• 한국복합재료학회:학술대회논문집
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• 한국복합재료학회 2005년도 춘계학술발표대회 논문집
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• pp.59-63
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• 2005

Compression tests were performed for six types of hat stiffened composite panels with different bonding methods and stiffener section shapes. Six panels showed similar behaviors in buckling and post-buckling region before a skin-stiffener separation failure occurred. The skin-stiffener separation failures occurred in the panels with closed type stiffeners regardless of bonding methods, but not in the panels with open type stiffeners. The separation failures not only reduced the postbuckling strength but also changed buckling mode and postbuckling stiffness. All the separation failures were initiated at the stiffener flange edges closest to skin buckling crests. The co-cured or secondary bonded panels with open type stiffeners had the largest structural performance. Because the post-buckling strength and performance of the composite stiffened panels are reduced by the separation failure, it is important to find bonding methods, stiffener types and manufacturing parameters for preventing of the separation failure.

• 한국정밀공학회지
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• 제29권10호
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• pp.1137-1143
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• 2012

Creep characteristic is an important failure mechanism when evaluating engineering materials that are soft material as polymers or used as mechanical elements at high temperatures. One of the popular thermo-plastic polymers, Acrylonitrile Butadiene Styrene (ABS) which is used broadly for machine elements material, as it has excellent mechanical properties such as impact resistance, toughness and stiffness compared to other polymers, was studied for creep characteristic at different levels of stress and temperatures. From the experimental results, the creep limit of ABS at room temperature is 80 % of tensile strength which is higher than PE and lower than PC or PMMA. Also the creep limits decreased to linearly as the temperatures increased, up to $80^{\circ}C$ which is the softening temperature of Butadiene ($82^{\circ}C$). Also the secondary stage of creep among the three creep stages for different levels of stress and temperature was non-existent which occurred for many metals by strain hardening effect.

• 한국정밀공학회지
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• 제31권9호
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• pp.765-771
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• 2014

During the acceptance test of KTX, unexpectedly great lateral vibration in 14th~16th train at 150km/h~200km/h was appeared on a straight line in the winter season. Generally, stiffness of secondary suspension in KTX vehicle is one of the most sensitive components on air temperature. So, we examined that the secondary suspension to be mounted heating system was able to reduce the lateral vibration in the tail car of KTX. Also, we verified that lateral vibration from test results on KTX train with wheel conicity 1/20 disappeared. In this paper, we analysis effective reduction methods and the cause of the lateral vibration using model of KTX train and compare with the test results. The analysis results agree well with test ones. From mode analysis result, lateral vibration is occurred at natural frequency range 0.5~0.6Hz with a negative damping value and its natural frequency disappear gradually according to increasing of wheel concinicy.

• International Journal of Railway
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• 제7권2호
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• pp.57-63
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• 2014

This paper presents the optimization of suspension characteristics under the condition of curved track railway vehicles. Reducing lateral acceleration on curved track is an issue for high-speed railway vehicles. In terms of curved track running environments, reducing the lateral vibration of railway vehicles is critical to safety and curving performance. The properties of lateral damping and stiffness of both primary and secondary suspension show effect on wheel-set, bogie and car-body. Analysis for reducing the lateral vibration of rail vehicles with respect to the characteristics of both primary and secondary suspension has been developed using ADAMS/Rail. Response Surface Method has been chosen for the purpose of verifying correlation effects among design parameters. Also, this paper suggests the method for designing optimal suspension of railway vehicles on curved track. The optimization result indicates decrement of lateral acceleration on wheel-set by 3% and bogie by 1% on curved track. Finally, this paper comes to the conclusion that suspension system of railway vehicle (KTX I) is properly designed when regarding lateral vibration of railway vehicle on diverse curved track condition.

• 한국철도학회논문집
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• 제8권1호
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• pp.41-50
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• 2005

Steel -Concrete Composite two girder railway bridges applying high performance steel with extra thick plate have economic and aesthetic advantages due to the simplification of manufacturing and construction process. However, steel bridges are seldom adopted in domestic railway bridge, since steel bridges are not efficient as R.C bridges considering dynamic characteristics and noise, etc. While highway bridges do not have lower horizontal bracing and larger interval of diaphragm cross beam, railway bridges install lower horizontal bracings to control the torsion due to heavy eccentrical line load. Accurate finite element analysis were performed with the parameters of existence of bracing and bracing shape, with the cross beam interval and stiffness, etc. To find out the effects of secondary members such as horizontal bracings and diaphragms, static md dynamic analysis have been performed by using finite element method. In this study, few member plate-girder bridges are analyzed with variable span lengths to examine the dynamic behavior and limits of damping. And though lateral bracings are members against torsion, but lateral bracing's absence is no big problem. Time history analysis using mode superposition method makes proof of this result.

• 한국작물학회지
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• 제11권
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• pp.105-117
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• 1972

본연구는 맥류의 도복에 관여하는 주요형질의 상호관계를 구명함과 아울러 주요 대소맥 품종의 내도복성정도를 분류하고, 내도복성 품종 선발의 기준을 인정하여 보고자 한 것이며, 그 결과를 요약하면 다음과 같다. 1. 포장도복과 도복지수는 고도의 정의 상관(대맥 r=0.44-0.67 소맥 r=0.46-0.68)이 있으며 지상부 Bending moment에 간자체의 정도를 가미한 지수로서 도복저항성 검정에 가장 유효하다. 2. 간의 Bending stiffness를 표시하는 좌절시 Bending moment와 단면 2차 moment와는 정의 높은 상관(대백 r=0.59, 소맥 r=0.46-0.53)을 보였다. 3. 간의 Bending stiffness(좌절시 Bending moment 단면 2차 moment)와 간에의 건물집적량을 표시하는 단위간건물중과는 높은 정의 상관 (대맥 r=0.35-1.40, 소맥 r=0.33-0.76)을 보였다. 4. 도복지수와 단위간건물중 (대맥 r=-0.51～-0.70, 소맥 r=-0.65～-0.83) 좌절시 Bending moment (대맥 r=-0.29～-0.69, 소맥 r=-0.54～-0.89)과는 특히 높은 부의 상관을 보였으며, 소맥의 경우는 좌절하중, 단면 2차 moment, 단면계수와는 높은 부의 상관을 보였다. 5. 간외경은 간내경보다 간의 물리적 특성과 상관이 높으며 좌절하중 (대맥 r=0.42-0.56, 소맥 r=0.39-0.44), 좌절시 Bending moment (대맥 r=0.40-0.41, 소맥 r=0.38-0.49), 단면 2차 moment (대맥 r=0.56-0.97, 소맥 r=0.0.28-0.28), 단면계수(소맥 r=0.22-0.96)와는 정의 높은 상관이 있었고, 간벽후와 물리적특성과도 정의 상관을 보였다. 6. 간장은 포장도복과는 품종군에 따라서는 정의 상관은 보이나, 간의 강도를 고려한다면 내도복저항성품종 선발의 지표로서 이용하기는 어려울 것으로 보인다. 7. 대소맥의 많은 품종의 내도복성 정도를 분류한 결과, 한국품종중 대맥은 내도복저항성품종이 많고, 대맥은 내도복성인 품종의 분포가 대맥보다 적었으나, 일본품종들을 대소맥 모두 내도복저항성인 품종이 많았다. 8. 내도복저항성인 품종의 선발을 위하여는 도복지수가 대맥 1.67 소맥 1.76 정도 이하인 것은 고도의 저항성이 있었다.

• 한국소성가공학회:학술대회논문집
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• 한국소성가공학회 2009년도 추계학술대회 논문집
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• pp.177-180
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• 2009

Tube hydroforming provides a number of advantages over the conventional stamping process, including fewer secondary operations, weight reduction, assembly simplification, adaptability to forming of complex structural components and improved structural strength and stiffness. A hydroformed vehicle body component has an attachment flange or the like-formed as an integral part of the hydroforming process. For a given flange shape, a parting plane for the dies is established relative to which the various surfaces of the flange shape, in cross section, have no significant reverse curvature. This study shows analysis results that form the flanged tubular parts in the hydroforming. The thickness variations and defects during the hydroforming for flange forming could be analyzed by FE analysis. FE analysis was performed by LS-DYNA/Dynaform 5.5.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2011년도 정기총회 및 추계학술대회 논문집
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• pp.2644-2649
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• 2011

The purpose of this study is to propose the modular design of hybrid lightweight carbody structures made of sandwich composites and aluminum extrusion. The sandwich composites were used for secondary structures to minimize the weight of carbody, and the aluminum extrusions were applied to primary structures to improve the stiffness of carbody and manufacturability. Key requirements were defined for the modular design of hybrid carbody, and the applied parts of sandwich composites were determined through the topology optimization analysis. Consequently, feasibility of enhancing mass saving and maintainability in modular hybrid carbody design were presented, comparing with the carbody structures made of aluminum extrusion or sandwich composites only.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2011년도 정기총회 및 추계학술대회 논문집
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• pp.1856-1861
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• 2011

As a secondary suspension, the air spring has not good lateral stiffness characteristics. In order to make up for this weak point, lateral damper is used between bogie and carbody. The lateral vibration of carbody can be reduced by the lateral damper. When the damping force of lateral damper becomes worse, the running stability and ride comfort of the railway vehicle go down. Simultaneously the lateral motion of carbody is increased. In this study, the lateral displacement of carbody was studied by the multibody dynamic analysis in accordance with lateral damping force to find the cause of abnormal noise(impact noise) when the vehicle is running. The suitable lateral damping force was reviewed in order not to generate abnormal noise.

• Structural Engineering and Mechanics
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• 제30권3호
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• pp.297-316
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• 2008

This paper investigates the structural behavior of Korean traditional wooden structures on the basis of the structural analysis using the commercialized program, SAP 2000. All the structural systems were analyzed, and the rotational stiffness at each joint was inferred from the experimental result for a half scale model of Bongjeong-sa (a temple in South Korea). In addition, the artificial control of analysis parameters was prevented because the structural analysis was focused on the realization of the most exact structural behavior of real structures. The analysis was carried out for the horizontal and vertical static loads, and all the secondary members were excluded in the structural analysis. The obtained results show that the resisting capacity of the primary structural system is greater than that of the expanding structural system.