• Transactions of the Korean Society of Automotive Engineers
• /
• v.16 no.6
• /
• pp.97-103
• /
• 2008

In general, the strength of gears is calculated using the formula of AGMA or JGMA. But these formula can not be applied directly to the strength calculation of the rack and pinion of steering gear assay, because of complex tooth and contact shapes. So Lewis bending stress and Hertzian contact stress formula are generally used for the design of rack and pinion of steering gear assay. But these formula do not also give the exact stress of rack and pinion. In this paper, comparing the finite element analysis results and the experimentally measured values, it is shown that the finite element modeling technique of the rack and pinion of steering assay is reasonable.

• Proceedings of the KSME Conference
• /
• 2004.04a
• /
• pp.246-251
• /
• 2004

Nano-indentation is used for measuring mechanical properties of thin films such as elastic modulus and hardness. For ductile materials, pile-up around the indenter causes the calculation of inaccurate projected contact area. This phenomenon was found by measurement of indentation shape using an atomic force microscope. In present study finite element analysis of nano-indentation was performed to compensate the effects of pile-up on the contact area. The result of finite element analysis was compared with that of nano-indentation for a ductile material. The analysis has demonstrated that the true contact area is greater than that calculated by nano-indentation. It is verified that the consideration of the effects of pile-up in nanoindentation for ductile materials using the finite element method is reasonable.

• Journal of Advanced Marine Engineering and Technology
• /
• v.28 no.1
• /
• pp.145-151
• /
• 2004

This paper proposes the calculation method of magnetic coupling coefficient of contact-less power supply by the 3D finite element method with a variation of the secondary core position. The primary, secondary self and leakage inductances and the capacitances of a resonant circuit are calculated by the finite element analysis results. The magnetic coupling coefficients are obtained also. The power factors are obtained by simulation for the magnetic coupling coefficients and compared.

• Journal of the Society of Naval Architects of Korea
• /
• v.60 no.4
• /
• pp.288-295
• /
• 2023

This paper deals with the dynamic simulation method for analysis of driving characteristics of aircraft and towing vehicles (TUG) on carrier vessel in wave motions. For prompt deployment in a short period of time, optimization of the movement of carrier aircraft becomes a major issue. In this regards, strategy studies using real-time simulation technology and optimal decision-making technologies are being conducted. In the present work, the dynamic characteristics of carrier aircraft and TUG connected by towbar or towbarless mechanism were investigated by means of multi-body dynamics model. Meanwhile, for real-time simulation, Dugoff's model of tire loads calculation was adopted. Through comparative analysis it was confirmed that the similarity of results between the multi-body contact model and the tire load calculation model can be achieved by coefficients tuning.

• Structural Engineering and Mechanics
• /
• v.75 no.4
• /
• pp.497-506
• /
• 2020

CA mortar layer disengagement will give rise to the overall structural changes of the track and variation in the vibration form of the ballastless track. By establishing a vehicle-track-viaduct coupling analysis and calculation model, it is possible to analyze the CRTS-I type track structure vibration response while the track slab is disengaging with the power flow evaluation method, to compare the two disengaging types, namely partial contact loss at one edge beneath track slab and partial contact loss at midpoint beneath track slab. It can also study how the length of disengaging influences the track structures vibration power. It is showed that when the partial contact loss beneath track slab, and the relative vibration energy level between the rail and the track slab increases significantly within [10, 200]Hz with the same disengaging length, the partial contact loss at one edge beneath track slab has more prominent influence on the vibration power than the partial contact loss at midpoint beneath track slab. With the increase of disengaging length, the relative vibration energy level of the track slab grows sharply, but it will change significantly when it reaches 1.56 m. Little effect will be caused by the relative vibration energy level of the viaduct. The partial contact loss beneath the track slab will cause more power distribution and transmission between the trail and track slab, and will then affect the service life of the rail and track slab.

• Journal of Adhesion and Interface
• /
• v.15 no.2
• /
• pp.57-62
• /
• 2014

Pythagolas rule was used for investigation of static contact angle in particular figures. Static contact angle measurement was important to evaluate the wettability between solid and liquid. Optimum measurement method and standardization of calculation for static contact angle were investigated for practical application. Optimum diameter of droplet for static contact angle measurement was confirmed as 1 mm. Contact angle measurement using Pythagolas rule was also used to calculate advancing, receding angle and wettability of different surface condition. At last, it was concluded that the Pythagolas rule method was more accurate than general lineation method for static contact angle measurement.

• Journal of the Semiconductor & Display Technology
• /
• v.7 no.4
• /
• pp.41-44
• /
• 2008

NiSi is less stable than the previously-used $CoSi_2$ at high temperature. Some noble metals, such as Pd and Pt, have been added to NiSi to improve its thermal stability. We employed a first principles calculation to understand the Pd segregation at the interface. An orthorhombic structure of NiSi was used to construct an orthorhombic-NiSi/Si (010). Lattice parameters along a- and c-axes in orthorhombic-NiSi were matched with those of Si for epitaxy contact. The optimized $1\times4\times1$ orthorhombic-NiSi (010) and $1\times2\times1$ Si (010) superstructures were put together to construct the orthorhombic-NiSi/Si (010), and the superstructure was relieved in calculation to minimize its total free energy. The optimized interface thickness of the superstructure was $1.59\AA$. Pd atom was substituted in Ni and Si sites located near interface. Both Ni and Si sites located at the interface were favorable for Pd substitution.

• Proceedings of the International Microelectronics And Packaging Society Conference
• /
• 2003.11a
• /
• pp.195-202
• /
• 2003

In this study, failure mechanisms of Au stud bumps/ACF flip chip joints were investigated underhigh current stressing condition. For the determination of allowable currents, I-V tests were performed on flip chip joints, and applied currents were measured as high as almost 4.2Amps $(4.42\times10^4\;Amp/cm^2)$. Degradation of flip chip joints was observed by in-situ monitoring of Au stud bumps-Al pads contact resistance. All failures, defined at infinite resistance, occurred at upward electron flow (from PCB pads to chip pads) applied bumps (UEB). However, failure did not occur at downward electron flow applied bumps (DEB). Only several $m\Omega$ contact resistance increased because of Au-Al intermetallic compound (IMC) growth. This polarity effect of Au stud bumps was different from that of solder bumps, and the mechanism was investigated by the calculation of chemical and electrical atomic flux. According to SEM and EDS results, major IMC phase was $Au_5Al_2$, and crack propagated along the interface between Au stud bump and IMC resulting in electrical failures at UEB. Therefore. failure mechanisms at Au stud bump/ACF flip chip Joint undo high current density condition are: 1) crack propagation, accompanied with Au-Al IMC growth. reduces contact area resulting in contact resistance increase; and 2) the polarity effect, depending on the direction of electrons. induces and accelerates the interfacial failure at UEBs.

• Journal of Advanced Marine Engineering and Technology
• /
• v.37 no.7
• /
• pp.718-728
• /
• 2013

Analysis of scenarios of transportation oil and gas which produced in the Arctic and others cold seas shows that in the near-term there will be a significant increase of tonnage of tankers for oil and gas and number of ships which should be exploited in difficult ice conditions. For the construction of ice-resistant structures (IRS) intended for production of oil and gas and transportation of these products at ice-class vessels, calculating the load from ice to board the ship and on surface of supports of the platforms are the actuality and urgent tasks. These tasks have one basis in both cases: at beginning of the contact occurs fracture of edge of ice, then occurs compressing of rubble shattered of ice, then they extruding from contact area, after this next layer of ice begin to destruct. At calculating the strength of plating and elements construct of vessels, icebreakers and ice-resistant platforms the specific energy of mechanical destruction ice ${\epsilon}_{cr}$ is an important parameter. For the whole period of study of physical and mechanical characteristics of sea ice have been not many experimental studies various researchers to obtain numerical values of this energetic characteristic of the strength of ice by a method called Ball Drop Test. This study shows that the destruction of the ice from dynamic loading in zone of contact occurs in several cycles, and the ice destructed with a minimum numerical values of ${\epsilon}_{cr}$. The author offer this energy characteristic to take as a base value for the calculation of ice load on ships and offshore structures.

• Journal of Korean Ophthalmic Optics Society
• /
• v.16 no.3
• /
• pp.255-264
• /
• 2011

Purpose: To study the effect of hyaluronic acid(HA), which was widely used in artificial tears, multi-purpose solution(MPS), cosmetics, and drug acting on the musculo-skeletal system, in wettability and comfort of contact lens, we compared HA including lens(+HA) with HA excluding lens(-HA) by clinical evaluation. Methods: During four weeks, the selected 28 university student volunteers who did not have any eye disease wore +HA contact lens on their right eyes, and -HA contact lens on their left eyes, and then compared right eyes to left eyes as control. After prescribing by spherical equivalent calculation, over-refraction by auto-refractometer, and contact lens wearing for two weeks and four weeks, tear evaluation, the anterior of eyes examination, fitting convenience evaluation, surface wetting test, surveys were checked up. Results: Compared with the control group (-HA contact lens), +HA contact lens provided better wetting properties. The amount of released tear in -HA contact lens group became less in four weeks than before, but that in +HA contact lens group showed no significant difference from the initial one. In terms of the redness in eye, there was no significant difference between +HA and -HA contact lens groups. Fitting of +HA contact lens on eye was much easier than the control, -HA contact lens. From the results of survey, comfort, wettability, ease of cleaning, and dryness of eye in +HA contact lens group were generally better than those of -HA group, but redness and contact lens handling showed little difference. Conclusions: The addition of HA in soft contact lens(+HA) may enhance the wettability of lens during lens wearing, resulted in the better comfortable wearing of lens eventually.