• Journal of Korean Society of Steel Construction
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• v.13 no.5
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• pp.477-492
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• 2001

About half of bridges in United States are considered to be deficient and therefore are in need of repair or replacement. Half of these are functionally obsolete, and others do not have required strength For these bridges repairs and replacements are needed To avoid the high cost of rehabilitation the bridge rating must corectly report the present load-carrying capacity Rating engineers use Allowable Stress Design(ASD) Load Factor Design(LFD), and Load Resistance Factor Design(LRFD) to evaluate the bridge load carrying capacity In this paper the load rating methods are introduced and bridge load test data are collected. The reasons that make the difference between test results and analytical results are explained for each bridge load test And load rating methods are applied to real bridge. The rating factors from each method are compared.

• Journal of the Korean Society of Propulsion Engineers
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• v.17 no.2
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• pp.24-30
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• 2013

To guarantee the exact control of missile warhead, it is inevitable to ensure the stabilities in the view points of structural and fluid/thermo dynamics of the rocket motor. Specially, despite of shortness in operating time of the rocket motor which is initial turning type of missile, it occurs frequently some problems of ablation at the neighborhood of the nozzle throat, with the result that the system itself gets to failure. In these connections, in the present study, the effect of the operating time of a rocket motor on the coefficient of convective heat transfer at the nozzle wall is investigated by numerical analysis. As a result, it is turned out that the heat transfer coefficient is largest at the just ahead of nozzle throat and decreases with the increase of operating time of the rocket motor. Furthermore, we found that the radius of curvature of throat becomes smaller, the maximum coefficient of convective heat transfer becomes larger.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.34 no.5
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• pp.629-635
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• 2010

An SGBEM (symmetric Galerkin boundary element method)-FEM alternating method has been proposed by Nikishkov, Park and Atluri. This method can be used to obtain mixed-mode stress intensity factors for planar and nonplanar three-dimensional cracks having an arbitrary shape. For field applications, however, it is necessary to verify the accuracy and consistency of this method. Therefore, in this study, we investigate the effects of several factors on the accuracy of the stress intensity factors obtained using the abovementioned alternating method. The obtained stress intensity factors are compared with the known values provided in handbooks, especially in the case of internal and external circumferential semi-elliptical surface cracks. The results show that the SGBEM-FEM alternating method yields accurate stress intensity factors for three-dimensional cracks, including internal and external circumferential surface cracks and that the method can be used as a robust crack analysis tool for solving field problems.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.37 no.4
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• pp.521-527
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• 2013

This study provides the elastic stress intensity factors, K, for circumferential and longitudinal surface cracked straight pipes under single or combined loads of internal pressure, bending, and torsion based on three-dimensional (3D) finite element (FE) analyses. FE results are compared with two different types of defect assessment codes (API-579-1 and RCC-MR A16) to prove the accuracy of the FE results and the differences between the codes. Through the 3D FE analysis, it is found that the stress intensity factors are sensitive to the number of elements, which they were believed to not be sensitive to because of path independence. Differences were also found between the FE analysis results for crack defining methods and the results obtained by two different types of defect assessment codes.

• Transactions of the Korean Society of Mechanical Engineers
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• v.14 no.1
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• pp.112-118
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• 1990

Catastrophic fracture cannot be avoided after cracks(initiated from pre-existing defects) propagate rapidly with speeds comparable to a sound wave velocity of the materials. Preventing catastropic failure, crack arrest fracture toughness defined from dynamic(or kinetic) fracture mechanics point of view has been introduced in determining accurate and/or proper crack arrest fracture toughness of a material. For the past decades, many studies have been carried out to render proper theoretical and experimental backgrounds on the use of the static plain strain crack arrest fracture toughness, $K_{1a}$ (which seems to be a material property). $K_{1a}$ has been used to predict the performance of thick walled structures and has been considered as a measure of the ability of a material to stop a fast running crack. Determination of such a material property is of prime importance to the nuclear reactor pressure vessel and bridge materials industries. However, standards procedures for measuring toughness associated with fast running cracks are yet to exist. This study intends to give insight on the determination of the crack arrest fracture toughness of materials such as polymethylmethacrylate(PMMA), SM45C-steel, and A1 7075-T6. The effects of crack jump lengths and fast crack initiation stress intensity factor on the determination of $K_{1a}$ have been experimentally observed.erved.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.30 no.4
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• pp.1-9
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• 2002

There is the high possibility of crack initiation from mechanical joints, which are widely used in aircraft fuselages, due to the development of stress concentration and contact pressure. In this paper, the mixed-mode stress intensity factors at the surface and deepest points of an inclined quarter elliptical corner crack in mechanical joints are analyzed by the weight function method. The coefficients included in the weight function are obtained by finite element analyses for reference loadings. Critical angle at which mode I stress intensity factor becomes maximum is determined by analyzing the variation of stress intensity factors along incline angle of crack and the effects of the amount of clearance and crack depth on the critical angle are investigated.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.31 no.10
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• pp.73-78
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• 2003

MEMS technology in the field of aerospace engineering is more important with light weight and high resolution. Therefore the investigation of thin films properties is issued and the residual stress of thin filrns is one of the important problems to solve. Ion implantation without thermal annealing is applied for the stress gradient relaxation of LPCVD polysilicon films used as the structural part in MEMS. He+ and Ar+ ion implantations reduce the stress gradient of polysilicon films. The property modification of polysilicon films by ion implantation is also investigated. The elastic modulus and hardness of polysilicon films with ion implantation is studied by CSM method which is an advanced nano-indentation method. Ion implantation decreases the elastic modulus and hardness of polysilicon films. However, they are improved with increasing ion dose.

• Journal of the Korean Society for Nondestructive Testing
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• v.19 no.1
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• pp.8-15
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• 1999

In order to develop an effective way of measuring the mode I stress intensity factor, $K_I$, by the technique based on the alternating current potential drop (ACPD), the effect of the magnetic flux in the air on the change in potential drop due to load for both ferromagnetic and paramagnetic materials containing a two-dimensional surface crack was investigated. Additionally the effects of the demagnetization and the crack length on the change in potential drop were examined. In the case that the measuring system was designed to induce a large amount of electromotive force, the amount of the change in potential drop due to load was shown to increase largely Also the relationship between the change in potential drop and that in $K_I$ was indicated to be linear without any treatment and it was shown that the demagnetization had almost no effect on the change in potential drop. The change in potential drop did not depend on the crack length but on the measuring system. For the application of the ACPD technique to determine $K_I$.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.39 no.4
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• pp.306-313
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• 2011

The damage tolerance analysis is required to guarantee the structural safety and the reliability for aircraft components. The damage tolerance method, which evaluate the life considering the initial crack, considers a fatigue design model of the aircraft main structure. The fatigue crack growth life should be calculated in damage tolerance analysis and the inspection time to define the replacement cycle. In this paper, the damage tolerance analysis is performed for a turbine wheel which has complex geometry. The equation of the stress intensity factor for complex geometry is hard to know, so that they are usually processed by finite element analysis which takes long time. To solve this problem, the stress intensity factors at specified crack are obtained by the FEA and the crack growth life is evaluated using the surrogate model which is generated by the regression analysis of the FEA data. From the results, the efficiency of the crack growth life calculation and the damage tolerance analysis could be increased by taking the surrogate model.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.35 no.2
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• pp.157-162
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• 2011

High temperature and stress are encounted in power plants and vehicle engines. Therefore, determination of the creep-fatigue life of a material is necessary prior to fabricating equipments. In this study, life design was determined on the basis of the lethargy coefficient for different temperatures, stress and rupture times. SP-Creep test data was compared with computed data. The SP-Creep test was performed to obtain the rupture time for X20CrMoV121 steel. The integration life equation was considered for three cases with various load, temperature and load-temperature. First, the lethargy coefficient was calculated by using the obtained rupture stress and the rupture time that were determined by carrying out the SP-Creep test. Next, life was predicted on the basis of the temperature condition. Finally, it was observed that life decreases considerably due to the coupling effect that results when fatigue and creep occur simultaneously.