• Journal of Mechanical Science and Technology
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• v.14 no.7
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• pp.705-714
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• 2000

The formulation of Smoothed Particle Hydrodynamics (SPH) and a shortcoming of traditional SPH in contact simulation are presented. A contact algorithm is proposed to treat contact phenomenon between two objects. We describe the boundary of the objects with non-mass artificial particles and set vectors normal to the contact surface. Contact criterion using non-mass particles is established in this study. In order to verify the contact algorithm, an algorithm is implemented in to an in-house program; elastic wave propagation is an analysed under low velocity axial impact of two rods. The results show that the contact algorithm eliminates the undesirable phenomena at the contact surface; numerical result with the contact algorithm is compared with theoretical one.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.21 no.3
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• pp.271-279
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• 2011

In this study, the dynamic analysis of a beam is analyzed by using the finite element method when the beam has moving mass and axial load. To consider the contact force between the moving mass and beam, coupled nonlinear equations of contact dynamics are derived, and then the weak form for the finite element method is established. The finite element computer programs based on the Lagrange multiplier method are developed to compute the contact force. Furthermore, a variety of simulations are performed for various design parameters such as moving mass velocity, compressive axial load and tension load. Finally, relations between the dynamic response and contact force are also discussed.

• Journal of Astronomy and Space Sciences
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• v.20 no.2
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• pp.133-142
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• 2003

The contact binary system has been classified in five different types according to their physical properties. We suggest that extremely small mass ratio contact binary systems(q＜0.2) could be classified as a new type of contact binaries in addition to the classification. According to the Svechnikov & Kuznetsova (1990)'s catalogue, the spectral types of primary components of newly classified contact binaries are distributed at A type, and also the distribution of their various physical characteristics is laid at the center region dividing the early-type contact binaries from late-type contact binaries.

• Journal of Astronomy and Space Sciences
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• v.23 no.3
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• pp.189-198
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• 2006

We present newly observed BVRI CCD light curves for low mass ratio contact binaries, HN UMa and II UMa. The absolute dimensions of these objects were obtained by applying the Wilson-Devinney program to previously published spectroscopic analysis and to our observed photometric data. The evolutionary status of all 21 low mass ratio contact binary system including HN UMa and II UMa was then considered. The secondaries of all low mass ratio contact binaries are located below the zero age main sequence in HR diagram. This phenomenon could be explained by mass loss from the secondary component in the low mass contact binary system because even small mass loss affects luminosity decrease in the low mass stars.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 1995.10a
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• pp.197-200
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• 1995

Corrugation of railway track can be caused by the various dynamic behavior of travelling wheels and track. In this paper, the coupled vibrations of travelling wheel and railway track are analyzed as the cause of corrugations. To analyze the coupled vibrations, the track supported by the sleepers and the traveling wheel are identified to the elastically supported infinite beam and the spring-mass system which runs at constant speed. The Hertzian contact spring is considered betwen the infinite beam and spring-mass system. The dynamic responses of elastically supported infinite beam and spring-mass system are calculated. The cause and development of rail corrugation are discussed in the view point of contact force fluctuation affected by the elastic supports and the corrugated surface profile of the track. By the obtained results, the possibilities of resonance are checked between the excitation by the corrugated surface profile and the natural frequency of contact spring-moving mass system. It may be thought to a development of railway corrugation.

• Journal of Astronomy and Space Sciences
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• v.21 no.2
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• pp.83-92
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• 2004

The absolute dimensions of low mass contact binary, GR Vir and HV Aqr were obtained using WD program from the published spectroscopic and photometric observational data. The evolutionary status of this type of system including GR Vir and HV Aqr has been considered. The primary stars of low mass contact binary system were located on the Terminal Age Main-sequence and secondary stars were located under the Zero Age Main-sequence in H-R diagram.

• Proceedings of the KWS Conference
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• 2009.11a
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• pp.205-209
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• 2009

Wetting properties between silver-copper-titanium braze alloys with different titanium contents up to 2.8 mass% and hexagonal boron nitride ceramics were investigated using sessile drop method at 1123K in Argon. The final contact angle is less than $30^{\circ}$ when the Ti content was over 0.41 mass%. Meanwhile, the contact angle curves show different behavior. In case of using braze alloy containing 2.8 mass% of titanium, the initial contact angle is acute angle just after the melting of braze. In case of brazes containing titanium less than 2.26 mass%, the contact angle is larger than $90^{\circ}$ at the beginning and slowly decreases to acute angle. The reaction layer of titanium nitride is observed at the interface. In addition, the reaction of Ti in the braze and N in the bulk h-BN seemed to show diffusion limited spreading.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 1997.04a
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• pp.241-246
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• 1997

Corrugation of railway track can be caused by the various dynamic behaviors of traveling wheels and track. In this paper, the coupled vibrations of traveling wheel and railway track are analyzed as the cause of corrugations. To analyze the coupled vibration, the track supported by the sleepers and the traveling wheels are identified to the elastically supported infinite beam and the spring-mass system which runs at constant speed. The Hertzian contact spring is considered between the infinite beam and spring-mass system. The dynamic responses of elastically supported infinite beam and spring-mass system are calculated. The cause and development of rail corrugation are discussed in the view point of contact force fluctuation affected by the elastic supports and the corrugated surface profile on the track. By the obtained results, the possibilities of resonance are checked between the excitation by the corrugated surface profile and the natural frequency of contact spring-mass system. It may be thought to a development of railway corrugation.

• Tribology and Lubricants
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• v.18 no.6
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• pp.377-383
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• 2002

The tribological role of mass transfer layer was studied with silver coatings under various ranges of load and sliding speed. Silver coating was performed with a functionally gradient coating method. Tests were per-formed in dry sliding conditions, using a ball-on-disk contact configuration, at the load of 0.0196-17.64 N and the sliding speed of 20-1,000 mm/s in ambient air. Optical microscope and EPMA analyses showed that contact surfaces were covered with the mass transfer layers of agglomerated wear particles depending upon the contact conditions, and they greatly influenced the tribological characteristics of the surfaces. However, the formation of mass transfer layer was suppressed as the sliding speed increased, and above a critical sliding speed, no mass transfer layer was able to form. For building up a general framework of triboiogical behavior of the coated silver films, all test data were summarized on a map whose axes are contact pressure and sliding speed.

• Proceedings of the KSR Conference
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• 1998.11a
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• pp.445-452
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• 1998

The dynamic performance design of catenary-pantograph system which collects current for the next generation Korean high speed train(KHST) was considered. Used was the same dynamic model of the catenary-pantograph system as that of TGV-K which will be introduced for Kyung-bu corridor. Using the model , sensitivity analysis fer design variables were made to improve dynamic performance of KHST system. The results of sensitivity analysis and performance improvement are as follows: (1) It was found that aerodynamic force, tension of contact wire, mass of contact strip, mass of supporting contact strip, mass of clamp, mass of steady arm, and stiffness of plunger were the design variables most influencing the dynamic performance of the system. (2) Pantograph with reductions of 20% aerodynamic force, 34% weight of supporting contact strip, 20% spring constant of plunger, and 34% equivalent mass of steady arm was very possible system for the KHST which will be running at maximum operating speed 350 km/h.