• Korean Journal of Metals and Materials
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• v.50 no.12
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• pp.873-882
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• 2012

Dual Phase (DP) steel which has a soft ferrite phase and a hard martensite phase reveals both high strength and high ductility and has received increased attention for use in automotive applications. To conduct structural analysis to verify vehicle safety, highly credible experimental results are required. In this study, tensile tests were performed in a strain rate range from $10^{-4}/s$ to 300/s for Sink Roll-Less (SRL) hot-dip metal coated sheets. Collision properties were estimated through simulation by LS-DYNA using the stress-strain curve obtained from the tensile test. The simulation results were compared with the actual crash test results to confirm the credibility of the simulation. In addition, a tensile test and a crash test with 2% prestrain and a baking (PB) specimen were evaluated identically because automotive steel is used after forming and painting. The mechanical behaviors were improved with an increasing strain rate regardless of the PB treatment. Thus, plastic deformation with an appropriate strain rate is expected to result in better formability and crash characteristics than plastic deformation with a static strain rate. The ultimate tensile strength (UTS) and absorbed energy up to 10% strain were improved even though the total elongation decreased after PB treatment, The results of the experimental crash test and computer simulation were slightly different but generally, a similar propensity was seen.

• Asia-pacific Journal of Multimedia Services Convergent with Art, Humanities, and Sociology
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• v.7 no.6
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• pp.897-906
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• 2017

Projection Mapping, also known as Spatial Augmented Reality(SAR) has attracted much attention recently and used for many division, which can augment physical objects with projected various virtual replications. However, conventional approaches towards projection mapping have faced some limitations. Target objects' geometric transformation property does not considered, and movements of flexible objects-like paper are hard to handle, such as folding and bending as natural interaction. Also, precise registration and tracking has been a cumbersome process in the past. While there have been many researches on Projection Mapping on static objects, dynamic projection mapping that can keep tracking of a moving flexible target and aligning the projection at interactive level is still a challenge. Therefore, this paper propose a new method using Unity3D and ARToolkit for high-speed robust tracking and dynamic projection mapping onto non-rigid deforming objects rapidly and interactively. The method consists of four stages, forming cubic bezier surface, process of rendering transformation values, multiple marker recognition and tracking, and webcam real time-lapse imaging. Users can fold, curve, bend and twist to make interaction. This method can achieve three high-quality results. First, the system can detect the strong deformation of objects. Second, it reduces the occlusion error which reduces the misalignment between the target object and the projected video. Lastly, the accuracy and the robustness of this method can make result values to be projected exactly onto the target object in real-time with high-speed and precise transformation tracking.

• Journal of the Korean Society for Railway
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• v.19 no.3
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• pp.271-279
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• 2016

Pantograph aerodynamic noise is a major cause of noise that occurs when a train is traveling at high speeds. In this study, in order to analyze the contribution of pantograph aerodynamic noise, real train tests using HEMU-430X were carried out. In order to analyze the frequency characteristic of the noise of the pantograph in an actual vehicle, a sound field visualization has been carried out using a 144-channel microphone array at train speeds of 350 and 400km/h. As a result, it was confirmed that the low frequency noise in the 250~400Hz bandwidth provides the main contribution to the pantograph noise. And, in order to estimate the noise contribution of the pantograph, the noise level difference between cases in which the pantograph is ascending and those in which it is descending were compared in single microphone experiments. The frequency analysis in the single microphone tests showed that the bands of 315~400Hz and 1000~1250Hz are the main frequency characteristics of pantograph noise. These results show quite good agreement with those of previous studies and with results of sound field visualization.

• Journal of Mechanical Science and Technology
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• v.17 no.10
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• pp.1507-1519
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• 2003

The two-phase flow patterns for both non-loop and loop type oscillating capillary tube heat pipes (OCHPs) were presented in this study. The detailed flow patterns were recorded by a high-speed digital camera for each experimental condition to understand exactly the operation mechanism of the OCHP. The design and operation conditions of the OCHP such as turn number, working fluid, and heat flux were varied. The experimental results showed that the representative flow pattern in the evaporating section of the OCHP was the oscillation of liquid slugs and vapor plugs based on the generation and growth of bubbles by nucleate boiling. As the oscillation of liquid slugs and vapor plugs was very speedy, the flow pattern changed from the capillary slug flow to a pseudo slug flow near the annular flow. The flow of short vapor-liquid slug-train units was the flow pattern in the adiabatic section. In the condensing section, it was the oscillation of liquid slugs and vapor plugs and the circulation of working fluid. The oscillation flow in the loop type OCHP was more active than that in the non-loop type OCHP due to the circulation of working fluid in the OCHP. When the turn number of the OCHP was increased, the oscillation and circulation of working fluid was more active as well as forming the oscillation wave of long liquid slugs and vapor plugs in the OCHP. The oscillation flow of R-142b as the working fluid was more active than that of ethanol and the high efficiency of the heat transfer performance of R -142b was achieved.

• Tribology and Lubricants
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• v.33 no.1
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• pp.15-22
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• 2017

Because the running speed of vehicles is increasing and a shorter braking distance is required, high heat-resistant brake pads are needed to satisfy the requirements of customers and car makers. In the near future, hazardous materials such as Cu, Cr, Zn, and Sb will be restricted from use in friction materials. Ceramic composites reinforced by carbon fibers are good candidates for eco-friendly friction materials. In this study, we develop ceramic composite friction materials. The friction materials are composed of carbon fibers, Si, SiC, graphite, and phenol resin and are prepared by hot forming and heat treatment at high temperatures. The density, void ratio, and compressive strength are $1.59-1.66g/cm^3$, 16.6-20, and 70-90 MPa, respectively. Friction and wear tests are performed using a pin-on-plate-type reciprocating friction tester at 25, 100, and $200^{\circ}C$. The counterpart material is a CrMoV steel extracted from a KTX brake disc. Friction coefficient, wear amount, and wear mechanism are measured and examined. We determine that the friction coefficients depend on the temperature and the fluctuation of the friction coefficients is larger at higher temperatures. The amount of wear increases with the surface temperatures of the specimens. The tribological properties of the developed composites are similar to those of a Cu-based sintered friction material. Through this study, it is confirmed that ceramic composite materials can be used as friction materials.

• Journal of the Institute of Electronics Engineers of Korea TC
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• v.48 no.11
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• pp.9-16
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• 2011

We need to establish standard for the ICT based on train control system. In order to solve the ISI problem, this paper evaluate the performance of OFDM and FDE system. We seem that OFDM system is better than FDE system. In order to solve ISI problem, SC System is needed a equalizer. And another method is OFDM System. If system is used SC with a equalizer, It is better than OFDM in terms of PAPR, but this system is not easy to use Multi-Antenna technique, i.e., beam-forming and MIMO-multiplexing. And If system is used high-order modulation, BER performance is worse than OFDM. If we think about in terms of PAPR problem, considerations are considered not significant because the size of relays is not considered in the communication between trains and ground.

• Proceedings of KOSOMES biannual meeting
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• 2005.05a
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• pp.161-165
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• 2005

Recently, it is on the increase interest for Al alloy with new material for ship application to substitute for FRP ship. The reason is thatAl alloy ship has beneficial characteristics such as high sea speed, increase of loadage and easy to recycle compared with FRP ship. In this paper, mechanical and electrochemical properties are investigated by slow strain rate test experiment in various applied potential condition. These results will provide as reference data to design ship by deciding optimum protection potential regard to hydrogen embrittlement and stress corrosion cracking. In general, Al and Al alloys are not corroded with forming film which has the corrosion resistance property in neutral solution. However, it was observed that formation and destruction of passive film by $Cl^-$ ion in sea water environment. At comparison of current density after 1200 sec in potentiostatic experiment, the current density in the potential range of -0.68 $\~$-1.5 V is shown low value. The low current density means protection potential range. Elongation in applied potential of 0 V was high. However, the corrosion protection application in this condition is impossible potential because the toughness is low value by decreasing strength by active dissolution reaction at parallel part of specimen. The film composed with $CaCO_3$ and $Mg(OH)_2$ has a corrosion resistance property. However, the uniform electrodeposition coating at below -1.6 V potential is not formed since the time to form the uniform electrodeposition coating is short. Therefore, it is concluded that mechanical property is poor because effect by hydrogen gas generation is larger than that of electrodeposition coating. It is concluded that the optimum protection potential range from comparison of_maxim urn tensile strength, elongation and time to fracture is -1.3$\~$0.7 V (SSCE).

• Design & Manufacturing
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• v.17 no.3
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• pp.15-20
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• 2023

In the fine blanking process, which is a press operation known for producing parts with narrow clearances and high precision through the application of high pressure, die roll often occurs during the shearing process when the punch penetrates the material. This die roll phenomenon can significantly reduce the functional surface of the parts, leading to decreased product performance, strength, and fatigue life. In this research, we conducted an in-depth analysis of the factors influencing die roll in the curvature area of the fine blanking process and identified its root causes. Subsequently, we designed and experimentally verified a die roll reduction process specifically tailored for the door latch manufacturing process. Our findings indicate that die roll tends to increase as the curvature radius decreases, primarily due to the heightened bending moment resulting from reduced shape width-length. Additionally, die roll is triggered by the absorption of initial punch energy by scrap material during the early shearing phase, resulting in lower speed compared to the product area. To mitigate the occurrence of die roll, we strategically selected the Shaving process and carefully determined the shaving direction and clearance area length. Our experiments demonstrated a promising trend of up to 75% reduction in die roll when applying the Shaving process in the opposite direction of pre-cutting, with the minimum die roll observed at a clearance area length of 0.2 mm. Furthermore, we successfully implemented this approach in the production of door latch products, confirming a significant reduction in die roll. This research contributes valuable insights and practical solutions for addressing die roll issues in fine blanking processes.

• Journal of the Korean Applied Science and Technology
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• v.34 no.3
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• pp.545-554
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• 2017

This study is concerned with the stability of liquid crystal forming emulsifier with localized depend on change of pH using liquid crystal forming agent of advanced company. The liquid crystal emulsifying agent was localized using Sugar Crystal-LC (bio-tech Co., Ltd., Korea), and comparative samples were measured by using Nikkomulese-LC (Nikko Camicarls, Japan) and Alacel-LC (Croda Camicarls, UK). Liquid crystal formation was confirmed microscopically to show the formation of liquid crystal structure at acidic (pH=4.2), neutral (pH=7.0) and alkaline (pH=11.7). The particles of the liquid crystal were observed with a polarizing microscope according to the stirring speed. The stirring time was all the same for 3 minutes with a homo-mixer, and the stirring speed was increased to 2500 rpm, 3500 rpm and 4500 rpm to observe the liquid crystal state. As a result, it was found that the Korean surfactant was more stable and clear liquid crystal structure was formed than the two foreign acids. In the case of the UK in acid zone, the emulsion particle size was uniform and unstable. In the case of Japanese surfactant, it has similar structure and performance to those of localized Korean. It was found that Korean surfactant had superior emulsifying performance in acid zone compared with foreign products. It is possible to develop various formulations such as liquid crystal cream, lotion, eye cream, etc. using Sugar Crystal-LC emulsifier as an application cosmetic field, and it is expected that it can be widely applied as emulsifying technology for skin care external application in the pharmaceutical industry and the pharmaceutical industry as well as the cosmetics industry.

• 한국해양학회지
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• v.16 no.1
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• pp.31-37
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• 1981

Saline water movements in relation to tidal condition and river discharge in the estuary of the Nakdong River are discussed on the basis of the observation data. The difference of salinity between the surface and the bottom layer was 1∼3 at spring tide forming a vertically homogeneous estuary, while at neap tide, it ranges up to 7∼15 indicating a sharp salt wedge. The maximum salinity appeared approximately at an hour after the high water, that is, three hours after the landward velocity maximum, while the salinity maximum at around an hour after the low water, that is, three hours after the seaward velocity maximum. The density current speed at a section located 10km landward from the river mouth was observed approximately to be 45cm sec$\^$-1/ at 8m layer.The relations between the salinity at Gupo and the river discharge at Jindong are estimated by means of the least square method. The maximum length of the salt wedge is calculated approximately to be 22km at neap tide and 16km at spring tide, which is in accordance with the observed data. The salinity influence area is deduced to be 45km at spring tide and 35km at neap tide. The diffusion coefficient of salinity was estimated approximately to be 1.5 10$\^$8/$\textrm{cm}^2$ sec$\^$-1/ at Samrak and 8 10$\^$5/$\textrm{cm}^2$ sec$\^$-1/ at Gupo at neap tide, while it was 1.4 10$\^$7/$\textrm{cm}^2$ sec$\^$-1/ at Dongwon at spring tide.