• Journal of the Korean Society of Safety
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• v.26 no.3
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• pp.1-7
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• 2011

Fatigue damage on the train wheel surface was estimated by considering the effect of friction coefficient of rolling on the contact surface between the wheel and rail during operation. From FEM analys, the maximum Tresca stress was 550.7 MPa at a depth of 2.07 mm under the maximum contact pressure ($P_{max}$ = 894.3 MPa) between wheel and rail. The maximum stress continued to increase along with the increase in the frictional coefficient. The fatigue initiation lifetime of the wheel by the rolling contact was predicted using the Smith-Watson-Topper (SWT) equation and the maximum principal strain equation (${\varepsilon}$-N).

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 1997.10a
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• pp.64-69
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• 1997

정격속도 100,000RPM용 원심분리기(centrifuge) 로터베어링계에 대해 회전체동역학 해석이 수행된다. 시스템은 원심분리기 로터, 유연축, 모터 로터와 축, 그리고 모터축 지지용 두 개의 구름베어링으로 구성된다. 설계목표는 정격속도가 위험속도(critical speed)에 대해 충분한 분리여유를 갖고, 위험속도에서 로터의 양호한 불균형응답특성을 이루어 내는 것이다. 후자의 요구조건은, 시스템이 다수의 위험속도를 통과하며 정격속도 주위에서 충분한 분리 여유를 갖지 않을 수도 있기 때문에 특히 중요하다. 시스템에 초유연축(extra-flexible shaft)을 도입함으로써, 비록 1차 위험속도에서 만족스럽지 못한 큰 불균형응답을 가질지라도 고차 위험속도에서 만족스런 작은 불균형응답을 보인다. 1차 위험속도에서 로터의 큰 변위를 억제하기 위해서 범퍼링(bumper ring) 또는 안내베어링(guide bearing)을 유연축의 적절한 위치에 설치할 필요가 있다. 비록 유연축계라 할지라도 정격속도와 가까운 4차 이상의 고차 위험속도를 정확히 규명하기 위해서는 모터의 동역학을 전체시스템에 결합하여야 함을 볼 수 있다. 해석은 유한요소법(finite element method)에 의해 수행된다.

• Proceedings of the Korea Water Resources Association Conference
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• 2015.05a
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• pp.65-69
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• 2015

하천에서 유사이동은 하천환경과 하천형상을 결정하는 주요 요소이므로 이를 해석하는 것은 매우 중요하다. 그러나 유사이동은 일반적으로 이상흐름 (two-phase flow)이며 난류를 동반하기에 이를 해석하기에는 쉽지 않다. 이상흐름을 해석하는 방법으로는 유사를 연속상인 유사구름(sediment cloud)으로 표현하여 해석하는 Euler-Euler 모형이 있으며 입자를 직접 추적하여 해석하는 Euler-Lagrange 모형이 있다. 본 연구에서는 유사이동 해석을 위하여 Euler-Lagrange 모형을 사용하였으며 흐름의 진동성분을 고려하기 위하여 EIM (Eddy Interaction Model)을 사용하였다. 유체의 유속은 Dou (1987)가 제시한 경험식을 사용하였고 난류운동에너지와 소산률은 Nezu and Nakagawa (1993)가 제시한 식을 사용하였다. EIM에서 입자에 발생하는 와의 영향시간(eddy interaction time)을 계산하기 위해 Gosman and Ioannides (1983)가 제시한 eddy lifetime과 eddy crossing time을 사용하였다. 유사입자는 입자의 운동량방정식을 풀어 그 거동을 추적하였으며 일정 시간 후 입자의 수를 이용하여 농도를 계산하였다. 유체에 발생하는 유속의 진동성분에 의해 입자가 부상하고 중력에 의해 흐름에 따른 일정한 농도분포 형태를 가지는 것을 확인하였다. 유사의 입자크기와 흐름에 따른 농도분포를 계산하였으며, 이를 측정치와 비교하여 EIM의 적용성을 확인하였다.

• Korean Journal of Remote Sensing
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• v.28 no.1
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• pp.69-77
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• 2012

Surface insolation is one of the major indicators for climate research over the Earth system. For the climate research, long-term data and wide range of spatial coverage from the data observed by two or more of satellites of the same orbit are needed. It is important to improve the continuity and consistency of the derived products, such as surface insolation, from different satellites. In this study, surface insolations based on Geostationary Operational Environmental Satellite (GOES-9) and Multi-functional Transport Satellites (MTSAT-1R) were compared during overlap period using physical model of insolation to find ways to improve the consistency and continuity between two satellites through comparison of each channel data and ground observation data. The thermal infrared brightness temperature of two satellites show a relatively good agreement between two satellites : rootmean square error (RMSE)=5.595 Kelvin; Bias=2.065 Kelvin. Whereas, visible channels shown a quite different values, but it distributed similar tendency. And the surface insolations from two satellites are different from the ground observation data. To improve the quality of retrieved insolations, we have reproduced surface insolation of each satellite through adjustment of the Cloud Factor, and the Cloud Factor for GOES-9 satellite is modified based on the analysis result of difference channel data. As a result, the insolations estimated from GOES-9 for cloudy conditions show good agreement with MTSAT-1R and ground observation : RMSE=$83.439W\;m^{-2}$ Bias=$27.296W\;m^{-2}$. The result improved accuracy confirms that the modification of Cloud Factor for GOES-9 can improve the continuity and consistency of the insolations derived from two or more satellites.

• Proceedings of the KSME Conference
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• 2004.11a
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• pp.585-590
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• 2004

Many machine failures are not detected well in advance due to the masking of background noise and attenuation of the source signal through the transmission mediums. Advanced signal processing techniques using adaptive filters and higher order statistics have been attempted to extract the source signal from the measured data at the machine surface. In this paper, blind deconvolution using the eigenvector algorithm (EVA) technique is used to recover a damaged bearing signal using only the measured signal at the machine surface. A damaged bearing signal corrupted by noise with varying signal-to-noise (s/n) was used to determine the effectiveness of the technique in detecting an incipient signal and the optimum choice of filter length. The results show that the technique is effective in detecting the source signal with an s/n ratio as low as 0.21, but requires a relatively large filter length.

• Journal of Wetlands Research
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• v.10 no.1
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• pp.21-30
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• 2008

Evapotranspiration is an important factor in the energy interaction process between the surface and the air. Over a vegetable canopy, evapotranspiration was investigated by measuring the sensible heat flux, the soil heat flux and the net radiation flux. Evapotranspiration based on routine AWS data is in good agreement with that estimated from the energy balance equation except for weak wind shear less than $1s^{-1}$ and a cloudy period. Soil heat flux can be approximately to 10% of net radiation flux at the lower layer. When the slope of the saturation vapor pressure versus temperature curve ($de_s/dT$) is approximated to 1.5, the evapotranspiration can be described in function of the net radiation energy flux over Goheung bay wetland covered with the vegetable canopy, reeds.

• Journal of the Korean Society of Safety
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• v.22 no.2 s.80
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• pp.8-14
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• 2007

In this study, tensile and fatigue crack propagation tests machined from actual wheels were performed. FEM analysis also was performed on the crack that was assumed to be 15 mm in depth under the wheel tread surface. The stress intensity factors K I and K II at the crack tip under the stress($P_{max}=911.5MPa$) due to a rolling contact were analyzed for crack growth characteristics. As a result, the perpendicular crack was found to be more dangerous compared to the parallel one. It is found that in the wheel fatigue crack, parallel to the wheel tread surface, the crack with its length 2a = 2.4mm starts to propagate due to the fact that the effective stress intensity factor access to the threshold stress intensity factor($K_{th}=16.04MPa{\sqrt{m}}$) of the wheel.

• Journal of the Korean Society for Railway
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• v.17 no.1
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• pp.14-18
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• 2014

Wheel/rail contact is a significant problem in railway dynamics. In this paper, the wheel/rail contact is examined analytically and numerically as a contact problem between two cylinders where torque and friction have effect. Furthermore, the contact of a real wheel and rail is investigated numerically where the normal and shear force act. This study demonstrates that the wheel/rail contact is a process that generates traction force through creep where rolling and sliding occurs simultaneously depending on the shape of the wheel and rail, and the friction coefficient between them.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.27 no.12
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• pp.2019-2027
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• 2003

Pitting wear is a dominant from of polyethylene surface damage in total knee replacements, and may originate from surface cracks that propagate under repeated tribological contact. In this study, stress intensity factors, K$\_$I/and $_{4}$, were calculated for a surface crack in a polyethylene-CoCr-bone system under the rolling and/or sliding contact pressures. Crack length and load location were considered in determination of probable crack propagation mechanisms and fracture modes. Positive K$\_$I/ values were obtained for shorter cracks in rolling contact and for all crack lengths when the sliding load was apart from the crack. $_{4}$ was the greatest when the load was directly adjacent to the crack (g/a=${\pm}$1). Sliding friction caused a substantial increase of both K$\_$I/$\^$max/ and $_{4}$$\^$max/. The effective Mode I stress intensity factors, K$\_$eff/, were the greatest at g/a=${\pm}$1, showing the significance of high shear stresses generated by loads adjacent to surface cracks. Such behavior of K$\_$eff/ suggests mechanisms for surface pitting by which surface cracks may propagate along their original plane under repeated rolling or sliding contact.

• Journal of the Korean Society for Precision Engineering
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• v.27 no.8
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• pp.35-41
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• 2010

White Etching Layer(WEL) is a phenomenon that occurs on the surface of rail due to wheel/rail interactions such as excessive braking and acceleration. Rolling Contact Fatigue(RCF) cracks on the surface of rail have been found to be associated with WEL. In this study, we have investigated RCF damages of white etching layer using twin disc testing and fatigue analysis. These tests consist of wheel flat tests and rolling contact fatigue tests. WEL has been simulated by wheel flat test. It has been founded that the WEL with a bright featureless contrast is formed on the surface of specimen by etching. Rolling contact fatigue test was conducted by using flat specimens with the WEL generated by the wheel flat test. It has been observed that two types of cracks occur within the specimen. The contact fatigue test was simulated in 2D elastic-plastic FE simulations. Based on loading cycles obtained from the finite element analysis, the fatigue life analysis according to the thickness variation of WEL was carried out. The longest fatigue life was observed from the thickness of 20um.