• KSCE Journal of Civil and Environmental Engineering Research
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• v.6 no.2
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• pp.77-83
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• 1986

In this paper, an accurate model for structural analysis of frames with shear walls is introduced. Static and dynamic analysis of two example structures has been performed using the computer program SWAN which employes the newly developed 12 degrees of freedom plane stress element and the results are compared to those obtained using SAP IV. The 12 degrees of freedom element resulted in improved shear stress distribution in wall elements and bending moment in beam elements.

• Journal of the Microelectronics and Packaging Society
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• v.7 no.4
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• pp.31-35
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• 2000

The stress state developed in a thin adhesive layer bonded between the semiconductor chip and the leadframe and subjected to a shear loading is investigated. The boundary element method (BEM) is employed to investigate the behavior of interface stresses. Within the context of a linear elastic theory, a stress singularity of type $\gamma^{\lambda=1}$(0<1<1) exists at the point where the interface between one of the rigid adherends and the adhesive layer intersects the free surface. Such singularity might lead to edge crack or delamination.

• Proceedings of the Korean Society of Precision Engineering Conference
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• 2013.05a
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• pp.1163-1164
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• 2013

• Journal of the Computational Structural Engineering Institute of Korea
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• v.29 no.1
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• pp.1-8
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• 2016

In this paper, we perform structural analysis for a base frame which is used to support a motor for large centrifugal compressor drives and a safety assessment according to the concrete placement. First, the structural analysis about four loading conditions for the motor base frame was conducted and the structural safety was evaluated through both the maximum distortion energy theory and Mohr-Coulomb theory. It was possible to perform a more reasonable safety evaluation against local stresses occurring at the discontinuous portion of the fragile structural members by applying the safety assessment through ASME VIII Div. 2. In addition, the motor base frames with and without the internal concrete placement were quantitatively compared by the structural analysis and safety evaluation using ASME code and it was found to improve the structural integrity due to the concrete placement.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.37 no.7
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• pp.642-652
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• 2009

Most of lap jointed aircraft structures encounter the fretting damages, which provoke fretting cracks prematurely and lead to significant reduction of fatigue life. In the case of ageing aircrafts especially, this fretting fatigue problem is a fatal threat for the safety and airworthiness. Recently, as the service life extension program(SLEP) of ageing aircrafts has become a hot issue, the prediction of fretting fatigue life is also indispensable. On these backgrounds, a series of experimental tests of fretting fatigue on bolted lap joint specimens, were performed. And the fretting crack initiation and propagation life of each specimen were evaluated using existing and newly proposed prediction models with the fretting parameters obtained from the FEA results for elasto-plastic contact stress analyses. The validations of prediction models were also discussed, comparing the prediction results with experimental test ones.

• Journal of the Microelectronics and Packaging Society
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• v.7 no.3
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• pp.45-54
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• 2000

The effect of electropolishing far stamped leadframe on the removal of the edge burr and residual stress relief was examined. The present study showed that the electropolishing could be used for enhanced surface quality of stamped leadframes. The electropolishing was performed at the condition of 60% phosphoric acid electrolyte, 5 ampere of current and 3 cm electrode gap at $70^{\circ}C$ for 2 minutes for Alloy42 type leadframe, and $50^{\circ}C$ for 1.5 minutes for C-194 type leadframe. The FWHM values from X-ray diffraction showed that residual stress of electropolished leadframe recovered to the level of as-received raw materials and surface roughness measured by using AFM tuned out to be improved by 0.079 $\mu\textrm{m}$ and 0.014 $\mu\textrm{m}$ ($R_{rms}$) far alloy 42 and C-194 type leadframes, respectively. The plated thickness using XRF showed the improved uniformity in thickness variation by 0.4~0.5 $\mu\textrm{m}$ and grain growth, which is favorable for interface adhesion, was also observed from the bake test samples. We could certify dimensional stability of leadframe with inspection by means of 3D-topography and hardness measurements.

• Journal of the Korea Concrete Institute
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• v.27 no.4
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• pp.363-375
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• 2015

This research investigated the effects of diameter and material of energy frame on the impact velocity or strain rate of Strain Energy Frame Impact Machine (SEFIM). The impact speed of SEFIM have been clearly affected by changing the diameter and material of the energy frame. The reduced diameter of the energy frame clearly increased the impact velocity owing to the higher strain at the moment of coupler breakage. And, titanium alloy energy frame produced the fastest speed of impact among three materials including steel, aluminum and titanium alloys because titanium alloy has faster wave velocity than steel. But, aluminium energy frame was broken during impact tests. In addition, the tensile stress versus strain response of high performance fiber reinforced cementitious composites at higher and wider strain rates between 10 and 72 /sec was successfully obtained by using four different energy frames.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.14 no.3
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• pp.1011-1015
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• 2013

The demand of bike increases eco-friendly as the mean of transportation but domestic production basis becomes sluggish. In this study, the design analysis of horizontal and vertical frame is performed on the model which is proposed as the bike of new concept in conjunction with public transport system. As the result, the structural analysis is conducted on the main frame of urban bike used with cast magnesium alloy. As the vertical load of 150 kg is applied, the design technology insures that maximum stress less than 70 MPa is obtained.

• Proceedings of the Korean Society of Precision Engineering Conference
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• 2004.05a
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• pp.87-87
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• 2004

최근 철도 차량은 안전성, 정시성, 대량 수송성이 우수하여 수송수요가 증가하고 있으며, 열차운행 횟수의 증가와 차량의 고속화로 운행조건이 가혹해짐에 따라 이에 대한 절대적인 안전성과 높은 신뢰성이 요구되고 있다. 철도차량과 같이 반복하중이 연속적으로 작용하는 구조물의 설계에 있어서는 구조물의 사용 환경이나 재료의 피로특성을 최우선의 고려사항으로 간주해야 한다. 실제로 철도차량의 대차 프레임은 맞대기 용접으로 제작되어 있으며, 용접부에서 파손이 발생하고 있다.(중략)

• Transactions of the Korean Society of Mechanical Engineers A
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• v.39 no.11
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• pp.1137-1143
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• 2015

The stage II fretting fatigue crack growth and branching, i.e., the process of fretting fatigue crack growth starting in an inclined direction and then changing to the normal direction, is analyzed using the finite element method. The fretting fatigue experiment data of A7075-T6 are used in the analysis. The applicability of maximum tangential stress intensity factor, maximum tangential stress intensity factor range, and maximum crack growth rate as the crack growth direction criteria is examined. It is revealed that the stage II crack growth before and after the branching cannot be simulated with a single criterion, but can be done when different criteria are applied to the two stages of crack growth. Moreover, a method to determine the crack length at which the branching occurs is proposed.