• Journal of Mechanical Science and Technology
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• v.18 no.12
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• pp.2174-2181
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• 2004

The metal processing system usually consists of various components such as motors, work rolls, backup rolls, idle rolls, sensors, etc. Even a simple fault in a single component in the system may cause a serious damage on the final product. It is, therefore, necessary to diagnose the faults of the components to detect and prevent a system failure. Especially, the defects in a work roll are critical to the quality of strip. In this study, a new 3-D diagnosis method was developed for roll shape defects in rolling processes. The new method was induced from analyzing the rolling mechanism by using a rolling force model, a tension model, the Hitchcock's equation, and measurement of the strip thickness, etc. Computer simulation shows that the proposed method is very useful in the diagnosis of the 3-D roll shape.

• Proceedings of the Korean Society for Technology of Plasticity Conference
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• 2007.10a
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• pp.46-49
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• 2007

The purpose of this study is to develop the optimum shape of blank for the crank throw of large marine engine in order to reduce manufacturing cost and forging defects. The effects of the curvature radius and the height of wing part of blank selected as design variables on the defects and machining margin of final products after forging process were investigated using FEA. Based on the results, the optimum shape for the blank of the crank throw was proposed and verified by experiment.

• Maxillofacial Plastic and Reconstructive Surgery
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• v.13 no.3
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• pp.305-318
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• 1991

Reconstructive techniques of orofacial defects are very varied. In recent years, myocutaneous flaps, in particular the pectoralis major or latissimus doris myocutaneous flap have achieved popularity. In 1983, Soutar et. al. used the forearm free flap that had been developed in in China and popularised the radial forearm fasciocutaneous flap to reconstruct defects in the orofacial region. This paper presents the authors experience with 10 consecutive patients in which 12 flaps were used either as a fascioncutaneous flap or as a composite flap incorporating part of the radius. Some literatures were reviewed and the clinical results were discussed.

• Journal of the Korean Crystal Growth and Crystal Technology
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• v.9 no.4
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• pp.402-416
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• 1999

The thermal distributions near the growth interface of 150nm CZ crystals were measured by three thermocouples installed at the center, middle (half radius) and edge (10nm from surface) of the crystals. The results show that larger growth rates produced smaller thermal gradients. This contradicts the widely used heat flux balance equation. Using this fact, it is confirmed in CZ crystals that the type of point defects created is determined by the value of the thermal gradient(G) near the interface during growth, as already reported for FZ crystals. Although depending on the growth systems the effective length of the thermal gradient for defect generation are varied, we defined the effective length as 10n,\m from th interface in this experiment. If the G is roughly smaller than 20C/cm, vacancy rich CZ crystals are produced. If G is larger than 25C/cm, the species of point defects changes dramatically from vacancies to interstitials. The experimental results after detaching FZ and CZ crystals from the melt show that growth interfaces are filled with vacancies. We propose that large G produces shrunk lattice spacing and in order to relax such lattice excess interstitials are necessary. Such interstitials recombine with vacancies which were generated at the growth interface, nest occupy interstitial sites and residuals aggregate themselves to make stacking faults and dislocation loops during cooling. The shape of the growth interface is also determined by te distributions of G across the interface. That is, the small G and the large G in the center induce concave and convex interfaces to the melts, respectively.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.30 no.4D
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• pp.395-402
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• 2010

The seriousness of a traffic accident appears relatively higher on the curve sections compared with the straight sections due to a change in speed caused by a change in the driver's sight. In particular, the visual distortion phenomenon, one of the dangerous factors taking place on the curve sections, appears different according to the road's geometric design. Although it is a genuinely principal design factor which should be necessarily considered in designing a road, the previous researches on establishing the design standards for it have been insufficiently conducted. As a result, the establishment of the road design standards for the curve sections considering the sight distortion phenomenon is desperately required. This research examined the previous researches on the driver's behaviors, the driver's sight characteristics and the perceived curve radius on the curve sections, and developed the theoretical model of perceived curve radius to which a mathematical technique is applied in consideration of the visual distortion phenomenon on the two-lane curve sections in a local area. In addition, after the theoretical visual distortion was calculated on the basis of the theoretical model of perceived curve radius, the range of error on the theoretical recognition radius model formula was verified through comparing it with the previous researches' experiential visual distortion level and analyzing both of them. As a result, it was observed that as the curve radius practically increases in the theoretical recognition curve radius, the range of error tends to go down, which reflects well the characteristics of the curve sections on the road. Based on this research, it is expected that this research will be helpful to eliminate the safety defects when designing the curve sections and contribute to develop the road design standards considering human factors in the future.

• Proceedings of the Korean Institute of Electrical and Electronic Material Engineers Conference
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• 2003.07a
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• pp.476-480
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• 2003

Polyethylene used as insulating material of power cable is nonpolar and low dielectric loss polymer. But it has defects of tree generation and accumulation of space charge by an applied voltage resulting in the decreased life and performance. To solve these problems, mixed films with LLDPE and EVA that is similar to LLDPE at physical properties in case of low VA contents were made and tested due to the blend ratios of 80:20, 70:30, 60:40 and 50:50[wt%] respectively. We investigated AC electrical treeing characteristics to acquire the best mixture ratio and effect of the tip radius of needle electrode to develop excellent treeproof materials. The degree of crystallity calculated with XRD pattern is higher for pure LLDPE, 50:50 and 70:30. For DSC analysis, it is confirmed that the melting points of mixed specimens are lower than that of pure LLDPE and higher than pure EVA's. The shape of tree propagation showed that pure EVA was electrical tree shape of the branch type, pure LLDPE and blended specimens was able to confirm tree shape of the bush type. As the tip radius go up in the blend ratio 70:30 specimen, the tree inception voltage rise. Probably the reason is the relaxation of electric field in the specimen with bigger tip ratio. As the 6 specimens were applied AC 5[KV],7.5[KV],10[KV] respectively, tree growth length is far shorter in the specimen with blend ratio 70:30, 50:50 than in pure EVA and pure LLDPE specimen. Conclusively, it is confirmed that specimens of which blend ratio are 70:30 and 50:50 are good in electrical tree retardant characteristics, especially, 70:30 has lower dielectric loss than 50:50 and its mixture ratio is the best.

• Journal of the Korea Safety Management & Science
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• v.19 no.1
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• pp.15-25
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• 2017

The findings were summarized as follows. The safety check by manufacturer showed that 6 of 13 companies are over the average occurrence of defects. It was expected that there would be a difference between manufacturing technology capability and production system of each manufacturer. Consequently, manufacturers should institutionally improve and strengthen certification items for the upward standardization of safety certification before factory. Second, the safety check by year showed that the results of this study accord with those of previous studies on defect time. Consequently, manufacturers should classify the 3-year-old equipment for vehicle-mounted MEWP into a special check subject to do a nondestructive test according to proven results, and also reflect the test in a safety test system to do regular preventive activities of equipment defects. Third, the safety check by part showed that the boom and outrigger parts of vehicle-mounted MEWP have the most defects. Stress concentration resulted in defects as the boom part was most frequently operated in the structural parts for a real work. To prevent this, it is suitable to improve the hardness of boom materials. The outrigger part needs improvement in safety devices with materials. As an outrigger supports the overturning moment of equipment, it is most affected by its load based on the operating radius, resulting in fatigue crack.

• Smart Structures and Systems
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• v.21 no.5
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• pp.687-694
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• 2018

The problem of wheel tread defects has become a major challenge for the health management of high-speed rail as a wheel defect with small radius deviation may suffice to give rise to severe damage on both the train bogie components and the track structure when a train runs at high speeds. It is thus highly desirable to detect the defects soon after their occurrences and then conduct wheel turning for the defective wheelsets. Online wheel condition monitoring using wheel impact load detector (WILD) can be an effective solution, since it can assess the wheel condition and detect potential defects during train passage. This study aims to develop an FBG-based track-side wheel condition monitoring method for the detection of wheel tread defects. The track-side sensing system uses two FBG strain gauge arrays mounted on the rail foot, measuring the dynamic strains of the paired rails excited by passing wheelsets. Each FBG array has a length of about 3 m, slightly longer than the wheel circumference to ensure a full coverage for the detection of any potential defect on the tread. A defect detection algorithm is developed for using the online-monitored rail responses to identify the potential wheel tread defects. This algorithm consists of three steps: 1) strain data pre-processing by using a data smoothing technique to remove the trends; 2) diagnosis of novel responses by outlier analysis for the normalized data; and 3) local defect identification by a refined analysis on the novel responses extracted in Step 2. To verify the proposed method, a field test was conducted using a test train incorporating defective wheels. The train ran at different speeds on an instrumented track with the purpose of wheel condition monitoring. By using the proposed method to process the monitoring data, all the defects were identified and the results agreed well with those from the static inspection of the wheelsets in the depot. A comparison is also drawn for the detection accuracy under different running speeds of the test train, and the results show that the proposed method can achieve a satisfactory accuracy in wheel defect detection when the train runs at a speed higher than 30 kph. Some minor defects with a depth of 0.05 mm~0.06 mm are also successfully detected.

• Journal of the Korean Society of Manufacturing Process Engineers
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• v.19 no.5
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• pp.82-90
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• 2020

Due to the complicated shape of the spider, the production method was changed from cold to warm forging. Finite element analysis was performed to predict the forging load and shape using the enclosed hydraulic die set. As the forging load increases due to the spider die volume, die stress analyses were performed to optimize the die design in order to reduce the die stress in various conditions. Large deformation while producing the complicated forging parts induces high forging load, which is one of the main parameters of the forging surface defects. The forging process was analyzed to find out the root cause of the surface defects generated during the spider production for various parameters, thereby revealing that the radius of die in the defect zone influenced the air trap depth, being the root cause of the surface defect. It was verified that die life was increased and the surface defect was eliminated by changing the die design during the mass production test.

• Proceedings of the Korean Society for Technology of Plasticity Conference
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• 2005.05a
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• pp.101-105
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• 2005

Hemming process, composed of flanging, pre-hemming and main hemming, is the last one of a series of forming processes conducted on the automotive panels, having a great influence on the outward appearance of them. The hem quality can be quantitatively defined by the hemming defects including turn-down, warp and roll-in. However, it is difficult to evaluate and predict the hem quality through the experimental measurement or the numerical calculation since the size of defects is very small. This study is focused on how to simulate in the finite element analysis (FEA) the same conditions as in the experiment. The FEA result on turn-down, that was obtained from a finite element model including the spring element linked to the flanging pad, had a good correlation with the experimental data. It was found that the radius of curvature of the flange deeply affects the final hem quality and therefore high rigidity of forming tools and tight assembling tolerance are highly recommended. An over-stroke of the main hemming punch is also proposed to reduce the turn-down.