• Journal of Advanced Marine Engineering and Technology
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• v.41 no.4
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• pp.330-336
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• 2017

This study performs a root cause analysis of the sticking that occurs in the hydraulically actuated wet type multi-disc friction clutch in a ship's diesel engine propulsion system that uses rubber elastic coupling. The fishbone method was used to study the sticking through dismantling investigation of the reduction gear and clutch, investigation of the components, and onboard system tests including nondestructive testing. The friction plate sticking is caused by the slip due to friction heat resulting from the leakage of control oil through cracks in the assembled hollow shaft. The friction plate cooling oil also leaks simultaneously through the crack, and partial sticking occurs due to the hot spots in the friction plates. These are caused by insufficient amount of cooling oil due to oil leakage.

• International Journal of Quality Innovation
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• v.10 no.1
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• pp.1-23
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• 2009

Face the process yield rate improvements of motherboard, although general enterprises finish deployment goal of each functions by overall quality managements, through quality improvement methods, industry engineering methods, plan-do-check-act (PDCA) methods and other improvement solutions, but it is only can be improved partially and unable to enhance the yield rate of product to the target. It only can takes one step ahead to enhance the process yield rate of motherboard with six sigma ($6{\sigma}$) overall DMAIC process and tactics. This research aimed to use six sigma quality improvement tactics by DMAIC systematic procedure and tactics, and find the key factors that effect to the process yield rate of surface mount technology. It also identified the keys input and process and output index to satisfy customer requirements and internal process index. The results showed that the major effective factors by fishbone and process failure modes and effects analysis (PFMEA). If the index of input and output that can be quantified, the optimum parameter can be found through design of experiment to ensure that the process is stable. If the factor of input and output that cannot be quantified, we found out the effective countermeasure by Mind_Mapping, make sure whole processes can be controlled stably, to reach the high product quality and enhance the customer satisfaction.

• Korean Journal of Materials Research
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• v.12 no.5
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• pp.414-422
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• 2002

Three different multi-component white cast irons alloyed with Cr, V, Mo and W were prepared in order to study their as-cast and solidification structures. Three combinations of the alloying elements were selected so as to obtain the different types of carbides and matrix structures : 3%C-10%Cr-5%Mo-5%W(alloy No.1), 3%C-10%V-5% Mo-5%W(alloy No. 2) and 3%C-17%Cr-3% V(alloy No.3). The as-cast microstructures were investigated with optical and scanning electron microscopes. There existed two different types of carbides, $M_7C_3$ carbide with rod-like morphology and $M_6C$ carbide with fishbone-like one, and matrix in the alloy No. 1. The alloy No. 2 consisted of MC carbide with chunky and flaky type and needle-like $M_2C$ carbide, and matrix. The chunky type referred to primary MC carbide and the flaky one to eutectic MC carbide. The morphology of the alloy No. 3 represented a typical hypo-eutectic high chromium white cast iron composed of rod-like $M_7C_3$ carbide which is very sensitive to heat flow direction and matrix. To clarify the solidification sequence, each iron(50g) was remelted at 1723K in an alumina crucible using a silicon carbide resistance furnace under argon atmosphere. The molten iron was cooled at the rate of 10K/min and quenched into water at several temperatures during thermal analysis. The solidification structures of the specimen were found to consist of austenite dendrite(${\gamma}$), $ ({\gamma}+ M_7C_3)$ eutectic and $({\gamma}+ M_6C)$ eutectic in the alloy No. 1, proeutectic MC, austenite dendrite(${\gamma}$), (${\gamma}$+MC) eutectic and $({\gamma}+ M_2C)$ eutectic in the alloy No. 2, and proeutectic $M_7C_3$ and $ ({\gamma}+ M_7C_3)$ eutectic in the alloy No 3. respectively.

• Journal of the Korea Concrete Institute
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• v.25 no.1
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• pp.53-61
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• 2013

A new deformation of reinforcing bar in coils was proposed to improve a machinability of straightening process, which has crescent-shaped transverse ribs with an inclination angle of 50 degrees, a crest width of $0.15d_b$, and a flank inclination of 55 degrees. The proposed deformation can increase contact area between a surface of re-bar and a groove of a roller during a straightening process and, therefore, it might reduce a damage of ribs, improve a final straightness, and enhance an efficiency of the straightening process. Splice tests were conducted to evaluate bond strengths of three types of re-bar in coils including the proposed re-bar, of which the inclination angles of transverse ribs were 50, 60, and 90 degrees, respectively. Test results show that the re-bars in coils have higher bond strengths than predicted strengths by equations of Orangun et al., ACI 408, and KCI by at least 10%. Correlation coefficients of bond strengths between a straight bar and re-bars in coils are 0.94 and more. Consequently, equations of the KCI code for determining development and splice lengths can be applied to the tested re-bars in coils.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.22 no.6
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• pp.188-196
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• 2021

For the tactical vehicles operated by the Korean army, the hub-reduction portal axle was applied considering Korea's topographical characteristics. Hub-reduction was applied to a Korean military vehicle to increase the vehicle body to secure ground clearance and improve the driving capability on rough roads, such as unpaved and field land by increasing the torque. The Korean military is operating tactical vehicles after various performance tests, including durability driving, but wheel damage occurred in one of the vehicles operating in the front units. Failure analysis revealed many damaged parts, including the hub, making it difficult to determine the cause. Therefore, an analysis of the failure occurrence mechanism for each damaged part was conducted, which confirmed that the cause of wheel breakage was a hub. Furthermore, the root cause of the hub breakage was a crack due to internal pores and foreign matters. In addition, a realistic improvement plan that can be applied throughout the design, manufacture, and shipping stages was presented using the fishbone diagram analysis. The derived improvement plan was verified through unit performance tests, including CAE and actual vehicle tests, and by reflecting this, the driving safety of Korean tactical vehicles was improved. Finally, it is expected that the proposed method for analyzing the failure occurrence mechanism will be used as reference material when analyzing the quality problems of similar military vehicles in the future.