• Proceedings of the Korean Society for Technology of Plasticity Conference
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• 2009.05a
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• pp.145-147
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• 2009

The benefits of hydroforming technology are known as weight and cost savings through part consolidation and reduced post-forming processes such as welding and piercing. Hydroforming technology has some weaknesses in terms of process cycle times. But, as the hydraulic system and process designs are continuously developed, the cycle time is also reduced to acceptable and competitive levels. Hot air bulging is one of recently developed hydroforming techniques. Hot air bulging in order to further extend the forming degrees of Al lightweight material is investigated. A heated tube is placed in a heated die and sealed at the ends by sealing cylinders. The tube is subsequently expanded against the die cavity wall by internal pressure provided by air medium. The result of this study shows that axial feeding speed and air pressure have an effect on formability of Al air bulging at elevated temperature.

• Journal of Powder Materials
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• v.13 no.1 s.54
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• pp.62-67
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• 2006

Friction welding of $Al_2O_3$ particulate reinforced aluminum composites was performed and the following conclusions were drawn from the study of interfacial bonding characteristics and the relationship between experimental parameters of friction welding and interfacial bond strength. Highest bonded joint efficiency (HBJE) approaching $100\%$ was obtained from the post-brake timing, indicating that the bonding strength of the joint is close to that of the base material. For the pre-brake timing, HBJE was $65\%$. Most region of the bonded interface obtained from post-brake timing exhibited similar microstructure with the matrix or with very thin, fine-grained $Al_2O_3$ layer. This was attributed to the fact that the fine-grained $Al_2O_3$ layer forming at the bonding interface was drawn out circumferentially in this process. Joint efficiency of post-brake timing was always higher than that of pre-brake timing regardless of rotation speed employed. In order to guarantee the performance of friction welded joint similar to the efficiency of matrix, it is necessary to push out the fine-grained $Al_2O_3$ layer forming at the bonding interface circumferentially. As a result, microstructure of the bonded joint similar to that of the matrix with very thin, fine-grained $Al_2O_3$ layer can be obtained.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.15 no.10
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• pp.5933-5938
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• 2014

In this study, the effect of varying the mixture gas during FCA welding was studied for an Atos 60 test piece. To examine the characteristics of welding, the weldability of the material was checked before welding and online monitoring was performed to examine the mechanical properties after welding. The mixture Ar 80% + $CO_2$ 20% at low speed gave very elegant beads with very little spatter. 100% $CO_2$ gave rise to high spatter generation. For Ar 80% + $CO_2$ 20%, the low current region due to the normal short circuits created spatter, which was more than double for 100% $CO_2$. This peak distribution occurred due to the instability of the arc. The tensile test result for Ar 80% + $CO_2$ 20%, Ar 90%+ $CO_2$ 10% and $CO_2$ 100% at 511MPa, 507MPa, and 469MPa showed that the yield strength was improved by 8.1 and 8.9% for 80%+ $CO_2$ 20% and Ar 90%+ $CO_2$ 10%, respectively, compared to 100% $CO_2$. The tensile test result at 622MPa, 609MPa, and 581MPa showed that the yield strength was improved by 7.0% for both the mixture gas compared to 100% $CO_2$.

• Proceedings of the KSR Conference
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• 2004.06a
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• pp.726-731
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• 2004

Bogie is the connection device between carbody and wheel in railway vehicles. It is the core part that exert a important effect on the passenger safety and running safety. Bogie largely consists of bogie frame, suspension, brake, wheel set. Static and Dynamic load have acted on it complexly. When the bogie is designed, finite element method, static load test, fatigue test, running test should be considered. Some bogie frame of high speed railway freight car have the problem. It's end beam was cracked. The crack of the end beam have a bad effect on brake system. In that case, the cars would be in danger of derailment.

• Proceedings of the Korea Committee for Ocean Resources and Engineering Conference
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• 2000.10a
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• pp.236-239
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• 2000

It is important to evaluate austenitic heat resistant stainless steel because of low weldability of austenitic heat resistant stainless steel containing high Si. This study took varestraint test for evaluation of solidification cracking sensitivity and Erichsen test for evaluation of weld metal ductility. As a result of tests, solidification crack sensitivity increased with adding $N_2$ to shielding gas, and W had detrimental effect on crack resistance, but Ce had beneficial effect on crack resistance. Under same heat input, ductility of weld metal increased with welding speed.

• Journal of Welding and Joining
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• v.33 no.3
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• pp.54-61
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• 2015

In this study, effect of laser power on hardness and microstructure of SKD61 Hot Die steel of which surface was melted and hardened with Yb:YAG disk laser was investigated. Beam speed was fixed at 70 mm/sec and distance between them was 0.8 mm about Laser surface melting. The only thing that was changed laser power. Laser powers were 2.0, 2.4 and 2.8 kW. No defect was found under all conditions. As the laser power increased, the penetration depth were deepened and the bead width was also widened. There was no hardness deviation of fusion zone at same laser power and it was higher than that of heat affected zone. In addition, the more laser power increased, the more hardness in fusion zone decreased. Fusion zone was macroscopically dendrite structure. However, core matric in dendrite was lath martensite of 100 nm size. There were $M_{23}C_6$ of 500 nm and the VC and $Mo_2C$ of a nano meters on boundary of dendrite.

• Laser Solutions
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• v.17 no.4
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• pp.14-19
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• 2014

Laser beam was applied on the boundary of the polyurethane and biodegradable polyacetate polymers. The distributed laser passed through the polyurethane layer and heated the polyacetate layer, then the soften acetate was squeezed thorough the 1mm square slots of polyurethane for the mechanical joining. The surface roughness ranging between $0.28{\mu}m$ and $3.06{\mu}m$ had almost no effect on joining strength, but the optical properties of HD (High Definition) and UHD (Ultra High Definition) mode affected laser beam transmittance. The optimum laser power was found to be between 8watt and 10watt with 500mm/min of scanning speed. The joining boundary was characterized by optical and SEM analysis. Based on the experiment and characterization results, the laser energy was effective for the polymer joining and efficiency of joining.

• Journal of Welding and Joining
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• v.17 no.5
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• pp.107-115
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• 1999

The objective of this research was to study the formation of the thick hardened layer with the addition of metal powder(Cu) and ceramics powders(TiC) on the aluminum 5083 alloys by plasma transferred arc process(PTA process) and to characterize the effect of overlaying conditions on the overlaid layer formation. This was followed by investigating the microstructures of the overlaid layers and mechanical properties such as hardness and wear resistance. The overlaid layer containing copper powder was alloyed and intermetallic compound($CuAl_2$) was formed. The overlaid layers with high melting point TiC powders, however, did not react with base metal. Wear resistance of the alloyed layer was remarkably improved by the formation of $CuAl_2$, precipitate phase, which prevented wear of base aluminum alloys and at higher wear speed, accelerated sliding of the counter part. Wear resistance of the composite layer was also remarkably improved because TiC powder act as a load barring element and Fe debris fragments detached from the counter part act as a solid lubricant on the contact surface.

• The Journal of Korean Academy of Prosthodontics
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• v.50 no.1
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• pp.53-60
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• 2012

Purpose: The purpose of this study was to compare Ni-Cr alloy property of gas-oxygen torch soldering and infrared welding using optical microscope and Electron Probe Micro Analyzer (EPMA). Materials and methods: Ni-Cr alloys were casted for specimens. Specimens had 3.0 mm diameter, 30.0 mm length and were divided into two groups. Each group had 4 specimens. One group was for gas-oxygen torch soldering and the other was infrared welding. Specimens were cut with low-speed disc and soldered each other with gas-oxygen torch and infrared machine. After soldering and polishing, specimens were observed at 3 points (soldering point, 5 mm distance point, 10 mm distance point) with optical microscope and analyzed 3 points (soldering point, 5 mm distance point, 10 mm distance point with EPMA. Results: The results of this study were as follows: 1. The observation of gas-oxygen torch soldering at 10 mm distance point under the optical microscope was not founded any specific surface properties, but some crack lines were observed at 5 mm distance and soldering point. 2. There were no crack lines were founded at the observation of infrared welding at 10 mm distance and 5 mm distance points under the optical microscope. However, at the 5 mm distance, the surface was not smooth enough compared with at 10 mm distance point. Some crack lines were observed at the welding point as well. 3. In the EPMA analysis of the gas-oxygen torch soldering, the component of Ni was increased by 4.5%, Cr was increased by 7.5% than that of the Ni-Cr alloy at the 10.0 mm distance. At the 5 mm distance, the component of Ni was decreased by 6.1%, Mo was increased by 9.0% than that of the Ni-Cr alloy but Cr was equally shown at the 5.0 mm distance. Only Ni was shown at the soldering point. 4. In the EPMA analysis of the infrared welding, the component of Ni was increased by 9.1%, Cr was increased by 0.4% than that of the Ni-Cr alloy but Al was equal at the 10.0 mm distance. At the 5 mm distance, the component of Ni was increased by 4.7%, Cr was increased by 4.7% and Al was increased by 0.1% than that of the Ni-Cr alloy. At the welding point, the component of Ni was increased by 8.8%, Cr was increased by 8.2% than that of the Ni-Cr alloy. Conclusion: From these results, at the 5 mm distance from the soldering point, the surface of the infrared welding was more smoother than that of the gas-oxygen torch soldering. On the EPMA analysis, the component of the specimens with infrared welding was more similar than that of the gas-oxygen torch soldering compared with the component of the Ni-Cr alloy.

• Journal of the Korean Society for Precision Engineering
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• v.29 no.3
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• pp.307-312
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• 2012

This study aims to investigate the effect of the post weld treatments on the fatigue life of T-type welded structure made by a SM50A steel material, generally used for excavators, because changes in the geometry, material and surface properties of welded regions affect the fatigue life of welded structures. T-type test specimens were prepared by the CO2 welding of rolled steel plates (SM50A steel) with a thickness of 10 mm at a welding speed of 30 cm/min and these Ttype welded specimens were further treated by UIT (Ultrasonic Impact Treatment) and/or toegrinding post welding treatment methods. In order to investigate improvements on the fatigue life of the samples. 3-point bending fatigue tests were conducted with a stress ratio of R=0.1 under a cyclic loading environment at a frequency of 5 Hz, via a hydraulic fatigue testing machine (${\pm}100\;kN$, MTS 809). The tests were performed at room temperature. The fatigue life of UIT specimens was approximately 25 times longer than that of as-welded specimens at a stress amplitude of 281 MPa, while toe-grinding specimens exhibited 4.15 times longer fatigue life. The current results could provide important guidelines to determine the proper post weld treatment methodologies of T-type welded parts for excavators with a satisfactory fatigue life although under severe operating conditions.