• Journal of Power System Engineering
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• v.22 no.1
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• pp.87-93
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• 2018

Specimens were machined out from hot-rolled AZ31 magnesium alloy, and deformed at 623K with rolling reduction of 30%. After hot rolling, specimens were annealed at various range of temperature and time. In this study, static recrystallization was occurred during heat treatment, however, variation of main component and intensity of texture was not revealed. The results of microstructure observation, damping capacity test and dislocation mechanism indicated that increasing of damping capacity was caused by grain growth. It means that grain size is effective factor to damping capacity.

• Proceedings of the KSME Conference
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• 2007.05a
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• pp.154-159
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• 2007

Some shape memory alloys like NiTi show noticeable high damping property in pseudoelastic range. Due to its instinct characteristics, a NiTi alloy is commonly used for passive damping applications, in which the energy may be dissipated by the conversion from mechanical to thermal energy. Previous researches found the NiTi wires own higher damping property than the bars; therefore the wire form is adopted in this study. A loss factor is introduced for measuring the damping property of the NiTi wires. The experimental observation shows the mechanical behaviors of NiTi wires are dependent on temperature, strain rate and strain amplitude. Moreover, it is found the first several decades of loading-unloading cycles can obviously influence the property of NiTi wires under the same working conditions.

• Journal of the Korean Society for Heat Treatment
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• v.36 no.5
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• pp.277-284
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• 2023

Hardness and damping characteristics of fine discontinuous precipitates (DPs) microstructure generated by low temperature long term isothermal aging were investigated in comparison with those of T6 heat-treated microstructure composed of DPs and continuous precipitates (CPs) in Mg-9%Al alloy. In this study, T6 and fine DPs microstructures were obtained by isothermal aging at 453 K for 24 h and at 413 K for 336 h, respectively, after solution treatment at 693 K for 24 h. The DPs microstructure exhibited higher hardness than the T6 microstructure, which is related to the lower (α + β) interlamellar spacing of the DPs. The DPs microstructure possessed better damping capacity than the T6 microstructure in the strain-amplitude independent region, whereas in the strain-amplitude dependent region, the reverse behavior was observed. The damping tendencies depending on strain-amplitude were discussed based on the microstructural features of the T6 and DPs microstructures.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2006.05a
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• pp.1019-1023
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• 2006

Conventional methods for reducing vibration in engineering designs may be undesirable in conditions where size or weight must be minimized, or where complex vibration spectra exist. Fe-Mn Damping alloy with a combination of high damping capacity and good mechanical properties can provide attractive technical and economical solutions to problems involving seismic, shock and vibration isolation. We have studied the noise and vibration characteristic of Dampalloy and checked Dampalloy reduced noise about 3.9dB and vibration about 15.9 times as compared conventional material through laboratory research. With this result, we obtained a good possibility of material substitution about the bridge expansion joint

• Structural Engineering and Mechanics
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• v.22 no.2
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• pp.241-262
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• 2006

NiTi-wire shape memory alloy (SMA) dampers, that utilize NiTi SMA wires to simultaneously damp tension, compression and torsion, was developed for structural control implementation in this study. First, eight reduced-scale NiTi-wire SMA dampers were constructed. Then tension, compression and torsion experiments using the eight reduced-scale NiTi-wire SMA dampers of different specification were done. The experimental results revealed all of the eight reduced-scale NiTi-wire SMA dampers had the ability to simultaneously supply tension-compression damping and torsion damping. Finally, mechanics analysis of the NiTi-wire SMA dampers was done based on a model of the SMA-wire restoring force and on tension-compression and torsion damping analysis. The damping analytical results were found to be similar to the damping experimental results.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2004.11a
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• pp.570-573
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• 2004

Conventional methods for reducing vibration in engineering designs may be undesirable in conditions where size or weight must be minimized, or where complex vibration spectra exist. Some alloys with a combination of high damping capacity and good mechanical properties can provide attractive techanical and economical solutions to problems involving seismic, shock and vibration isolation. In this paper, it showed the noise and vibration characteristic was compared conventional rail joint to improved rail joint(damping alloy) for reducing noise and vibration. Its applicability to rail joint is discussed.

• Analytical Science and Technology
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• v.8 no.2
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• pp.195-203
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• 1995

Carbon and small amounts of alloying elements were added in Fe-5.7% Al ferromagnetic damping alloy. The specific damping capacities(SDC) of these alloys were investigated in relation to the grain size and the magnetic hysteresis loops. The behavior of carbon was analysed by XRD and EDS. These alloys showed characteristic damping nature of ferromagnetic damping materials. The alloying elements decreased SDC and especially the carbon was remarkable. The SDC was observed to be not related with the grain size but with the magnetic hysteresis loop area. The remarkable decrease of SDC by carbon addition was attributed to the locking migration of $90^{\circ}$ magnetic domain wall by the interstitial carbon in Fe-Al solid solution. However, the carbides also seems to decrease the SDC.

• Transactions of the Korean Society of Machine Tool Engineers
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• v.14 no.3
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• pp.122-127
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• 2005

The styling of automobile wheels and their effect on vehicle appearance has increased in importance in recent years. The wheel designer has been given the task of insuring that a wheel design meets its engineering objectives without affecting the styling theme. The wheel and tire system is considered as a vehicle component whose dynamic modal information of the tire/wheel system are employed in the modal synthesis model of the vehicle. The vibration characteristics of a automobile wheel play an important role to judge a ride comfort and quality for a automobile. In this paper, the vibration characteristics of a Al-alloy and steel wheel for automobile are studied. Natural frequency, damping and mode shape are determined experimentally by frequency response function method. Results show that wheel material property, size and design are parameter for shift of natural frequency and damping.

• Proceedings of the KSME Conference
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• 2001.11a
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• pp.623-628
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• 2001

The styling of passenger car wheels and their effect on vehicle appearance has increased in importance in recent years. The wheel designer has been given the task of insuring that a wheel design meets its engineering objectives without affecting the styling theme. The wheel and tire system is considered as a vehicle component whose dynamic modal information of the tire/wheel system are employed in the modal synthesis model of the vehicle. The Vibration characteristics of a passenger car wheel play an important role to judge a ride comfortability and quality for a passenger car. In this paper, the vibration characteristics of a AI-alloy and steel wheel for passenger car are studied. Natural frequency, damping and mode shape are determined experimentally by frequency response function method. Results show that wheel material property, size and design are parameter for shift of natural frequency and damping.

• Journal of the Korean Society for Heat Treatment
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• v.11 no.1
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• pp.1-9
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• 1998

The objective of this study is to investigate the effect of solution-treatment temperature on the microstructure and damping capacity of a martensitic Fe-7%Ni-0.4%C alloy. The size of lath increased from $0.3{\mu}m$ to $0.55{\mu}m$ with increasing the solution-treatment temperature from 700 to $1100^{\circ}C$. In addition, the size of block, packet, and austenite grain had tendency to increase with increasing solution-treatment temperature. The damping capacity of the Fe-7%Ni-0.4%C martensitic alloy decreased with increasing the solution treatment temperature. The reason is not attributed to the increase in the size of lath, block, packet, and austenite grain, but to the increase in vacancy concentration which hinders dislocation motion.