• Journal of the Korean Society of Propulsion Engineers
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• v.5 no.1
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• pp.26-33
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• 2001

Thrust vector control system is control device which is mounted exit of the nozzle to generate pitch, yaw and roll directional force by deflecting flow direction of the supersonic jet from the nozzle. By obtaining control force, jetvane which is exposed in jet flow is working thermal and aerodynamic load. Axial thrust loss and side thrust is affected by shock patterns and interactions between jetvanes according to jetvane geometry and turning angle. In this study, we designed 6 types of jetvane to evaluate pitch, yaw and roll characteristics of ietvane in supersonic flow, and perform the cold flow test in range of turning angles of jetvanes between $0^{\cire}$ and $25^{\cire}$ by $5^{\cire}$ respectively. Also, calculation is going side by side to analyse flow interaction. Results show that there is no interactions between jetvanes upto turning angle 20$^{\circ}$, chord and lead length ratio is very important parameter to aerodynamic performance and maximum thrust loss is appeard to 17% of axial thrust in roll directional control.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.29 no.2
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• pp.169-177
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• 2016

Sliding slab track system, which consists of low friction sliding layer between track slab and bridge deck, is recently devised to reduce track-bridge interaction effect of continuously welded rail(CWR) without applying special devices such as rail expansion joint(REJ). In this study, a series of track-bridge interaction analyses of a long-span bridge with sliding slab track and REJ are performed respectively and the results are compared. The bridge model includes PSC box girder bridge with 9 continuous spans, and steel-concrete composite girder bridge with 2 continuous spans. The total length of the bridge model is 1,205m, and the maximum spacing between the two fixed supports is 825m. Analyses results showed that the sliding slab track system is highly effective on interaction reduction since lower rail additional axial stress is resulted than REJ application. Additionally, horizontal reaction forces in fixed supports were also reduced compared to the results of REJ application. However, higher slab axial forces were developed in the sliding slab track due to the temperature load. Therefore, track slab section of the sliding slab track system should be carefully designed against slab axial forces.

• Journal of Nuclear Fuel Cycle and Waste Technology(JNFCWT)
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• v.9 no.4
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• pp.237-245
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• 2011

As necessity of safety re-evaluation for spent fuel storage facility has emphasized after the Fukushima accident, accuracy improvement of heat load evaluation has become more important to acquire reliable thermal-hydraulic evaluation results. As groundwork, parametric and sensitivity analyses of various storage conditions for Kori Unit 4 spent fuel storage pool and spent fuel depletion parameters such as axial burnup effect, operation history, and specific heat are conducted using ORIGEN2 code. According to heat load evaluation and parametric sensitivity analyses, decay heat of last discharged fuel comprises maximum 80.42% of total heat load of storage facility and there is a negative correlation between effect of depletion parameters and cooling period. It is determined that specific heat is most influential parameter and operation history is secondly influential parameter. And decay heat of just discharged fuel is varied from 0.34 to 1.66 times of average value and decay heat of 1 year cooled fuel is varied from 0.55 to 1.37 times of average value in accordance with change of specific power. Namely depletion parameters can cause large variation in decay heat calculation of short-term cooled fuel. Therefore application of real operation data instead of user selection value is needed to improve evaluation accuracy. It is expected that these results could be used to improve accuracy of heat load assessment and evaluate uncertainty of calculated heat load.

• Tribology and Lubricants
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• v.28 no.1
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• pp.19-26
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• 2012

Rolling contact fatigue of an urban railway wheel was analysed during its rolling. A FEM analysis was performed using a 3D modelling of rail and wheel, considering the slope of the rail and nonlinear isotropic and kinematic hardening behavior of the rail and the wheel. The maximum von-Mises stress and contact pressure between the rail and wheel were 656.9 MPa and 1111.4 MPa, respectively, under axial load of 85 kN with friction coefficient of 0. The fatigue initiation life prediction relationships by strain-lifetime (${\varepsilon}$-N) and Smith-Watson-Topper method were drawn for the wheel steel as follows: $N_i=7.35{\times}10^6{\times}SWT^{-3.56}$ and $N_i=5.41{\times}10^{-9}{\times}(\frac{{\Delta}{\varepsilon}}{2})^{-5.77}$. The fatigue lifetimes of the wheel due to rolling contact were determined to be infinite by ${\varepsilon}$-N and SWT methods.

• Journal of the Korean Society for Precision Engineering
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• v.29 no.12
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• pp.1296-1303
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• 2012

There is a certain limit to reproduce phenomena between the real vehicle and road, since the existing methods to verify durability of the wheel are mostly uni-axial tests. And the change of durability of the wheel can't be predicted since these tests don't consider the camber angle and lateral force as important factors. In this paper, the FE models of the wheel-tire and drum are created. Then, the vertical and lateral loads are applied to wheel-tire assembly and the camber angle is applied by inclining the wheel-tire assembly to the drum. Based on the analysis result, the crack position is predicted to be created in the body of the wheel. The variation of the stress according to the camber angle is verified and the maximum spot of the stress changes continually.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.35 no.1
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• pp.25-31
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• 2011

In the tensile test necking occurs at the maximum load point and non-uniform stress state is generated in this section. The equivalent stress becomes quite different from the axial stress as necking proceeds. Methods for obtaining the true stress-true strain curves, by overcoming difficulties due to the necking phenomena, have been developed by many authors. One of the methods based on the finite element analysis simulation is a very promising method. In this paper, general-purpose finite element program is used to simulate the tensile test. A round specimen and a flat specimen prepared from the same steel block are tested and simulated. The true stress-true strain curves are determined without assuming that the material follows Hollomon's law.

• Transactions of the Korean Society of Automotive Engineers
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• v.10 no.4
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• pp.149-157
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• 2002

This paper is to investigate collapse mechanisms of CFRP(Carbon Fiber Reinforced Plastics)composite tubes and to evaluate collapse characteristics on the change of interlaiminar number and ply orientation angle of outer under static and impact axial compression loads. When a CFRP composite tube is crushed, static/impact energy is consumed by friction between the loading plate and the splayed fronds of the tube, by fracture of the fibers, matrix and their interface. These are associated with the energy absorption capability. In general, CFRP tube with 6 interlaminar number(C-type), absorbed more energy than other tubes(A, B, D-types). The maximum collapse load seemed to increase as the interlaminar number of such tubes increases. The collapse mode depended upon orientation angle of outer of CFRP tubes and loading status(static/impact). Typical collapse modes of CFRP tubes are wedge collapse mode, splaying collapse mode and fragmentation collapse mode. The wedge collapse mode was shown in case of CFRP tubes with 0° orientation angle of outer under static and impact loadings. The splaying collapse mode was shown in only case of CFRP tubes with 90°orientation angle of outer under static loadings, however in Impact tests those were collapsed in fragmentation mode .

• Geomechanics and Engineering
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• v.7 no.3
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• pp.279-295
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• 2014

A series of one-dimensional consolidation tests and triaxial creep tests were performed on Nansha clays, which are interactive marine and terrestrial deposits, to investigate their time-dependent behaviour. Based on experimental observations of oedometer tests, normally consolidated soils exhibit larger secondary compression than overconsolidated soils; the secondary consolidation coefficient ($C_{\alpha}$) generally gets the maximum value as load approaches the preconsolidation pressure. The postsurcharge secondary consolidation coefficient ($C_{\alpha}$') is significantly less than $C_{\alpha}$. The observed secondary compression behaviour is consistent with the $C_{\alpha}/C_c$ concept, regardless of surcharging. The $C_{\alpha}/C_c$ ratio is a constant that is applicable to the recompression and compression ranges. Compared with the stage-loading test, the single-loading oedometer test can evaluate the entire process of secondary compression; $C_{\alpha}$ varies significantly with time and is larger than the $C_{\alpha}$ obtained from the stage-loading test. Based on experimental observations of triaxial creep tests, the creep for the drained state differs from the creep for the undrained state. The behaviour can be predicted by a characteristic relationship among axial strain rate, deviator stress level and time.

• Proceedings of the Korean Geotechical Society Conference
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• 2005.03a
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• pp.49-56
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• 2005

The negative skin friction on piles, which are installed in currently consolidating soft deposits, creates significant problems on the stability of pile foundations. This study investigated whether or not the pile foundation designs were appropriate in soft deposits with large amount of consolidation settlement. The final settlements of the grounds along the pile depth were estimated by the soil parameters obtained from the laboratory tests and by the field-measured settlement curves, if they were available. The displacement of the piles along the pile depth was estimated by both the load transfer method and the numerical method. Both methods gave similar locations of neutral points and magnitudes of the maximum axial forces. The movements of the ground and the piles were compared to calculate the down drag acting on piles. For the piles whose bearing capacities were less than the design loads including the down drag, slip layer coatings and/or incrementing of the penetration depth into the bearing stratum were proposed to improve the piles capacities.

• Journal of Mechanical Science and Technology
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• v.19 no.4
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• pp.1036-1043
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• 2005

Concentric annular heat pipes (CAHP) were fabricated and tested to investigate their thermal characteristics. The CAHPs were 25.4 mm in outer diameter and 200 mm in length. The inner surface of the heat pipes was covered with screen mesh wicks and they were connected by four bridge wicks to provide liquid return path. Three different heat pipes were fabricated to observe the effect of change in diameter ratios between 2.31 and 4.23 while using the same outer tube dimensions. The major concern of this study was the transient response as well as isothermal characteristics of the heat pipe outer surface, considering the application as uniform heating device. A better performance was achieved as the diameter ratio increased. For the thermal load of 180 W, the maximum temperature difference on the outer surface in the axial direction of CAHP was $2.3^{\circ}C$ while that of the copper block of the same outer dimension was $5.9^{\circ}C.$ The minimum thermal resistance of the CAHP was measured to be $0.004^{\circ}C/W.$ In regard to the transient response during start-up, the heat pipe showed almost no time lag to the heat source, while the copper block of the same outer dimensions exhibited about 25 min time lag.