• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.14 no.2
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• pp.79-87
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• 1978

This is an experimental study on friction welding and heat treatment of engine exhaust valve materials whose welding combination is SCr4 as stem to 21-4N as head and SUH3 to 21-4N. In this study, not only the experiments of friction welding under the selected optimum welding condition and the examination of the mechanical properties were carried out, but also the heat treatment of friction welded specimens under the two selected conditions was taken to obtain the better welding character, eliminating the latent stress and the hardness peak which appeared at the welded zones of heat resisting steel(21-4N, SUH3) and low alloyed steel ($SCr_4$) friction weldments. The results obtained by the experiments and consideration in this study are as follows: I) It was experimentally proved quite reasonable that 'speed=3,OOO rpm, heating pressure Pl=8 kg/ mm2, upsetting pressure p, = 20 kg/mm', heating time $t_1$ = 3 see, upsetting time TEX>$t_2$ = 2.5 sec' was selected as the optimum welding condition for friction-welding the engine exhaust valve materials $SCr_4$ to 21-4 Nand SUH 3 to 21-4 N. 2) The results of the previous study and this one on friction welding of such dissimilar materials as SUH 3-SUH 31, SCr 4-SUH 31, SCr 4-SUH 3, SUH 3-CRK 22, SCr4-21-4 Nand SUH3-21-4 N agreed with each other substantially in the friction welding characteristics at welded interface zones. 3) It was also certified quite satisfactory that '600\ulcornerCX30 min. Xroom air cooling' as an optimum heat treatment condition of the friction welded materials SCr 4-21-4 Nand SUH 3-21-4 N was experimentally determined to eliminate the latent stress and the hardness peak at welded zones. 4) About 20% of the tensile strength before heat treatment of friction welded specimens was decreased after heat treatment 600\ulcornerCX30 min. Xair cooling, but the location of fracture was moved from heat affected zone to parent $SCr_4$ & SUH3. 5) Microscopic examination of the weld joints friction-welded and heat-treated under the above mentioned conditions revealed that the weld zone is very narrow and has a fine grained intermixed structure without any welding defects. 6) The above mentioned conditions can be also utilized as friction welding parameters of the other dissimiar materials for engine valve production.

• The Journal of the Petrological Society of Korea
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• v.14 no.2 s.40
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• pp.93-107
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• 2005

We determined $^{40}Ar/^{39}Ar$ ages of the Tertiary dike swarms and volcanic rocks distributed in the SE Korea where the most prevalent crustal-deformation and volcanism occurred during the period. In previous study, it was disclosed that the mafic dike swarms on both sides (east and west) of the Yeonil Tectonic Line (YTL) were originated from a same magma although they are consistently aligned with different intrusion directions of NS and NE, respectively. Ages of the mafic dike swarms of this study are $47.3\pm0.8Ma$ and $48.0\pm1.3Ma$, respectively and confirm such conclusion. These facts clarify that the YTL acted as a westernmost limit of the crustal deformation, especially clockwise crust-rotation, during the Miocene. Frequent occurrence of basic dikes indicate strongly that the southeastern part of the Korean Peninsula was under E-W extensional stress field at about 48 Ma, intimately related to the India-Asia collision and subsequent sudden change of the Pacific Plate motion. The ages of the uncommonly appearing intermediate and felsic dikes were determined as $55.9\pm1.5Ma$ and $53.0\pm1.0Ma$, respectively. Ages of the andesitic lava of the Hyodongri Volcanics, the dacitic lava of the Yongdongri Tuff, and dacitic rocks intruding and covering the Churyeong Breccia were determined as $24.0\pm0.5Ma,\;21.6\pm0.4Ma$, $21.8\pm0.1Ma,\;and\;22.0\pm0.5Ma$ respectively. The ages from the volcanics agrees well with the stratigraphy established by the latest field survey, which confirms that the $andesitic\~dacitic$ volcanism was followed by the basaltic volcanism during the Early Miocene.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.23 no.8
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• pp.759-769
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• 2013

Electronic equipment has been applied to virtually every area associated with commercial, industrial, and military applications. Specifically, electronics have been incorporated into avionics components installed in aircraft. This equipment is exposed to dynamic loads such as vibration, shock, and acceleration. Especially, avionics components installed in a helicopter are subjected to simultaneous sine and random base excitations. These are denoted as sine on random vibrations according to MIL-STD-810F, Method 514.5. In the past, isolators have been applied to avionics components to reduce vibration and shock. However, an isolator applied to an avionics component installed in a helicopter can amplify the vibration magnitude, and damage the chassis, circuit card assembly, and the isolator itself via resonance at low-frequency sinusoidal vibrations. The objective of this study is to investigate the dynamic characteristics of an avionics component installed in a helicopter and the structural dynamic modification of its tray plate without an isolator using both a finite element analysis and experiments. The structure is optimized by dynamic loads that are selected by comparing the vibration, shock, and acceleration loads using vibration and shock response spectra. A finite element model(FEM) was constructed using a simplified geometry and valid element types that reflect the dynamic characteristics. The FEM was verified by an experimental modal analysis. Design parameters were extracted and selected to modify the structural dynamics using topology optimization, and design of experiments(DOE). A prototype of a modified model was constructed and its feasibility was evaluated using an FEM and a performance test.