• Transactions of Materials Processing
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• v.22 no.1
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• pp.11-16
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• 2013

Despite its importance the control of roller leveling has primarily relied on the operator's experience and on operation tables. In order to effectively eliminate various shape defects, the optimal leveling condition for a specific mode of plate deformation needs to be determined as well as a careful evaluation as to whether or not the condition is still appropriate for other modes or not. A numerical model, which considers both computation efficiency and accuracy, has been developed. The variations of residual stress are studied according to the entry and the delivery intermeshes, respectively. The camber deformation decreases linearly as the entry intermesh increases. In contrast the curl deformation does not vary directly with the entry intermesh. Therefore, the optimum intermesh values need to be determined in order to simultaneously minimize both the camber and the curl deformation.

• Transactions of Materials Processing
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• v.26 no.4
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• pp.234-239
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• 2017

A general approach is proposed for 3-D coupled FE analysis of the deformation of the strip and rolls in flat rolling. FE formulation, schemes for the treatment of contact occurring in a cluster of deforming objects, and the solution strategy are described in detail. The validity of the approach is examined through comparison with observed measurements. The approach is applied to the analysis of deformation in a four-high and six-high mill.

• Journal of the Korean Society of Manufacturing Technology Engineers
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• v.21 no.1
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• pp.21-25
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• 2012

In this study, the safest model can be selected by the simulation result of structural safety analysis according to the shape of impact bar affected at side door of automobile. The open sectional model of semicircle type has the lowest deformation and stress among 4 kinds of models. As the weight of this model has 30% in comparison with other models, it becomes most economical and stable. As the open sectional model of cap type the highest deformation and stress among 4 kinds of models, it becomes weakest. The closed models with circular and rectangular types has the stress far lower than cap type. The maximum deformation is shown at the center part of impact bar but the maximum stress occurs at the joint part between impact bar and frame.

• Transactions of Materials Processing
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• v.26 no.1
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• pp.5-10
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• 2017

Fluid cooling is one of the manufacturing processes used to control mechanical properties, and is recently used for hot stamping of automobile parts. The formed part at room temperature is heated and then cooled rapidly using various fluids in order to obtain better mechanical properties. The formed part may undergo excessive thermal deformation during rapid cooling. In order to predict the thermal deformation during fluid cooling, a coupled simulation of different fields is needed. In this study, cooling simulation of boron steel square sheet was performed. Material properties for the simulation were calculated from JMatPro, and three convection heat transfer coefficients such as water, oil and air were obtained from the experiments. It was found that the thermal deformation increased when the difference of cooling rate of sheet face increased, and the thermal deformation increased when the thickness of sheet decreased.

• Economic and Environmental Geology
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• v.34 no.1
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• pp.133-146
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• 2001

We report the results of structural field observation and measurement of anisotropy of magnetic susceptibility (AMS) of the diamictitic Hwanggangri Formation distributed in Chungju-Suanbo area of the Okchon Belt, Korea. The outcrops of the Hwanggangri Formation show two types of cleavage in general: slaty cleavage (SI) and crenulation cleavage (5z). 5] cleavage is, however, well observable only in the notheastem (NE) part of study area, while overwhelmed by 52 cleavage in the southwestern (5W) part, indicating stronger later deformation in 5W part of the study area. This partitioning of the study area is corroborated by both IRM and AMS parameters: NE part of the study area is characterized by higher IRM intensity, higher bulk magnetic susceptibility, higher AM5 degree, and by oblate shape of magnetic susceptibility ellipsoid. Their values become drastically lowered toward southwest, and reach to a stable minimum in the whole 5W part of the study area. In addition, degree of both metamorphism and deformation tends to increase gradually from northeast toward southwest and also from northwest toward southeast in the study area. Based on the distribution pattern of the principal axes ( $k_1, k_2, k_3$ axes) of magnetic anisotropy ellipsoids revealed in the NE part of the study area, three episodes of deformation ( $D_1, D_2, D_3$ ) are recognized: D_1$ deformation produced $S_2$ cleavage with NE-5W trend, which is caused by a strong NW-SE tlattening of a coaxial pure shear. $D_2$ deformation produced 5z cleavage characterized by a non-coaxial deformation. It was caused by a ductile or semi-ductile thrusting toward NW and concurrent sinistral shearing along $S_2$ cleavage plane. Lastly, $D_3$ deformation produced tlexural folding of all previous structures with a nearly horizontal NE fold axis. Distribution pattern of the principal axes of magnetic anisotropy ellipsoid from the SW part of the study area, on the other hand, does not show any coherency among sites or samples. We interpret that this dispersed pattern of $k_1, k_2, k_3$ axes together with lower anisotropy strength indicates that magnetic fabrics in the SW part have been disturbed either by a superposition of strong deformation/metamorphism or by a kind of reciprocal strain due to an overlapping of $D_1$ and $D_2$ or by both processes.

• International Journal of Naval Architecture and Ocean Engineering
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• v.5 no.3
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• pp.348-363
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• 2013

The use of I-Core sandwich panel has increased in cruise ship deck structure since it can provide similar bending strength with conventional stiffened plate while keeping lighter weight and lower web height. However, due to its thin plate thickness, i.e. about 4~6 mm at most, it is assembled by high power $CO_2$ laser welding to minimize the welding deformation. This research proposes a volumetric heat source model for T-joint of the I-Core sandwich panel and a method to use shell element model for a thermal elasto-plastic analysis to predict welding deformation. This paper, Part I, focuses on the heat source model. A circular cone type heat source model is newly suggested in heat transfer analysis to realize similar melting zone with that observed in experiment. An additional suggestion is made to consider negative defocus, which is commonly applied in T-joint laser welding since it can provide deeper penetration than zero defocus. The proposed heat source is also verified through 3D thermal elasto-plastic analysis to compare welding deformation with experimental results. A parametric study for different welding speeds, defocus values, and welding powers is performed to investigate the effect on the melting zone and welding deformation. In Part II, focuses on the proposed method to employ shell element model to predict welding deformation in thermal elasto-plastic analysis instead of solid element model.

• Journal of the Korean Society of Manufacturing Technology Engineers
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• v.20 no.3
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• pp.280-283
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• 2011

This study investigates the durability of car body and the safety of passenger inside car body in the case of the impact contact at passenger and car body. In case of front impact contact, maximum von Mises equivalent stress and principal stress become 3240.7MPa and 1634MPa respectively at the rear part of car body and the neck of dummy. And maximum total deformation occurred with 14.145mm at the hand of dummy. In case of side impact contact, maximum von Mises equivalent stress and principal stress become 7687.9MPa and 1690.7MPa respectively at the front part of car body and the lap of dummy. And maximum total deformation occurred with 16.414 mm at the foot of dummy. In case of rear impact contact, maximum von Mises equivalent stress and principal stress become 2366.6MPa and 1447MPa respectively at the front part of car body and the neck of dummy. And maximum total deformation occurred with 7.548mm at the rear part of car body. As the maximum von-Mises stress at side impact is shown with more than 700MPa as over two times at front or rear impact the danger of car body is increased. The great possibility of damage is shown at neck and hand of dummy with more than total displacement of 10mm.

• Tunnel and Underground Space
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• v.20 no.6
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• pp.408-420
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• 2010

It is important to forecast the final deformation of a tunnel during construction for evaluating its mechanical stability. In this study, the final deformation of a tunnel is forecasted by fitting tunnel deformations measured while excavating to a displacement function and exterpolating it. The tunnel for the study was built in two stages divided into an upper and a lower part. During the lower part construction of the tunnel, the displacement function forecasts the final incremental displacement well compared to the increment measured after completion of the tunnel. It is because the critical initial displacement occurred on passing the measurement pins can be adequately measured during excavating the lower part, which can not be measured during the upper part excavation of the tunnel.

• Advances in concrete construction
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• v.1 no.1
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• pp.103-119
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• 2013

The applicability of limit analysis methods in design and assessment of concrete structures generally requires a certain plastic deformation capacity. The latter is primarily provided by the ductility of the reinforcement, being additionally affected by the bond properties between reinforcing steel and concrete since they provoke strain localization in the reinforcement at cracks. The bond strength of reinforcing bars is not only governed by concrete quality, but also by construction details such as bar ribbing, bar spacing or concrete cover thickness. For new concrete structures, a potentially unfavorable impact on bond strength can easily be anticipated through appropriate code rules on construction details. In existing structures, these requirements may not be necessarily satisfied, consequently requiring additional considerations. This two-part paper investigates in a theoretical study the impacts of the most frequently encountered construction details which may not satisfy design code requirements on bond strength, steel strain localization and plastic deformation capacity of cracked structural concrete. The first part introduces basic considerations on bond, strain localization and plastic deformation capacity as well as the fundamentals of the Tension Chord Model underlying the further investigations. It also analyzes the impacts of the hardening behavior of reinforcing steel and concrete quality. The second part discusses the impacts of construction details (bar ribbing, bar spacing, and concrete cover thickness) and of additional structure-specific features such as bar diameter and crack spacing.

• Proceedings of the Korea Concrete Institute Conference
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• 2000.04a
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• pp.571-576
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• 2000

This paper summarized deformation properties of hydroelectric power concrete dam through the comparison between measured and analysed data. This is a part of the process to evaluate concrete dam safety, which has become a critical concern in the country. We analysed strain and angle deformation data by considering only the effect of atmosphere temperature to evaluate deformation properties of Gaisan hydroelectric power concrete dam. Analysis results are almost identical with measured data, and behavior of Gusian dam can be cleared up more reliably in case of acting the external loads (seismic, wind water pressure, etc.) except the influence of temperature.