• Journal of Korean Society for Atmospheric Environment
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• v.29 no.5
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• pp.656-667
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• 2013

The non-exhaust coarse, fine, and ultrafine particles were characterized by on-road driving measurements using a mobile sampling system. The on-road driving measurements under constant speed driving revealed that mass concentrations of roadway particles (RWPs) were distributed mainly in a size range of 2~3 ${\mu}m$ and slightly increased with increasing vehicle speed. Under braking conditions, the mode diameters of the particles were generally similar with those obtained under constant speed conditions. However, the PM concentrations emitted during braking condition were significantly higher than those produced under normal driving conditions. Higher number concentrations of ultrafine particles smaller than 70 nm were observed during braking conditions, and the number concentration of particles sampled 90 mm above the pavement was 6 times higher than that obtained 40 mm above the pavement. Under cornering conditions, the number concentrations of RWPs sampled 40 mm above the pavement surface were higher than those sampled 90 mm above the pavement. This might be explained that a nucleation burst of a lot of vapor evaporated from the interaction between the tire and the road pavement under braking conditions continuously occurred by cooling during the transport to the sampling height 90 mm, while, for the case of cornering situations, the ultrafine particle formation was completed before the transport to the sampling height of 40 mm.

• Journal of Korean Society for Atmospheric Environment
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• v.27 no.5
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• pp.534-544
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• 2011

The secondary aerosol forming potential of ambient air was first measured with the Potential Aerosol Mass(PAM) chamber at Gosan supersite on Jeju island from October 22 to November 5, 2010. PAM chamber is a small flowthrough photo-oxidation chamber with extremely high OH and $O_3$ levels. The OH exposure in the PAM chamber was $(2{\pm}0.4){\times}10^{11}{\sim}(6{\pm}1.2){\times}10^{11}$ molecules $cm^{-3}$ s and was similar to 2 to 5 days of aging in the atmosphere. By periodically turning on and off UV lamps in the PAM chamber, ambient aerosol and newly formed aerosol (e.g. called as PAM aerosol) was alternately measured. Aerosol number and mass concentration in the range of 10~487 nm in diameter was measured by SMPS 3034. With UV lamps on, the nucleation mode particles smaller than 50 nm in diameters were formed. Their number concentration was greater than 105 $cm^{-3}$, leading to increase in aerosol mass by 0~8 ${\mu}gm^{-3}$. The variations of PAM and ambient aerosols were greatly dependent on characteristics of air masses such as precursor concentrations and degree of aging. This preliminary results suggests that PAM chamber is useful to assess the aerosol formation potential of air mass and its impact on the air quality. The further analysis of data with gaseous and particulate measurements will be done.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.35 no.10
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• pp.1229-1235
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• 2011

Fatigue tests were conducted on the aluminum alloy, A7075-T6 to determine the most reliable fretting fatigue damage parameter. Specimens with grooves were used, so that either fretting fatigue crack at the pad/specimen interface or plain fatigue crack at the groove could be nucleated, depending on the pad pressure. Both the crack nucleation location and initial crack orientation were examined using optical microscopy, and the results were used to assess the reliability of the various fretting fatigue damage parameters that have been most commonly used in the literature. Finite element analysis was employed to obtain the stress and strain data of the specimen, which were needed to estimate the parameter values and the orientation of the critical plane. It was revealed that both the Fatemi.Socie and McDiarmid parameters, which assume shear-mode fatigue cracking, are the most reliable.

• Journal of Korea Foundry Society
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• v.13 no.4
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• pp.369-381
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• 1993

Aluminum alloy(AC8A) matrix composites reinforced with SiC particles(10% in vol.) were fabricated by Centrifugal Spray Deposition(CSD) process. The microstructures were investigated in order to evaluate both the mixing mode between aluminum matrix and SiC particles, and the effect of SiC particles on the cooling behaviours of droplets during flight and preforms deposited. A non-continuum mathematical calculation was performed to explain and to quantify the evolution of microstructures in the droplets and preforms deposited. Conclusions obtained are as follows; 1. The powders produced by CSD process showed, in general, ligament type, and more than 60% of the powders produced were about 300 to 850 um in size. 2. AC8A droplets solidified during flight showed fine dendritic structure, but AC8A droplets mixed with SiC particles showed fine equiaxed grain structure, and eutectic silicon were formed to crystallize granularly between fine aluminum grains. 3. SiC particles seem to act as a nucleation sites for pro-eutectic silicon during solidification of AC8A alloy. 4. The microstructure of composite powders formed by CSD process showed particle embedded type, and resulted in dispersed type microstructure in preforms deposited. 5. The pro-eutectic silicon crystallized granularly between fine aluminum grains seem to prohibit grains from growth during spray deposition process. 6. The interfacial reactions between aluminum matrix and SiC particles were not observed from the deposit performs and the solidified droplets. 7. The continuum model seem to be useful in connecting the processing parameters with the resultant microstructures. From these results, it was concluded that the fabrication of aluminum matrix composites reinforced homogeneously with SiC particles was possible.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.34 no.8
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• pp.755-760
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• 2010

In this study, we mainly focused on the PM (Particulate Matter) emission characteristics of a diesel engine. To analyze particle behavior in the tail-pipe, particle emission was measured on the engine-out (downstream of turbocharger), each upstream and downstream both of DOC (Diesel Oxidation Catalyst) and DPF (Diesel Particulate Filter). Moreover, particle emission contours on each sampling point were constructed. The reduction efficiency of particle number concentration and mass through the DOC and DPF was studied. Parameters such as EGR (Exhaust Gas Recirculation) and the main injection timing were varied in part load conditions and evaluated using the engine-out emissions. The DMS500 (Differential Mobility Spectrometer) was used as a particle measurement instrument that can measure particle concentrations from 5 nm to 1000 nm. Nano-particles of sizes less than 30 nm were reduced by oxidation or coagulated with solid particles in the tail-pipe and DOC. The DPF has a very high filtration efficiency over all operating conditions except during natural regeneration of DPF.

• Journal of the Microelectronics and Packaging Society
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• v.10 no.3
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• pp.29-35
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• 2003

The Sn-based lead-free solders with varying microstructure were prepared by changing the cooling rate from the melt. Bulky as-cast SnAg, SnAgCu, and SnCu, alloys were cold rolled and thermally stabilized before the creep tests so that there would be very small amount of microstructural change during creep (TS), and thin specimens were water quenched from the melt (WQ) to simulate microstructures of the as-reflowed solders in flip chips. Cooling rates of the WQ specimens were 140∼150 K/sec, and the resultant $\beta-Sn$ globule size was 5∼10 times smaller than that of the TS specimens. Subsequent creep tests showed that the minimum strain rate of TS specimens was about $10_2$ times higher than that of the WQ specimens. Fractographic analyses showed that creep rupture of the TS-SnAgCu specimens occurred by the nucleation of voids on the $Ag_3Sn$ Sn or $Cu_6Sn_5$ particles in the matrix, their subsequent growth by the power-law creep, and inter-linkage of microcracks to form macrocracks which led to the fast failure. On the other hand, no creep voids were found in the WQ specimens due to the mode III shear rupture coming from the thin specimens geometry.