• Proceedings of the Korean Society for Technology of Plasticity Conference
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• 2008.05a
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• pp.458-461
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• 2008

We carry out non-steady state finite element simulation of a porthole extrusion process for manufacturing a radiation pipe under isothermal assumption. It is assumed that welding takes place at the moment that the material contacts the plane of symmetry. Welding phenomena are revealed by observing the contacting mechanism of the material passed through the portholes. It is emphasized that mesh density control and intelligent remeshing during welding process govern the solution accuracy and the program applicability. AFDEX 3D is employed.

• Journal of KSNVE
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• v.10 no.1
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• pp.57-63
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• 2000

On the basis of the concept of strain energy-weighted dissipation, an enhanced model for predicting damping in laminates is presented. In this model, the influence of transverse shear on $90^{\circ}$ laminates has been included with those of in-plane stresses on beam. Also, an experimental damping measurement is conducted with changing the length and the thickness of laminated beam specimen for confirmation of the model prediction. The theoretical predictions in $90^{\circ}$laminates were reasonably compared with experimental data. The transverse shear reveals to have an influence on the damping, behavior in $90^{\circ}$ laminates.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2004.11a
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• pp.345-348
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• 2004

In this paper it is to establish a comprehensive model for predicting damping in sandwich Laminated composites on the basis of strain energy method. In this model, the effect of transverse shear on the material damping has been considered with in-plane stresses. Results showed that the viscoelastic core thickness in the sandwich beam and the Length of a beam have a high impact on the material damping. The transverse shear appears to be highly influenced by the damping behavior in $0^0$ laminated sandwiched composites. However, it is Little influenced by that in $90^0$ laminated sandwiched composites.

• Journal of Magnetics
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• v.12 no.2
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• pp.59-63
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• 2007

Ferromagnet/Semiconductor heterostructures have attracted much attention because of their potential applications in spintronic devices. We investigated the electronic structures and magnetism of monolayer Fe on $CuGaSe_2(001)$ by using the all-electron full-potential linearized augmented plane-wave method within a generalized gradient approximation. We considered the monolayer Fe deposited on both the CuGa atoms terminated (CuGa-Term) and the Se atom terminated (Se-Term) surfaces of $CuGaSe_2(001)$. The calculated magnetic moment of the Fe atom on the CuGa-Term was about $2.90\;{{\mu}_B}$. Those of the Fe atoms on the Se-Term were in the range of $2.85-2.98\;{{\mu}_B}$. The different magnetic behaviors of the Fe atoms on two different surfaces were discussed using the calculated layer-projected density of states.

• Journal of Magnetics
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• v.12 no.2
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• pp.68-71
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• 2007

Even a pure bulk Fe has a complicated magnetic phase and its magnetism is still needed to be clarified. In this study we investigated the magnetism of bcc and fcc bulk Fe with total energy calculations as functions of atomic volume. The full-potential linearized augmented plane wave method was adopted within a generalized gradient approximation. The ground state of bulk Fe is confirmed to be of ferromagnetic (FM) bcc. For fcc structured Fe an antiferromagnetic (AFM) state is more stable compared to FM states which exist as low spin and high spin states. The stable AFM states were found to accompany a tetragonal distortion, while the FM states remained in a cubic symmetry. At an expanded lattice constant a high spin FM state was calculated to be able to be stabilized with significant enhanced magnetic moment compared to the value of the ground state, bcc FM.

• Journal of Navigation and Port Research
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• v.35 no.3
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• pp.197-204
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• 2011

The authors adopt the Unmanned Undersea Vehicle(UUV), the shape of which is like a manta. They call here it Manta UUV. Manta UUV has been designed from the similar concept of the UUV called Manta Test Vehicle(MTV), which was originally built by the Naval Undersea Warfare Center of USA(Lisiewicz and French, 2000; Simalis et al., 2001; U.S. Navy, 2004). The present study deals with the effect of Reynolds numbers on hydrodynamic forces acting on Manta UUV at large angles of attack. The large angles of attack cover the whole range of 0 to ${\pm}$ 180 degrees in horizontal plane and in vertical plane respectively. Static test at large attack angles has been carried out with two Manta UUV models in circulating water channel. The authors assume that the experimental results of hydrodynamic forces (lateral force, yaw moment, vertical force and pitch moment) are analyzed into two components, which are lift force component and cross-flow drag component. First of all, Based on two dimensional cross-flow drag coefficient at 90 degrees of attack angle, the cross-flow drag component at whole range of attack angles is calculated. Then the remainder is assumed to be the lift force component. The only cross-flow drag component is assumed to be subject to Reynolds number.entstly the authors suggest the methodology to predict hydrodynamic derivertives acting on the full-scale Manta UUV.

• Journal of the Korean Magnetics Society
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• v.26 no.4
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• pp.115-118
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• 2016

We investigated the magnetocrystalline anisotropy of pure ${\alpha}^{{\prime}{\prime}}-Fe_{16}N_2$ by using full-potential linearized augmented plane wave method (FLAPW). A very high magnetic moment was obtained for Fe (4d) site due to the lattice expansion in the z-direction, while the magnetic moment of Fe (4e) and (8h) site were suppressed due to hybridization with neighboring N atom. The calculated spin magnetic moments for different Fe sites (4d, 4e and 8h) were in good agreement with previously reported values. Due to the tetragonal distortion, we found a very large uniaxial anisotropy constant of $0.58MJ/m^3$. Besides, a high value of magnetization of 1.76MA/m was obtained. In additon, the estimated coercive field and maximum energy product of 6.51 kOe and 71.7 MGOe were obtained for pure ${\alpha}^{{\prime}{\prime}}-Fe_{16}N_2$. This may suggest that the ${\alpha}^{{\prime}{\prime}}-Fe_{16}N_2$ can be utilized for potential rare-earth free permanent magnet material.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.23 no.4
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• pp.343-351
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• 2010

Bending and axial compressive stresses are distributed across the whole upper flange of a box girder bridge which has the span-to-depth ratio (B/L) of below 0.5, according to Korea Bridge Design Specifications (Minister of Land, Transport and Maritime Affairs, 2005). Shear lag phenomenon, however, can take place in the construction phase of cable-stayed bridge, in which stresses combining bending moment due to dead weight and cable vertical compression are induced. This study aims to analyze the effective width of flange over which composite stresses are given, which should be calculated during the construction phase of stiffening girder of single plane cable-stayed box girder bridge. The study results indicate that the full width of stiffening girder can be regarded as the effective flange width when the span-to-depth ratio for the deck is below 0.38. In other words, the area, where shear lag is taken into consideration, is larger than the width of box girder in single plane cable-stayed box girder bridges. Therefore, the current practice of considering the full width as the effective flange width regardless of changes of the span-to-depth ratio during the construction stage can produce an unsafe bridge. If the effective flange width is determined according to the single span structural system in the early stage of construction when the span-to depth ratio for the deck is high and composite stresses of every part expect each end of the bridge are calculated, it can result in a safe structural design. Since the span-to-depth ratio gradually decreases, however, it is appropriate to determine the effective width of flange on the basis of the full width and the cantilever structural system.

• Steel and Composite Structures
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• v.23 no.5
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• pp.571-583
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• 2017

A kind of accordion-web RBS connection, "Tubular Web RBS (TW-RBS)" connection is proposed in this research. TW-RBS is made by replacing a part of web with a tube at the desirable location of the beam plastic hinge. This paper presents first a numerical study under cyclic load using ABAQUS finite element software. A test specimen is used for calibration and comparison of numerical results. Obtained results indicated that TW-RBS would reduce contribution of the beam web to the whole moment strength and creates a ductile fuse far from components of the beam-to-column connection. Besides, TW-RBS connection can increase story drift capacity up to 9% in the case of shallow beams which is much more than those stipulated by the current seismic codes. Furthermore, the tubular web like corrugated sheet can improve both the out-of-plane stiffness of the beam longitudinal axis and the flange stability condition due to the smaller width to thickness ratio of the beam flange in the plastic hinge region. Thus, the tubular web in the plastic hinge region improves lateral-torsional buckling stability of the beam as just local buckling of the beam flange at the center of the reduced section was observed during the tests. Also change of direction of strain in arc shape of the tubular web section is smaller than the accordion webs with sharp corners therefore the tubular web provides a better condition in terms of low-cycle fatigue than other accordion web with sharp corners.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.51 no.1
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• pp.26-34
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• 2015

The angle of attack of a cambered otter board in a bottom trawl was estimated using a three-dimensional semi-analytic treatment of a towing cable (warp) system that was applied to the field experiments of a bottom trawl obtained by the Scanmar system. The equilibrium condition of the horizontal component and vertical component of forces was used to the three forces acting on the otter board in the horizontal plane. Those forces were the force on the warp at the bracket, hydrodynamic lift and drag forces on the otter board and the force on the hand rope attached just behind the otter board. Also the equilibrium of moment about the front edge of the otter board was used to find out the angle of attack of the cambered otter board. When the warp length was 120m and 180m long and the towing speed was between 1.23 and 1.90 m/s, the estimated angle of attack of the cambered otter board was ranged between $26.1^{\circ}$ and $29.6^{\circ}$, respectively, though the maximum lift force was at the angle of attack $22.6^{\circ}$. The angle of attack of the otter board was tended to increase weakly with the longer length of warp (180 m) at the same towing speed in the experiment.