ﺗﺎ ﺣﺪ ﺯﻳـﺎﺩﯼ ﻭﺍﺑﺴـﺘﻪ ﺑـﻪ‬
‫ﻭﺟﻮﺩ ﺳﻴﺴﺘﻢ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﻭ ﭘﻴﭻ ﻟﻨﮕﺮ ﻫﺎﯼ ﺑﯽ ﻋﻴﺐ ﻭ ﻧﻘﺺ ﻣﯽﺑﺎﺷﺪ‪.‬‬
‫ﺩﺭ ﺍﻳﻦ ﺑﺨﺶ ﺭﻭﺷﯽ ﮐﻪ ﺑﺎ ﺍﺳﺘﻔﺎﺩﻩ ﺍﺯﺗﮑﻨﻴﮏ ﻫﺎﯼ ﺍﻧﺪﺍﺯﻩﮔﻴﺮﯼ ﺳﺎﺩﻩ ﺍﺭﺗﻌﺎﺷﺎﺕ ﻣﯽ ﺗﻮﺍﻥ ﺑﻪ ﺧﺮﺍﺑﯽ ﺩﺭ ﺳﻴﺴـﺘﻢ ﻓﻮﻧﺪﺍﺳـﻴﻮﻥ ﻭ ﭘـﻴﭻ‬
‫ﻟﻨﮕﺮﻫﺎ ﭘﯽ ﺑﺮﺩ‪ ،‬ﺍﺭﺍﺋﻪ ﻣﯽﮔﺮﺩﺩ‪ .‬ﺍﻃﻼﻋﺎﺕ ﮐﻪ ﻧﺸﺎﻥ ﺩﻫﻨﺪﺓ ﭼﻨﺪﻳﻦ ﻧﻮﻉ ﻣﺨﺘﻠﻒ ﺧﺮﺍﺑﯽ ﮐﻪ ﻗﺎﺑﻞ ﺗﺸﺨﻴﺺ ﻫﺴﺘﻨﺪ ﺁﻭﺭﺩﻩ ﺷﺪﻩ ﺍﺳـﺖ‪.‬‬
‫ﺑﺎ ﺍﺳﺘﻔﺎﺩﻩ ﺍﺯ ﺍﻳﻦ ﺍﻃﻼﻋﺎﺕ ﻭ ﺗﺸﺨﻴﺺ ﺧﺮﺍﺑﯽ ﺍﻣﮑﺎﻥ ﺗﻌﻤﻴﺮ ﻣﺨﺘﺼﺮ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﻭ ﺩﺭ ﻧﺘﻴﺠﻪ ﺍﻓﺰﺍﻳﺶ ﻋﻤـﺮ ﮐﻤﭙﺮﺳـﻮﺭ ﻭ ﻓﻮﻧﺪﺍﺳـﻴﻮﻥ‬
‫ﺍﻣﮑﺎﻥ ﭘﺬﻳﺮ ﺷﺪ‪.‬‬
‫ﺩﻭ ﺗﮑﻨﻴﮏ ﺍﻧﺪﺍﺯﻩ ﮔﻴﺮﯼ ﺑﺮﺍﯼ ﺍﺭﺯﻳﺎﺑﯽ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﮐﻤﭙﺮﺳﻮﺭﻫﺎﯼ ﺭﻓﺖ ﻭ ﺑﺮﮔﺸﺘﯽ ﻣﻔﻴﺪ ﻣﯽﺑﺎﺷﺪ‪ .‬ﺗﮑﻨﻴﮏ ﺍﻭﻝ ﺷﺎﻣﻞ ﺍﻧﺪﺍﺯﻩﮔﻴﺮﻳﻬـﺎﯼ‬
‫ﺳﺎﺩﻩ ﺑﺎ ﺍﺳﺘﻔﺎﺩﻩ ﺍﺯ ﺩﻭ ﺗﺮﻧﺰﺩﻳﻮﺳﺮ ﻭ ﻳﮏ ﺁﻧﺎﻻﻳﺰﺭ ﺩﻭ ﮐﺎﻧﺎﻟﻪ ‪ FFT‬ﻭ ﻳﺎ ﻳﮏ ﻣﺪﺍﺭ ﺗﻔﺮﻳﻖ ﺁﻧﺎﻟﻮﮒ ﻭ ﻳﮏ ﺁﻧـﺎﻻﻳﺰﺭ ﻳـﮏ ﮐﺎﻧﺎﻟـﻪ ‪ FFT‬ﻳـﺎ‬
‫ﺛﺒﺖ ﮐﻨﻨﺪﻩ ﺩﺍﺩﻩ ﻣﯽﺑﺎﺷﺪ ﺍﻳﻦ ﺭﻭﺵ‪ ،‬ﺗﮑﻨﻴﮏ ﺍﻧﺪﺍﺯﻩ ﮔﻴﺮﯼ ﺗﻔﺎﺿﻠﯽ ﺍﺗﻌﺎﺷﺎﺕ ﻣﯽ ﺑﺎﺷﺪ‪ .‬ﺗﮑﻨﻴـﮏ ﺩﻭﻡ ﺍﺯ ﻧـﺮﻡﺍﻓﺰﺍﻫـﺎﯼ ﺁﻧـﺎﻟﻴﺰ ﻣـﻮﺩﺍﻝ‬
‫ﺗﺠﺮﺑﯽ ﻣﻮﺟﻮﺩ ﺑﺮﺍﯼ ﺍﻧﺪﺍﺯﻩﮔﻴﺮﯼ ﻭ ﻣﺘﺤﺮﻙﺳﺎﺯﻱ ﺷﮑﻞ ﻣﻮﺩﻫﺎﯼ ﮐﺎﺭﯼ ﻣﺎﺷﻴﻦ ﺍﺳﺘﻔﺎﺩﻩ ﻣﯽﮐﻨﺪ‪ .‬ﺩﺭ ﺍﻳﻦ ﭘﮋﻭﻫﺶ ﺍﺯ ﺭﻭﺵ ﺍﻭﻝ ﺑـﺮﺍﻱ‬
‫ﺍﺭﺯﻳﺎﺑﻲ ﺍﺳﺘﻔﺎﺩﻩ ﺷﺪﻩ ﺍﺳﺖ ﻛﻪ ﺍﻳﻦ ﺗﮑﻨﻴﮏ ﺩﺭ ﺍﺩﺍﻣﻪ ﺗﻮﺿﻴﺢ ﺩﺍﺩﻩ ﻣﯽﺷﻮﺩ‪.‬‬
‫ﮔﺎﻡ ﺍﻭﻝ ﺩﺭ ﺩﺭ ﺍﻧﺪﺍﺯﻩﮔﻴﺮﯼ ﺗﻔﺎﺿﻠﯽ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺩﺭ ﮐﻤﭙﺮﺳﻮﺭﻫﺎﯼ ﺭﻓﺖ ﻭ ﺑﺮﮔﺸﺘﯽ ﺗﻌﻴﻴﻦ ﻣﺤﻞ ﻫﺎﯼ ﺁﺯﻣﺎﻳﺶ ﻣﯽﺑﺎﺷﺪ‪ .‬ﺗﻌﻴﻴﻦ ﻧﻘـﺎﻁ‬
‫ﮐﺎﻓﯽ ﺑﺮﺍﯼ ﺗﺸﺨﻴﺺ ﻣﺤﻞﻫﺎﯼ ﻣﺤﺘﻤﻞ ﻣﺸﮑﻞﺩﺍﺭ ﻣﻬﻢ ﻣﯽ ﺑﺎﺷﺪ )ﺑﻪ ﻃﻮﺭ ﻣﺜﺎﻝ ﺳﺮﺧﻮﺭﺩﻥ ﺑﻴﺲ ﺑﺮ ﻣﻼﺕ( ﺍﻣﺎ ﺗﻌﻴﻴﻦ ﻧﻘﺎﻁ ﺑﻴﺶ ﺍﺯ‬
‫ﺣﺪ‪ ،‬ﺟﻤﻊ ﺁﻭﺭﯼ ﻭ ﺁﻧﺎﻟﻴﺰ ﺩﺍﺩﻩ ﺭﺍ ﺑﺪﻭﻥ ﺩﺭ ﺍﺧﺘﻴﺎﺭ ﻗﺮﺍﺭ ﺩﺍﺩﻥ ﺍﻃﻼﻋﺎﺕ ﺑﻴﺸﺘﺮ ﻣﻮﺟﺐ ﻣﯽﺷﻮﺩ‪.‬‬
‫ﻧﻔﺸﻪ ﺳﺎﺩﻩﺍﯼ ﺍﺯ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﻣﻌﻤﻮﻝ ﺩﺭ ﮐﻤﭙﺮﺳﻮﺭﻫﺎﯼ ﺭﻓﺖ ﻭ ﺑﺮﮔﺸﺘﯽ ﺩﺭ ﺷـﻜﻞ ‪ ۹‬ﻧﺸـﺎﻥ ﺩﺍﺩﻩ ﺷـﺪﻩ ﺍﺳـﺖ‪ .‬ﻧﻘـﺎﻁ ﺍﻧـﺪﺍﺯﻩﮔﻴـﺮﯼ‬
‫ﭘﻴﺸﻨﻬﺎﺩﯼ ﻧﺸﺎﻥ ﺩﺍﺩﻩ ﺷﺪﻩﺍﻧﺪ‪ .‬ﺩﺭ ﻣﺤﻞ ﻫﺮ ﻳﺎﺗﺎﻗﺎﻥ ﺍﺻﻠﯽ‪ ،‬ﺍﻧﺪﺍﺯﻩﮔﻴﺮﯼ ﺩﺭ ﺍﺭﺗﻔﺎﻉﻫﺎﯼ ﮐﻠﻴﺪﯼ ﭘﻴﺸﻨﻬﺎﺩ ﻣﯽﺷﻮﺩ‪ .‬ﺍﻧﺪﺍﺯﻩﮔﻴﺮﯼ ﻣﻌﻤﻮ ًﻻ‬
‫ﺩﺭ ﻣﺮﮐﺰ ﻳﺎﺗﺎﻗﺎﻥ ﻭ ﭘﺎﻳﻴﻦ ﻓﺮﻳﻢ ﺍﻧﺠﺎﻡ ﻣﯽﺷﻮﺩ‪ .‬ﺩﺭ ﺻﻮﺭﺕ ﺍﻣﮑﺎﻥ ﺍﻧﺪﺍﺯﻩﮔﻴﺮﯼ ﺩﺭ ﺑﺎﻻﯼ ﭘﺎﻳﻪ ﺑﺘﻨﯽ ﻭ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﻧﻴﺰ ﺍﻧﺠـﺎﻡ ﻣـﯽﺷـﻮﺩ‪.‬‬
‫ﻣﻌﻤﻮ ًﻻ ﺑﺮﺍﯼ ﺍﻧﺪﺍﺯﻩﮔﻴﺮﯼ ﺷﺘﺎﺏ ﺳﻨﺞﻫﺎﻳﯽ ﮐﻪ ﺑﻪ ﺻﻮﺭﺕ ﻣﻐﻨﺎﻃﻴﺴﯽ ﻣﺘﺼﻞ ﻣـﯽﺷـﻮﻧﺪ‪ ،‬ﻣـﻮﺭﺩ ﺍﺳـﺘﻔﺎﺩﻩ ﻗـﺮﺍﺭ ﻣـﯽﮔﻴﺮﻧـﺪ‪ .‬ﻣﻌﻤـﻮ ًﻻ‬
‫ﻭﺍﺷﺮﻫﺎﯼ ﺻﺎﻓﯽ ﺑﺮﺍﯼ ﺳﻬﻮﻟﺖ ﺩﺍﺩﻩ ﺑﺮﺩﺍﺭﯼ ﺩﺭ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﺩﺭ ﻣﺤﻞﻫﺎﯼ ﺍﻧﺪﺍﺯﻩﮔﻴﺮﯼ ﻧﺼﺐ ﻣﯽﺷﻮﻧﺪ‪.‬‬
‫ﺩﺭ ﺍﻳﻦ ﺭﻭﺵ ﻣﯽﺑﺎﻳﺴﺖ ﺍﺯ ﻭﺳﺎﻳﻞ ﺍﻧﺪﺍﺯﻩﮔﻴﺮﻳﯽ ﺍﺳﺘﻔﺎﺩﻩ ﻧﻤﻮﺩ ﮐﻪ ﺩﺭ ﻣﺤﺪﻭﺩﻩ ﻓﺮﮐﺎﻧﺲ ﻫﺎﯼ ﭘـﺎﻳﻴﻦ )‪ (<10 Hz‬ﮐـﻪ ﻣﺎﺷـﻴﻦ ﻫـﺎﯼ‬
‫ﺭﻓﺖ ﻭ ﺑﺮﮔﺸﺘﯽ ﮐﺎﺭ ﻣﯽ ﮐﻨﻨﺪ ﺍﻃﻼﻋﺎﺕ ﻗﺎﺑﻞ ﺍﻃﻤﻴﻨﺎﻧﯽ ﺑـﻪ ﺩﺳـﺖ ﺁﻭﺭﺩ‪ .‬ﺯﻣـﺎﻧﯽ ﮐـﻪ ﺍﺯ ﺷـﺘﺎﺏﺳـﻨﺞ ﺍﺳـﺘﻔﺎﺩﻩ ﻣـﯽﺷـﻮﺩ ﻋﻤﻠﮑـﺮﺩ‬
‫ﺍﻧﺘﮕﺮﺍﻝﮔﻴﺮ ﺍﻟﮑﺘﺮﻭﻧﻴﮑﯽ ﺣﻴﺎﺗﯽ ﻣﯽﺑﺎﺷﺪ‪ .‬ﺩﺭ ﻫﺮ ﺍﺭﺗﻔﺎﻉ‪ ،‬ﻳﮏ ﺷﺘﺎﺏﺳﻨﺞ ﺩﺭ ﻳﮏ ﻧﻘﻄﻪ ﻣﺮﺟﻊ‪ ،‬ﺑﻪ ﻃﻮﺭ ﻣﺜﺎﻝ ﻳﺎﺗﺎﻗﺎﻥ ﺍﺻـﻠﯽ ‪ ،#1‬ﻗـﺮﺍﺭ‬
‫ﺩﺍﺩﻩ ﻣﻴﺸﻮﺩ‪ .‬ﺗﺮﻧﺰﺩﻳﻮﺳﺮ ﺩﻳﮕﺮ ﮐﻪ ﺑﻪ ﺻﻮﺭﺕ ﻣﺸﺎﺑﻬﯽ ﮐﺎﻟﻴﺒﺮﻩ ﺷﺪﻩ ﺩﺭ ﻣﺤﻞ ﻳﺎﺗﺎﻗﺎﻥ ﺍﺻﻠﯽ ‪ #2‬ﻗﺮﺍﺭ ﺩﺍﺩﻩ ﻣﯽﺷﻮﺩ‪ .‬ﺍﺧـﺘﻼﻑ ﺑـﻴﻦ ﺩﻭ‬
‫ﺳﻴﮕﻨﺎﻝ ﺭﺍ ﻣﯽﺗﻮﺍﻥ ﺑﺎ ﺍﺳﺘﻔﺎﺩﻩ ﺍﺯ ﻳﮏ ﻣﺪﺍﺭ ﺗﻔﺮﻳﻘﯽ ﺁﻧﺎﻟﻮﮒ ﻳﺎ ﺑﺎ ﺍﻧﺪﺍﺯﻩ ﮔﻴﺮﯼ ﺩﺍﻣﻨﻪ ﻭ ﻓﺎﺯ )ﻧﺴﺒﺖ ﺑﻪ ﻳﮏ ﻣﺮﺟﻊ ﻓﺎﺯ( ﺩﺭ ﻫﺮ ﻧﻘﻄـﻪ ﻭ‬
‫ﻣﺤﺎﺳﺒﻪ ﺍﺧﺘﻼﻑ ﺑﻪ ﺻﻮﺭﺕ ﺑﺮﺩﺍﺭﯼ ﺑﻪ ﺩﺳﺖ ﺁﻭﺭﺩ‪ .‬ﺍﮔﺮ ﻳﮏ ﻧﻘﻄﻪ ﻓﺎﺯ ﻣﺮﺟﻊ ﻣﻮﺟﻮﺩ ﻧﻤﯽﺑﺎﺷﺪ‪ ،‬ﻓﺎﺯ ﺗﺎﺑﻊ ﺍﻧﺘﻘﺎﻝ ﺑﻴﻦ ﺗﺮﻧﺰﺩﻳﻮﺳﺮ ﻣﺮﺟﻊ‬
‫ﻭ ﺗﺮﻧﺰﺩﻳﻮﺳﺮ ﺛﺎﺑﺖ ﺭﺍ ﻣﯽ ﺗﻮﺍﻥ ﻣﻮﺭﺩ ﺍﺳﺘﻔﺎﺩﻩ ﻗﺮﺍﺭ ﺩﺍﺩ‪ .‬ﺍﻳﻦ ﻧﻴﺎﺯ ﺑﻪ ﻳﮏ ﺁﻧﺎﻟﻴﺰﺭ ﺩﻭﮐﺎﻧﺎﻟـﻪ ﺩﺍﺭﺩ‪ .‬ﺗﺮﻧﺰﺩﻳﻮﺳـﺮ ﺩﻭﻡ ﺑـﻪ ﺗﺮﺗﻴـﺐ ﺩﺭ ﻃـﻮﻝ‬
‫ﻣﺎﺷﻴﻦ ﺣﺮﮐﺖ ﻣﯽ ﮐﻨﺪ ﺗﺎ ﺁﻧﺠﺎ ﮐﻪ ﺗﻤﺎﻡ ﻧﻘﺎﻁ ﺩﺭ ﺍﺭﺗﻔﺎﻉ ﻣﻮﺭﺩ ﻧﻈﺮ ﺍﻧﺪﺍﺯﻩﮔﻴﺮﯼ ﺷﻮﻧﺪ‪.‬‬

‫ﺍﺳﻔﻨﺪ ‪CMFD 2010, ۱۳۸۸‬‬

‫‪۱۱۴۴‬‬
 ‫ﺷﻜﻞ ‪ -۹‬ﺷﻤﺎﺗﻴﻜﻲ ﺍﺯ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﺩﺭ ﻣﺎﺷﻴﻦﻫﺎﻱ ﺭﻓﺖ ﻭ ﺑﺮﮔﺸﺘﻲ ]‪[۷‬‬

‫ﺍﺭﺗﻌﺎﺷﺎﺕ ﺗﻔﺎﺿﻠﯽ ﺑﺪﺳﺖ ﺁﻣﺪﻩ ﺍﺯ ﺍﻧﺪﺍﺯﻩ ﮔﻴﺮﯼ ﺑﺮ ﺭﻭﻱ ﻛﻤﭙﺮﺳﻮﺭﻫﺎﻱ ﻣﻮﺭﺩ ﺑﺤﺚ ﺩﺭ ﺳﺮﻋﺖ ﮐﺎﺭﯼ ﮐﻤﭙﺮﺳـﻮﺭ ﺩﺭ ﺷـﮑﻞ ‪ ۱۰‬ﻧﺸـﺎﻥ‬
‫ﺩﺍﺩﻩ ﺷﺪﻩ ﺍﺳﺖ‪ .‬ﺑﺎ ﻧﮕﺎﻩ ﺑﻪ ﻧﺘﺎﻳﺞ ﺣﺎﺻﻠﻪ ‪ ،‬ﺑﻴﻦ ﻣﻨﺤﻨﯽ ﺍﻧﺪﺍﺯﻩ ﮔﻴﺮﯼ ﺷﺪﻩ ﺩﺭ ﻣﺮﮐﺰ ﻳﺎﺗﺎﻗﺎﻧﻬﺎ ﻭ ﭘﺎﻳﻴﻦ ﻓﺮﻳﻢ ﮐﻤﭙﺮﺳﻮﺭ ﻭ ﺑﻴﻦ ﺍﺭﺗﻌﺎﺷﺎﺕ‬
‫ﺗﻔﺎﺿﻠﯽ ﭘﺎﻳﻴﻦ ﻓﺮﻳﻢ ﮐﻤﭙﺮﺳﻮﺭ ﻭ ‪ Grout‬ﺍﺧﺘﻼﻑ ﺍﺭﺗﻌﺎﺷﺎﺕ ﻏﻴﺮ ﻋﺎﺩﯼ ﺑﻪ ﻧﻈﺮ ﻣﯽﺭﺳﺪ‪.‬‬

‫ﺷﻜﻞ‪ :۱۰‬ﺍﺭﺗﻌﺎﺷﺎﺕ ﺗﻔﺎﺿﻠﯽ ﺟﺎﺑﺠﺎﻳﻲ‬

‫ﺍﺯ ﻃﺮﻑ ﺩﻳﮕﺮ ﺗﻔﺎﻭﺕ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺗﻔﺎﺿﻠﯽ ﺑﻴﻦ ﭘﺎﻳﻴﻦ ﻓﺮﻳﻢ ﻭ ‪ Grout‬ﺭﺍ ﻣﻴﺘﻮﺍﻥ ﺩﺭ ﺍﺛﺮ ﻧﺒـﻮﺩ ﺍﺗﺼـﺎﻝ ﮐـﺎﻓﯽ ﺑـﻴﻦ ﮐﻤﭙﺮﺳـﻮﺭ ﻭ ﺑﻠـﻮﮎ‬
‫ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﺗﻌﺒﻴﺮ ﻧﻤﻮﺩ ﮐﻪ ﻣﯽﺗﻮﺍﻧﺪ ﻧﺎﺷﯽ ﺍﺯ ﻋﻤﻠﮑﺮﺩ ﺿﻌﻴﻒ‪) Ancho Bolts‬ﺷﻠﯽ‪ ،‬ﺷﮑﺴﺘﮕﯽ ﻭ ‪ (...‬ﻭ ﻳـﺎ ﺑـﺎ ﺗﻮﺟـﻪ ﺑـﻪ ﻣﺸـﺎﻫﺪﺍﺕ‬
‫ﻣﺤﻠﯽ ﻭﺟﻮﺩ ﺭﻭﻏﻦ ﺑﻴﻦ ﺑﺪﻧﻪ ﻭ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﻭ ﺩﺭﻧﺘﻴﺠﻪ ﮐﺎﻫﺶ ﺍﺻﻄﮑﺎﮎ ﺑﻴﻦ ﺍﻳﻦ ﺩﻭ ﻗﺴﻤﺖ ﻭ ﮐﻢ ﺷﺪﻥ ﺗﺎﺛﻴﺮ ‪ Anchor Bolt‬ﻫﺎ ﻭ‬
‫ﻧﻴﺰ ﺭﺷﺪ ﺗﺮﻙ ﺩﺭ ﺑﺘﻦ ﺩﺍﻧﺴﺖ‪.‬‬
‫ﺑﺎ ﺗﻮﺟﻪ ﺑﻪ ﻣﺸﺎﻫﺪﻩ ﺗﺮﻙ ﺩﺭ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﻛﻤﭙﺮﺳﻮﺭ ﺭﻓﺖ ﻭ ﺑﺮﮔﺸﺘﻲ ﭘﺎﻻﻳﺸﮕﺎﻩ ﺑﻨﺪﺭ ﻋﺒﺎﺱ ﻭ ﻧﻴﺰ ﻧﺘﺎﻳﺞ ﺑﺪﺳﺖ ﺁﻣﺪﻩ ﺍﺯ ﺍﻧﺪﺍﺯﻩﮔﻴﺮﻱ ﺑﺮ‬
‫ﺭﻭﻱ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﻛﻪ ﻭﺟﻮﺩ ﺧﺮﺍﺑﻲ ﺩﺭ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﺭﺍ ﻋﺎﻣﻞ ﺑﺎﻻ ﺭﻓﺘﻦ ﺍﺭﺗﻌﺎﺷﺎﺕ ﻣﻌﺮﻓﻲ ﻣﻲﻛﻨﺪ‪ ،‬ﺑﺎ ﺍﺳﺘﻔﺎﺩﻩ ﺍﺯ ﺷﺒﻴﻪﺳﺎﺯﻱ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ‬
‫ﻛﻤﭙﺮﺳﻮﺭ ﺩﺭ ﻧﺮﻡ ﺍﻓﺰﺍﺭ ‪ ANSYS‬ﺭﻓﺘﺎﺭ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﺩﺭ ﺩﻭ ﺣﺎﻟﺖ ﺗﺮﻙ ﺩﺍﺭ ﻭ ﺑﺪﻭﻥ ﺗﺮﻙ ﺑﺮﺭﺳﻲ ﺷﺪﻩ ﺍﺳﺖ‪ .‬ﻣﻘﺎﻳﺴﺔ ﺭﻓﺘﺎﺭ ﺩﺭ ﺍﻳﻦ ﺩﻭ‬
‫ﺣﺎﻟﺖ ﻣﻲﺗﻮﺍﻧﺪ ﻧﺸﺎﻥ ﺩﻫﺪ ﻛﻪ ﺁﻳﺎ ﺑﺮﻭﺯ ﺗﺮﻙ ﺩﺭ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﻣﻲﺗﻮﺍﻧﺪ ﻣﻨﺠﺮ ﺑﻪ ﺭﺷﺪ ‪ ۲۰‬ﺗﺎ ‪ ۳۰‬ﺩﺭﺻﺪﻱ ﺩﺭ ﻣﻴﺰﺍﺕ ﺍﺭﺗﻌﺎﺷﺎﺕ ﮔﺮﺩﺩ ﻳﺎ‬
‫ﺧﻴﺮ‪ .‬ﺩﺭ ﺍﺩﺍﻣﻪ‪ ،‬ﺭﻭﺵ ﻣﺪﻟﺴﺎﺯﻱ ﻭ ﻧﺘﺎﻳﺞ ﺑﺪﺳﺖ ﺁﻣﺪﻩ ﺍﺭﺍﺋﻪ ﺷﺪﻩ ﺍﺳﺖ‪.‬‬

‫ﺍﺳﻔﻨﺪ ‪CMFD 2010, ۱۳۸۸‬‬

‫‪۱۱۴۵‬‬
‫ﻧﻮﻉ ﺗﺤﻠﻴﻞ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ‪ ،‬ﺗﺤﻠﻴﻞ ﺳﺎﺯﻩﺍﻱ ﻣﻲ ﺑﺎﺷﺪ ﻭ ﺍﺯ ﺍﻟﻤـﺎﻥ ‪ SOLID CONCRET 65‬ﻛـﻪ ﺩﺍﺭﺍﻱ ﻣﺸﺨﺼـﻪ ﻫـﺎﻱ ﺑـﺘﻦ ﺁﺭﻣـﻪ‬
‫ﻣﻲﺑﺎﺷﺪ ﺍﺳﺘﻔﺎﺩﻩ ﺷﺪﻩ ﺍﺳﺖ‪ .‬ﺍﻳﻦ ﺍﻟﻤﺎﻥ ﻣﺸﺨﺼﺎﺗﻲ ﺍﺯ ﻗﺒﻴﻞ ﻧﺴﺒﺖ ﺣﺠﻤﻲ ﺁﺭﻣﺎﺗﻮﺭ ﺑﻪ ﺑﺘﻦ ﻭ ﺯﺍﻭﻳﻪ ﻗـﺮﺍﺭ ﮔﻴـﺮﻱ ﺁﺭﻣـﺎﺗﻮﺭ ﺩﺭ ﺑـﺘﻦ ﺭﺍ‬
‫ﺩﺍﺭﺩ ﺑﺎ ﺗﻮﺟﻪ ﺑﻪ ﻧﻘﺸﻪﻫﺎﻱ ﺍﺑﻌﺎﺩﻱ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ‪ ،‬ﺗﻌﺪﺍﺩ‪ ،‬ﺍﺑﻌﺎﺩ ﻭ ﻧﻮﻉ ﭼﻴﺪﻣﺎﻥ ﺁﺭﻣـﺎﺗﻮﺭ ﻭ ﻓﻮﻧﺪﺍﺳـﻴﻮﻥ ﺩﺭ ﺩﻭ ﺣﺎﻟـﺖ ﺗـﺮﻙ ﺩﺍﺭ ﻭ ﺑـﺪﻭﻥ‬
‫ﺗﺮﻙ ﻣﺪﻟﺴﺎﺯﻱ ﮔﺮﺩﻳﺪ‪ .‬ﺑﺪﻟﻴﻞ ﺗﻘﺎﺭﻥ‪ ،‬ﻣﻲﺗﻮﺍﻥ ﺑﻪ ﺟﺎﻱ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﻛﺎﻣﻞ ﺑﺎ ﭼﻬﺎﺭ ﻧﻴﺮﻭﻱ ﻋﺮﺿﻲ‪ ،‬ﻧﻴﻤـﻲ ﺍﺯ ﻓﻮﻧﺪﺍﺳـﻴﻮﻥ ﺭﺍ ﺗﺤـﺖ ﺩﻭ‬
‫ﻧﻴﺮﻭﻱ ﻋﺮﺿﻲ ﻣﺪﻝ ﻧﻤﻮﺩ‪.‬‬

‫ﺷﻜﻞ ‪ :۱۱‬ﻧﻤﺎﻳﻲ ﺍﺯ ﺗﺮﻙ ﻣﻮﺟﻮﺩ ﺩﺭ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ‬

‫ﺷﻜﻞ ‪ :۱۲‬ﻣﺪﻝ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﺑﺪﻭﻥ ﺗﺮﻙ ﻭ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﺗﺮﻙ ﺩﺍﺭ ﺩﺭ ﻧﺮﻡﺍﻓﺰﺍﺭ ‪ANSYS‬‬

‫ﻣﻮﻗﻌﻴﺖ ﺗﺮﻙ ﺩﺭ ﻓﺎﺻﻠﻪ )‪ (400 mm‬ﺍﺯ ﺻﻔﺤﻪ ﺟﺎﻧﺒﻲ ﻭ ﺑﺎ ﻋﺮﺽ ﺗﺮﻙ )‪ (0.5 mm‬ﻭ ﺍﺑﻌﺎﺩ)‪ (۲۰۰×۲۰۰ mm2‬ﺑﻪ ﮔﻮﻧﻪ ﺍﻱ ﺩﺭ ﻧﻈﺮ‬
‫ﮔﺮﻓﺘﻪ ﺷﺪﻩ ﺍﺳﺖ ﻛﻪ ﺗﺎ ﺣﺪ ﺍﻣﻜﺎﻥ ﻣﻄﺎﺑﻖ ﺑـﺎ ﺷـﺮﺍﻳﻂ ﻭﺍﻗﻌـﻲ ﻓﻮﻧﺪﺍﺳـﻴﻮﻥ ﺗـﺮﻙ ﺩﺍﺭ ﺑﺎﺷـﺪ )ﺷـﻜﻞ ‪ .(۱۱‬ﺷـﺮﻁ ﻣـﺮﺯﻱ ﺟﺎﺑﺠـﺎﻳﻲ‬
‫ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﺩﺭ ﺻﻔﺤﻪ ﺗﺤﺘﺎﻧﻲ ﺻﻔﺮ ﺍﻋﻤﺎﻝ ﺷﺪﻩ ﺍﺳﺖ ﻭ ﺷﺮﻁ ﻣﺮﺯﻱ ﺗﻨﺶ ﺩﺭ ﺻﻔﺤﺎﺕ ﺟﺎﻧﺒﻲ ﻧﻴﺰ ﺻﻔﺮ ﻣـﻲﺑﺎﺷـﺪ‪ .‬ﻧﻤـﺎﻳﻲ ﺍﺯ ﻣـﺪﻝ‬
‫ﺳﺎﺧﺘﻪ ﺷﺪﻩ ﺩﺭ ﺷﻜﻞ ‪ ۱۲‬ﻧﺸﺎﻥ ﺩﺍﺩﻩ ﺷﺪﻩ ﺍﺳﺖ‪.‬‬
‫ﻃﺒﻖ ﻧﺘﺎﻳﺞ ﻣﺪﻟﺴﺎﺯﻱ‪ ،‬ﻣﻘﺪﺍﺭ ﻛﺮﻧﺶ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﺗﺤﺖ ﻧﻴﺮﻭﻱ ﻋﺮﺿﻲ ﺩﺭ ﺩﻭ ﺣﺎﻟﺖ ﺗﺮﻙ ﺩﺍﺭ ﻭ ﺑﺪﻭﻥ ﺗﺮﻙ ﺗﻌﻴﻴﻦ ﮔﺮﺩﻳﺪ ﻛﻪ ﻣﻘـﺪﺍﺭ‬
‫ﻣﺎﻛﺰﻳﻤﻢ ﺑﺮﺁﻳﻨﺪ ﺟﺎﺑﺠﺎﻳﻲ)ﺩﺭ ﺳﻪ ﺟﻬﺖ( ﺩﺭ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﺗﺮﻛﺪﺍﺭ )‪ (0.055 mm‬ﺗﻘﺮﻳﺒﺎ ﺳﻪ ﺑﺮﺍﺑﺮ ﻣﺎﻛﺰﻳﻤﻢ ﺟﺎﺑﺠـﺎﻳﻲ ﺩﺭ ﻓﻮﻧﺪﺍﺳـﻴﻮﻥ‬
‫ﺑﺪﻭﻥ ﺗﺮﻙ )‪ (0.017 mm‬ﺑﺪﺳﺖ ﺁﻣﺪ‪ .‬ﻫﻤﭽﻨﻴﻦ ﺩﻭﺭ ﺍﺯ ﻟﺒﻪﻫﺎﻱ ﺗﺮﻙ‪ ،‬ﻣﻴﺰﺍﻥ ﺟﺎﺑﺠﺎﻳﻲ ﺩﺭ ﻓﻮﻧﺪﺍﺳـﻴﻮﻥ ﺗﺮﻛـﺪﺍﺭ ‪ ۳۰‬ﺗـﺎ ‪ ۴۰‬ﺩﺭﺻـﺪ‬
‫ﺑﻴﺸﺘﺮ ﺍﺯ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﺑﺪﻭﻥ ﺗﺮﻙ ﻣﺤﺎﺳﺒﻪ ﺷﺪﻩ ﺍﺳﺖ‪ .‬ﺑﻨﺎﺑﺮﺍﻳﻦ ﺑﺎ ﺗﻮﺟﻪ ﺑﻪ ﻧﺘﺎﻳﺞ ﺣﺎﺻﻞ ﺍﺯ ﻣﺪﻟﺴﺎﺯﻱ ﺑـﻪ ﻧﻈـﺮ ﻣـﻲﺭﺳـﺪ ﻛـﻪ ﺗـﺮﻙ‬
‫ﻣﻮﺟﻮﺩ ﺩﺭ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﻣﻲﺗﻮﺍﻧﺪ ﺩﺭ ﻣﻴﺰﺍﻥ ﺟﺎﺑﺠﺎﻳﻲ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﺗﺤﺖ ﺑﺎﺭ ﺍﻋﻤﺎﻟﻲ ﻛﻤﭙﺮﺳﻮﺭ ﻭ ﺑﻪ ﺗﺒـﻊ ﺁﻥ ﺩﺭ ﺍﺭﺗﻌـﺎﺵ ﻓﻮﻧﺪﺍﺳـﻴﻮﻥ ﻭ‬
‫ﻛﻤﭙﺮﺳﻮﺭ ﺗﺎﺛﻴﺮ ﮔﺬﺍﺭ ﺑﺎﺷﺪ‪ .‬ﺍﻟﺒﺘﻪ ﻻﺯﻡ ﺑﻪ ﺫﻛﺮ ﺍﺳﺖ ﻛﻪ ﺣﺪﺍﻛﺜﺮ ﻋﺮﺽ ﻣﺠﺎﺯ ﺗﺮﻙ ﻃﺒﻖ ﺁﻳﻴﻦ ﻧﺎﻣﻪ ﺑـﺘﻦ ﺍﻳـﺮﺍﻥ ﺑـﺮﺍﻱ ﺑـﺘﻦ ﻫـﺎﻱ ﺩﺭ‬
‫ﺗﻤﺎﺱ ﺑﺎ ﻫﻮﺍﻱ ﺩﺍﺧﻞ ﺳﺎﺧﺘﻤﺎﻥ )‪ (0.4 mm‬ﻭ ﺑﺮﺍﻱ ﺑﺘﻦ ﻫﺎﻱ ﺩﺭ ﺗﻤﺎﺱ ﺑﺎ ﻫﻮﺍﻱ ﺧﺎﺭﺝ )‪ (0.35 mm‬ﻣﻲ ﺑﺎﺷﺪ‪.‬‬

‫ﺍﺳﻔﻨﺪ ‪CMFD 2010, ۱۳۸۸‬‬

‫‪۱۱۴۶‬‬
 ‫ﻧﺘﻴﺠﻪﮔﻴﺮﻱ‬
‫ﻫﻤﺎﻧﮕﻮﻧﻪ ﻛﻪ ﺩﺭ ﺍﻳﻦ ﻣﻘﺎﻟﻪ ﻣﺸﺎﻫﺪﻩ ﮔﺮﺩﻳﺪ‪ ،‬ﻋﻮﺍﻣﻞ ﻣﺘﻌﺪﺩﻱ ﻣﻲﺗﻮﺍﻧﻨﺪ ﻣﻨﺠﺮ ﺑﻪ ﺍﻓﺰﺍﻳﺶ ﺩﺍﻣﻨﺔ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺩﺭ ﻛﻤﭙﺮﺳـﻮﺭﻫﺎﻱ ﺭﻓـﺖ ﻭ‬
‫ﺑﺮﮔﺸﺘﻲ ﻣﻮﺭﺩ ﻣﻄﺎﻟﻌﻪ ﺷﺪﻩ ﺑﺎﺷﻨﺪ‪ .‬ﻣﻄﺎﻟﻌﺔ ﺳﻮﺍﺑﻖ ﺗﻌﻤﻴﺮﺍﺗﻲ‪ ،‬ﺍﻳﻦ ﻛﻤﭙﺮﺳﻮﺭﻫﺎ ﻧﺸﺎﻥ ﻣﻲﺩﻫﺪ ﻛﻪ ﻣﻴﺰﺍﻥ ﺍﻓﺰﺍﻳﺶ ﺩﺍﻣﻨﺔ ﺍﺭﺗﻌﺎﺷـﺎﺕ ﺩﺭ‬
‫ﺍﻳﻦ ﻛﻤﭙﺮﺳﻮﺭﻫﺎ ﺍﺯ ﺯﻣﺎﻥ ﻧﺼﺐ ‪ ۲۰‬ﺗﺎ ‪ ۳۰‬ﺩﺭﺻﺪ ﺍﻓﺰﺍﻳﺶ ﻳﺎﻓﺘﻪ ﺍﺳﺖ‪ .‬ﺑﺨﺸﻲ ﺍﺯ ﺍﻳـﻦ ﺍﻓـﺰﺍﻳﺶ ﻃﺒﻴﻌـﻲ ﺑـﻮﺩﻩ ﻭ ﻧﺎﺷـﻲ ﺍﺯ ﺍﺳـﺘﻬﻼﻙ‬
‫ﺗﺪﺭﻳﺠﻲ ﺩﺭ ﺍﻳﻦ ﻛﻤﭙﺮﺳﻮﺭﻫﺎ ﻣﻲﺑﺎﺷﺪ‪ .‬ﻫﻤﭽﻨﻴﻦ ﺷﺮﺍﻳﻂ ﺑﻬﺮﻩﺑﺮﺩﺍﺭﻱ ﻭ ﺍﻧﺪﺍﺯﻩﮔﻴﺮﻳﻬﺎﻱ ﻭ ﺍﺭﺯﻳﺎﺑﻲﻫﺎﻱ ﻣﺘﻌﺪﺩ ﺍﻧﺠﺎﻡ ﺷﺪﻩ ﺑﺮ ﺭﻭﻱ ﺍﻳـﻦ‬
‫ﻣﺎﺷﻴﻦﻫﺎ ﺣﺎﻛﻲ ﺍﺯ ﺁﻥ ﺍﺳﺖ ﻛﻪ ﺗﻨﻬﺎ ﻋﻮﺍﻣﻠﻲ ﻛﻪ ﻣﻲﺗﻮﺍﻧﻨﺪ ﻣﻨﺠﺮ ﺑﻪ ﭼﻨﻴﻦ ﺍﻟﮕﻮﻱ ﺭﻓﺘـﺎﺭﻱ ﺩﺭ ﻛﻤﭙﺮﺳـﻮﺭﻫﺎﻱ ﻣـﻮﺭﺩ ﺑﺤـﺚ ﺷـﻮﻧﺪ‪،‬‬
‫ﻣﺴﺎﺋﻞ ﻣﺮﺑﻮﻁ ﺑﻪ ﻧﺼﺐ ﻭ ﺍﺗﺼﺎﻝ ﺍﻳﻦ ﻣﺎﺷﻴﻦﻫﺎ ﺑﺮ ﺭﻭﻱ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﻣﻲﺑﺎﺷﻨﺪ‪ .‬ﺑﻪ ﻣﻨﻈﻮﺭ ﺑﺮﺭﺳﻲ ﺩﻗﻴـﻖﺗـﺮ ﻣﻮﺿـﻮﻉ ﺍﻧـﺪﺍﺯﻩﮔﻴﺮﻳﻬـﺎﻱ‬
‫ﺍﺭﺗﻌﺎﺷﻲ ﺧﺎﺻﻲ ﺑﺮ ﺭﻭﻱ ﻛﻤﭙﺮﺳﻮﺭﻫﺎ ﻭ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﺁﻧﻬﺎ ﺍﻧﺠﺎﻡ ﮔﺮﻓﺖ ﻭ ﻧﺘﺎﻳﺞ ﺑﺪﺳﺖ ﺁﻣﺪﻩ ﻣﻮﺿﻮﻉ ﺗﺨﺮﻳـﺐ ﺗـﺪﺭﻳﺠﻲ ﻓﻮﻧﺪﺍﺳـﻴﻮﻥ ﺭﺍ‬
‫ﺗﺄﻳﻴﺪ ﻧﻤﻮﺩ‪ .‬ﻫﻤﭽﻨﻴﻦ ﻳﻚ ﻣﺪﻝ ﺍﺟﺰﺍﺀ ﻣﺤﺪﻭﺩ ﺍﺯ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﻣﻮﺭﺩ ﺑﺤﺚ ﺳﺎﺧﺘﻪ ﺷﺪﻩ ﻭ ﺍﺛﺮ ﺍﻳﺠﺎﺩ ﺗﺮﻙ ﺑﺮ ﺭﻭﻱ ﺁﻥ ﻣﻄﺎﻟﻌـﻪ ﮔﺮﺩﻳـﺪ‪.‬‬
‫ﻧﺘﺎﻳﺞ ﺑﺪﺳﺖ ﺁﻣﺪﻩ ﻧﺸﺎﻥ ﻣﻲﺩﻫﺪ ﻛﻪ ﺍﻳﺠﺎﺩ ﻭ ﭘﻴﺸﺮﻓﺖ ﺗﺮﻙ ﺩﺭ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﻣﻲﺗﻮﺍﻧﺪ ﻣﻨﺠـﺮ ﺑـﻪ ﺍﻓـﺰﺍﻳﺶ ﺩﺍﻣﻨـﺔ ﺍﺭﺗﻌﺎﺷـﺎﺕ ﻣﻄـﺎﺑﻖ‬
‫ﺍﻟﮕﻮﻱ ﻣﻮﺟﻮﺩ ﮔﺮﺩﺩ‪.‬‬
‫ﺩﺭ ﻧﻬﺎﻳﺖ ﻣﻲﺗﻮﺍﻥ ﻧﺘﻴﺠﻪﮔﻴﺮﻳﻬﺎﻱ ﺯﻳﺮ ﺭﺍ ﺍﻧﺠﺎﻡ ﺩﺍﺩ‪:‬‬
‫‪ .۱‬ﺑﺨﺸﻲ ﺍﺯ ﺍﻓﺰﺍﻳﺶ ﺍﺭﺗﻌﺎﺷﺎﺕ ﻣﺎﺷﻴﻦ ﻃﺒﻴﻌﻲ ﻭ ﻧﺎﺷﻲ ﺍﺯ ﺍﺳﺘﻬﻼﻙ ﻣﺎﺷﻴﻦ ﺍﺳﺖ‪.‬‬
‫‪ .۲‬ﺍﺭﺗﻌﺎﺷﺎﺕ ﻏﻴﺮ ﻋﺎﺩﻱ ﻣﺎﺷﻴﻦ ﻧﺎﺷﻲ ﺍﺯ ﺗﺨﺮﻳﺐ ﺗﺪﺭﻳﺠﻲ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﺩﺭﻃﻮﻝ ﺳﻨﻮﺍﺕ ﺑﻬﺮﻩﺑﺮﺩﺍﺭﻱ ﺍﺯ ﻣﺎﺷﻴﻦ ﺍﺳﺖ‪.‬‬
‫‪ .۳‬ﺭﺷﺪ ﺍﺭﺗﻌﺎﺷﺎﺕ ﻣﺎﺷﻴﻦ ﺑﺴﻴﺎﺭ ﻛﻨﺪ ﺑﻮﺩﻩ ﻭ ﺧﻄﺮ ﺷﻜﺴﺖ ﻧﺎﮔﻬﺎﻧﻲ ﻣﺎﺷﻴﻦ ﺭﺍ ﺗﻬﺪﻳﺪ ﻧﻤﻲﻛﻨﺪ ﺍﻣﺎ ﺑﺎﻻ ﻣﺎﻧﺪﻥ ﻣﻴﺰﺍﻥ ﺍﺭﺗﻌﺎﺷﺎﺕ ﺩﺭ‬
‫ﺩﺭﺍﺯ ﻣﺪﺕ ﻣﻲﺗﻮﺍﻧﺪ ﻣﻨﺠﺮ ﺑﻪ ﺍﻓﺰﺍﻳﺶ ﻫﺰﻳﻨﻪﻫﺎﻱ ﺗﻌﻤﻴﺮﺍﺗﻲ ﻭ ﻛﺎﻫﺶ ﻋﻤﺮ ﻣﻔﻴﺪ ﻣﺎﺷﻴﻦ ﮔﺮﺩﺩ‪.‬‬
‫ﺑﻪ ﻣﻨﻈﻮﺭ ﺭﻓﻊ ﺍﻳﻦ ﻣﺸﻜﻞ ﺭﺍﻫﻜﺎﺭﻫﺎﻱ ﺯﻳﺮ ﭘﻴﺸﻨﻬﺎﺩ ﮔﺮﺩﻳﺪﻩ ﺍﺳﺖ‪:‬‬
‫‪ .۱‬ﻭﺟﻮﺩ ﺭﻭﻏﻦ ﺩﺭ ﺍﻃﺮﺍﻑ ﻣﺎﺷﻴﻦ ﻭ ﻗﺮﺍﺭ ﮔﻴﺮﻱ ﺁﻥ ﺑﻴﻦ ﭘﺎﻳﺔ ﻣﺎﺷﻴﻦ ﻭ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﻣﻲﺗﻮﺍﻧﺪ ﻣﻨﺠﺮ ﺑﻪ ﺗﻀﻌﻴﻒ ﻋﻤﻠﻜﺮﺩ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ‬
‫ﻭ ﭘﻴﭽﻬﺎ ﻭ ﻧﻴﺰ ﻋﺪﻡ ﺍﻣﻜﺎﻥ ﺑﺎﺯﺭﺳﻲ ﺑﺼﺮﻱ ﻭﺿﻌﻴﺖ ﺑﺘﻦ ﮔﺮﺩﺩ‪ .‬ﭘﻴﺸﻨﻬﺎﺩ ﻣﻲﺷﻮﺩ ﻣﻜﺎﻧﻴﺰﻣﻲ ﺑـﺮﺍﻱ ﭘﺎﻛﺴـﺎﺯﻱ ﻣﺤـﻴﻂ ﻭ ﺟﻠـﻮﮔﻴﺮﻱ ﺍﺯ‬
‫ﻧﺴﺖ ﺭﻭﻏﻦ ﺑﻪ ﺍﻃﺮﺍﻑ ﻣﺎﺷﻴﻦ ﺻﻮﺭﺕ ﭘﺬﻳﺮﺩ‪.‬‬
‫‪ .۲‬ﺗﻮﺭﻙ ﭘﻴﭽﻬﺎﻱ ﺍﺗﺼﺎﻝ ﻛﻤﭙﺮﺳﻮﺭ ﺑﻪ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﭼﻚ ﺷﺪﻩ ﻭ ﻋﺪﻡ ﺷﻞ ﺑﻮﺩﻥ ﺁﻧﻬﺎ ﺍﻃﻤﻴﻨﺎﻥ ﺣﺎﺻﻞ ﮔﺮﺩﺩ‪.‬‬
‫‪ .۳‬ﺑﺎ ﻳﻚ ﻣﺘﺨﺼﺺ ﺩﺭ ﺯﻣﻴﻨﺔ ﺗﺮﻣﻴﻢ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ ﻣﺸﻮﺭﺕ ﺷﺪﻩ ﻭ ﺿﻤﻦ ﺁﻧﺎﻟﻴﺰ ﻓﻮﻧﺪﺍﺳﻴﻮﻥ‪ ،‬ﺩﺭ ﺟﻬﺖ ﺭﻓﻊ ﺗﺮﻙﻫﺎﻱ ﺑﻮﺟﻮﺩ ﺁﻣـﺪﻩ‬
‫ﺍﻗﺪﺍﻡ ﮔﺮﺩﺩ‪.‬‬

‫ﺗﺸﻜﺮ ﻭ ﻗﺪﺭﺩﺍﻧﻲ‬
‫ﺍﻳﻦ ﺗﺤﻘﻴﻖ ﺑﺎ ﺣﻤﺎﻳﺖ ﺍﺩﺍﺭﻩ ﭘﮋﻭﻫﺶ ﻭ ﺗﻮﺳﻌﻪ ﺷﺮﻛﺖ ﭘﺎﻻﻳﺶ ﻧﻔﺖ ﺑﻨﺪﺭﻋﺒﺎﺱ ﺍﻧﺠﺎﻡ ﺷﺪﻩ ﻭ ﺑﺪﻳﻨﻮﺳﻴﻠﻪ ﻣﺮﺍﺗـﺐ ﺗﺸـﻜﺮ ﻧﻮﻳﺴـﻨﺪﮔﺎﻥ‬
‫ﺍﻋﻼﻡ ﻣﻲﮔﺮﺩﺩ‪.‬‬

‫ﻣﺮﺍﺟﻊ‬
‫‪[1] P. C. Hanlon, Compressors handbook, Mcgraw-Hill, New York, 2001.‬‬
‫‪[2] R. K. Mobley, An introduction to predictive maintenance, 2nd edition, Butterworth-‬‬
‫‪Heinemann, Amsterdam, 2002.‬‬
‫‪[3] R. K. Mobley, Root cause failure analysis, Newnes, Boston, 1999.‬‬
‫‪[4] C. Scheffer, P. Girdhar, Practical machinery vibration analysis and predictive‬‬
‫‪maintenance, Newnes, Amsterdam, 2004.‬‬
‫‪[5] S. M. Schultheis, C. A. Lickteig, R. Parchewsky, Reciprocating compressors condition‬‬
‫‪monitoring, Proceeding of 36th turbomachinery symposium, Texas, 2007‬‬
‫‪[6] J.e. Wachel, J. D. Tison, Vibration in reciprocating machinery and piping systems,‬‬
‫‪Engineering Dynamics Incorporated, San Antonio, Texas, 1994.‬‬

‫ﺍﺳﻔﻨﺪ ‪CMFD 2010, ۱۳۸۸‬‬

‫‪۱۱۴۷‬‬
[7] A. J. Smalley, J. S. Mandke, P. J. Pantermuehl, R. D. Drummond, Reciprocating
compressors foundations loading, design analysis, monitoring & repair, Mechanical and
Fluids Engineering Division, Southwest Research Institute, 1993.

CMFD 2010, ۱۳۸۸ ‫ﺍﺳﻔﻨﺪ‬

۱۱۴۸