• Transactions of the Korean Society of Automotive Engineers
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• v.12 no.4
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• pp.50-57
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• 2004

Structural analysis and fatigue tests have been performed to develop design and evaluation technologies of automotive seat frames. Under the back moment loading condition, the numerical simulation unveiled the maximum stress up to the yield strength at the side frame bracket. To measure the stresses under the test condition, strain gauges were attached to some weakest points of the side frames. the measured strains are in good agreements with the CAE results. On the other hand, some fatigue tests have been performed using the side frame bracket specimens made of various welding types to evaluate their durabilities. From the fatigue tests and the numerical analyses, it was recommended that the bracket welding position should be moved upward.

• Transactions of Materials Processing
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• v.18 no.5
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• pp.385-391
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• 2009

An adhesively bonded power steering cylinder with a steel tube and an aluminum bracket was developed to reduce the weight of steering systems. To achieve the joint strength between the steel tube and of the aluminum bracket, the shape aluminum bracket re-designed by using the FE-analysis. Fracture behavior of the adhesive layer was considered by a cohesive zone model(CZM), which is based on the two-parameter fracture phenomenon with critical stress and fracture toughness. From the result of FE-analysis with CZM, re-designed power steering cylinder satisfied the desired joint strength for axial and torsion modes. And its joint strength was verified by the fracture test in each mode.

• Korean Journal of Computational Design and Engineering
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• v.12 no.6
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• pp.466-471
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• 2007

Brackets for an automatic transmission are usually used to connect the transmission with adjacent components in a vehicle. Fillet areas of brackets are one of the most important areas to design the brackets because the areas are easily fractured when the brackets are subjected to external loads. In this study, a new design around the fillet area of the bracket is suggested and improved effects of the proposed design are proved through the comparison of safety factors with the current design. The safety factors are calculated through the fatigue analysis via a commercial code, FEMFAT.

• Journal of the Korean Society for Railway
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• v.6 no.3
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• pp.179-185
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• 2003

This paper was to find out the design methodology for korean railway station of steel structure using by wooden structure system. Traditionally Korean architecture was made by wooden structure system what is called Gong-Po (wooden bracket structure system). The abundant ornament of Korean architecture is resulted from the composition rule of Gong-Po(wooden bracket structure system). But Korean wooden structural system have a limit in constructing large building, for example railway station, airport terminal, convention center etc. It is needed to convert wooden structure system into steel structure system. But there are many differences between wooden structure and steel structure in texture, material strength, joint system of elements etc. In this paper, we will show you how to make a joint system for steel structure of railway station and how to present the traditionality of Korean architecture in railway station.

• Transactions of Materials Processing
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• v.10 no.1
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• pp.3-14
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• 2001

Hydroforming is the technology using hydraulic pressure and forming sheet or tube metals to desired shape in a die cavity. lt can be characterized as tube hydroforming and sheet hydroforming depending on the shape of used blank. Due to its prcess-related benefits, this production technology has been remarkably noticed for great potential for feasible applications and recently gained great attraction from many industrials including automotive and non-automotive. This Paper analyzed the tube and the welded blank hydroforming process and compared formability of the processes for automotive engine mount bracket. The mathematical analysis was performed by using the dynamic explicit finite element code, PAM-STAMP. In tube hydroforming, bending, springback, and forming analysis were carried out and the effect of mandrel and axial feeding were examined. In welded blank hydroforming, pressure curve history is determined and the results of forming analysis were evaluated by the comparison of experimental results in the aspects of deformed shape and thickness distribution.

• Journal of architectural history
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• v.30 no.3
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• pp.21-31
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• 2021

This paper studied the Pingzuo(平坐) platform structure of the two story building covered with one roof during the early period of Tang dynasty, based on wall paintings, stone pagodas, brick buildings and wooden buildings might be influenced by the Tang style. Instead of Chazhuzao(叉柱造), the typical column linkage in the Song, Liao and Jin buildings, it put the boundary column just behind the wall of a bracket set. Otherwise, the column root might be seen from outside, because its bracket set was still using Touxinzao(偸心造) which did not have a lateral arm on it. And its flooring structure was also different from the Song style, it used cantilever beams instead of lateral beams supported by bracket sets.

• Journal of architectural history
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• v.30 no.4
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• pp.31-39
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• 2021

Jukseoru is a pavilion building located in 44 Jukseoru-gil, Samcheok-si, Gangwon-do. Jukseoru is characterized by the fact that the center 5 bays out of the front 7 bays are in the form of Jusimpo, while the ends of each side are in the form of an Ikgong. In addition, the columns are not aligned with each other because the columns of both compartments are out of the center rather than the columns of the center of the five compartments of the columns do not match each other. Based on this, architectural historical circles initially built five bays in pairs, but later added one space to each side to make it seven bays. Recently, however, a new claim has been made that it was built with seven bays from the beginning. Therefore, this paper proved that Jukseoru were expanded through historical data. We also looked at the characteristics of the Jukseoru period and the process of transformation through comparison of the bracket type.

• International journal of advanced smart convergence
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• v.11 no.4
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• pp.266-272
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• 2022

Structural stress analysis is performed to confirm the safety of the structures before the construction, and stress analysis is performed to evaluate the safety of various components before the ship or vehicle corresponding to the moving structure is manufactured. In this case, the stress analysis work is performed using the stress analysis software of each company. The results of the stress analysis based on the boundary conditions of the applied loads are analyzed to evaluate the safety of the structure, but the results are difficult to verify because most of the stress analysis software possessed by each company is one. In this paper, we were performed the stress analysis of the bracket applied to the bare chassis of the 30-passenger bus under development is performed by HYPERMESH. In order to verify this, the stress analysis is performed using ANSA/META under the same boundary condition. The stress analysis results of ANSA/META and HYPERMESH showed that they had the same stress distribution and the maximum stress occurred at the same location. Taken together, the results of stress analysis using HYPERMESH were reliable.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.2
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• pp.387-393
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• 2021

In this study, finite element analysis was performed to evaluate a method of increasing the fatigue life of the pipe connection structure commonly used in the topside structure of offshore platforms. MSC Patran/Nastran, a commercial analysis program, was used, and the critical structural model was selected from the global analysis. To realize the stress concentration phenomenon according to the load, modeling using 8-node solid elements was implemented. The main loads were considered to be two lateral loads and a tensile load on a diagonal pipe. To check the hotspot stress at the main location, a 0.01 mm dummy shell element was applied. After calculating the main stress at the 0.5-t and 1.5-t locations, the stress generated in the weld was estimated through extrapolation. In some sections, this stress was observed to be below the fatigue life that should be satisfied, and reinforcement was required. For reinforcement, a bracket was added to reduce the stress concentration factor where the fatigue life was insufficient without changing the thickness or diameter of the previously designed pipe. Regarding the tensile load, the stress in the bracket toe increased by 23 %, whereas the stress inside and outside of the pipe, which was a problem, decreased by approximately 8 %. Regarding the flexural load, the stress at the bracket toe increased by 3 %, whereas the stress inside and outside of the pipe, which was also a problem, decreased by approximately 48 %. Owing to the new bracket reinforcement, the stress in the bracket toe increased, but the S-N curve itself was better than that of the pipe joint, so it was not a significant problem. The improvement method of fatigue life is expected to be useful; it can efficiently increase the fatigue life while minimizing changes to the initial design.

• The korean journal of orthodontics
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• v.31 no.2 s.85
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• pp.271-281
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• 2001

The Purpose of this study was fourfold - to evaluate the general laws of friction applied to orthodontic conditions, to compare archwire materials under these controlled conditions, to compare ligation method, and to measure the effect of the artificial saliva on friction with these materials Three wire alloys (Cobalt-chromium, Nickel-titanium, Beta-titanium) in two size wires (.016" , .016" ${\times}$.022" ) were examined respect to the bracket (.018" ${\times}$.025" standard), and two ligature material (stainless steel, elastomeric) in dry and wet conditions The results were as follows, 1. The order of frictional force against alloy materials was Co-Cr (lowest), Ni-Ti, and ${\beta}$-Ti(highest) - with the exception of elastomeric ligation under wet conditions. 2. S.S. ligation gave rise to significantly greater friction than elastomeric ligation did. 3. Testing in the presence of saliva, rather than in dry conditions, decreased the frictional force for S.S. ligation with .016" Co-Cr, Ni-Ti, ${\beta}$-Ti. but, increased the frictional force for S.S. ligation with .016" ${\times}$ .022" Co-Cr, Ni-Ti, ${\beta}$-Ti. 4. .016" ${\times}$.022 " wire generated more friction than .016" wire.