• Journal of the Computational Structural Engineering Institute of Korea
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• v.29 no.5
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• pp.389-395
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• 2016

In this paper, vibration characteristics in terms of the airfoil cross-sectional shape was examined by using the EDISON co-rotational plane beam-transient analysis. Co-Rotational plane beam analysis is appropriate for large rotation and small strain. Assuming aircraft wing as a cantilevered beam, natural frequencies of each airfoil cross-sectional shape were estimated using VABS program and fast Fourier transformation(FFT). VABS conducts finite element analysis on the cross-section including the detailed geometry and material distribution to estimate the beam sectional properties. Under the same airfoil geometric configuration and material selection, variation of material induced difference in the deflection and natural frequencies. It was observed that variation of the natural frequency was dependent on variation of the airfoil shape and material.

• Proceedings of the KWS Conference
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• 2009.11a
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• pp.68-68
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• 2009

Recently, resistance spot welding using Inverter DC is applied to improve the weldability of high strength steel for the auto-body fabrication. In this study, inverter DC spot welding machine, which is developed in the domestic, was evaluated weldability of the galvanized and cold rolled dual-phase steel(tensile strength : 590MPa). The welding conditions (welding time, current and force) were decided by tensile-shear test, and welding strength and nugget size were analyzed by statistical analysis methods which involved dynamic resistance and indentation. The results of the statistical analysis was utilized for real-time estimation of the invisible nugget size and tensile strength. Moreover, it can be achieved without the conventional destructive testing of welds.

• Economic and Environmental Geology
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• v.12 no.4
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• pp.181-195
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• 1979

The Nambu orebodies of the Okbang tungsten mine are hosted in the Precambrian amphibolite and Weonnam formation. These orebodies can be classified into two types; The scheelite-bearing ore vein occurring in the amphibolite (the Nambu 1, 2 adits) and tungsten-bearing quartz vein along the contact between the amphibolite and the Weonnam formation (the Young-ho, -1, -2, -3 levels). The scheelite-bearing ore vein in the amphilbolite is discontinuous, narrow, and highly irregular in geometry, occurring only within the amphibolite with which of the vein is graduational. Based on these feature of the mode of occurrence, the origin of this ore type might be attributed to a potential segregation of tungsten ore fluid in situ from hornblenditic basic magma of the host rock. Tungsten-bearing quartz vein, however, is considered to have deposited along the N30-60E trending fractures as a later hypothermal vein after the hornblendite was emplaced. The principal ore mineral is scheelite with minor amount of wolframite, and the gangue minerals are quartz, and small amounts of fluorite, pyrrhotite, chalcopyrite and calcite. Fluid inclusion study of minerals from the Nambu orebody reveals that the fluids in fluorite of the scheelite-bearning ore vein attained a temperature range of $208{\sim}256^{\circ}C$ and those in quartz from the tungsten-bearing quartz vein a temperature range of $220{\sim}357^{\circ}C$. The real formation temperatures can be somewhat higher than filling temperatures, if pressure correction is made. Chemical analysis of 8 amphibolitc samples on major and some trace elements indicate that the amphibolite is igneous origin. On a Niggli diagram (al-alk)versus c, the analytical values are plotted on an igneous field, and on a Niggli diagram mg versus c they follow a karroo igneous trend line. According to the Ba, Cr, and Ni versus Niggli mg plots suggested by Leake (1964), Okbang amphibolite fall outside a pelitic field and compare favorably with his plots form ortho-amphibolites. Analitical values of $MoO_3$ of 8 samples of scheelite minerals from the Nambu orebody indicate that the tungsten-bearing quartz vein (type n) of Nambu orebody shows a range from 1. 69% to 4.38% which is higher than 0.94%~3.25% $MoO_3$ for the scheelite-bearing ore vein (type I). This fact indicates that the type II was deposited in a lower $fO_2/higher$ $fO_2$ environment and under lower temperature than the type I. Analysis of major components $WO_3$, MnO, and FeO of 6 samples of wolframite from the type II veins revealed that they contain 73.35~76.2% $WO_3$, 7.94~11.63% MnO, and 10.53~14.82% FeO. MnO/FeO ratios of wolframite shows the range of 0.85~1.17 which suggests a slightly higher temperature type of deposits than other major tungsten deposits in the country.

• Journal of Welding and Joining
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• v.30 no.2
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• pp.59-64
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• 2012

Welding is an essential process in the automotive industry. Most welding processes that are used for auto body are spot welding and $CO_2$ welding are used in a small part. In production field, $CO_2$ welding process is decreased and spot welding process is increased due to welding quality is poor and defects are occurred in $CO_2$ welding process frequently. But $CO_2$ welding process should be used at robot interference parts and closed parts where spot welding couldn't. Because of the 0.65mm ~ 2.0mm thickness steel sheet were used in the automotive industry, poor quality of welding area such as burn through and under fill were happened frequently in $CO_2$ process. In this paper, we will study about the penetration depth which gives a huge impact on burn through changing a degree of base metal, welding position and torch angle. Voltage, current and welding speed were fixed but degree of base metal, welding position and torch angle were changed. And Cold- Rolled(CR) steel sheet was used. Penetration depth was analysed by multiple regression analysis to derive approximate calculations. And reliability of approximate calculations were confirmed through additional experiments. As the results of this research, we confirmed the effect of torch and plate angle to bead shape. And we present a possibility that can simulate more accurate to weld geometry, as deduced the verification equations that has tolerance of less than 21.69%.

• Journal of Energy Engineering
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• v.7 no.2
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• pp.194-201
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• 1998

In electric commuter trains using AC motors, lots of GTO thyristors and diodes are needed for power controls. These semiconductors generate heat about 1~2 kW, and for cooling which perfluorocarbon(PFC) heat pipes have been in use for the last two decades. The present study was investigated on the effects of such important design parameters as structure of internal surface (grooved or smooth), fill charge ratio, and inclinating angle from a vertical on heat transfer coefficients at both evaporators and condensers. To obtain experimental data, several heat pipes of the same geometry of 520 mm long and diameter of 15.88 mm but different in fill charge ratio and internal surface structure were designed and fabricated. For prediction of the heat transfer coefficients, related expressions were examined and the results of calculations were compared with experimental data. Performance tests were conducted while heat pipes operated at mode of thermosyphons. High enhancements of heat transfer coefficient were obtained internal grooves. In these cases, the evaporating heat transfer coefficients distributed in the range of 2~5.5 kW/$m^2$K, with an increase of heat flux from 15~45 kW/$m^2$. These experimental data were in good agreement with Rohsenow's expression based on nucleate boiling when correction factor $C_R$=1.3 was encountered. In addition, the condensation heat transfer coefficients were distributed from 1.5 to 3.5 kW/$m^2$K, and the data were in good agreements with Nusselt's correlation, based on filmwise condensation on vertical plate, when choosing a correction factor $C_N=4$. A fill charge ratio of 40~100% were recommended, and the in clination angle effects were negligible when the angle was higher then 30$^{\circ}$.