• Journal of Advanced Marine Engineering and Technology
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• v.18 no.4
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• pp.69-76
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• 1994

Thermal elasto-plastic analysis of axi-symmetric body by the finite element method is presented in this paper for analyzing the process of upset forming of circular section extruded bar. The example of calculation for upset forming of Nimonic extruded bar is also presented. It is shown that remeshing of quadrilateral finite element is necessary because the very highly distorted element by plastic deformation disturbs the calculation. Calculated values for nodal points in new mesh are obtained from nodal points of old mesh by linear interpolation method. The experimental results are compared with calculated values. The appearance of upsetupset forming obtained by experimental method is very similar to that obtained by calculations. So, it is proved that the thermal elasto-plastic analysis of axi-symmetric body by the finite element method is very useful for finding the optimum upsetting condition.

• Proceedings of the Materials Research Society of Korea Conference
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• 1994.11a
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• pp.151-151
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• 1994

• Proceedings of the Materials Research Society of Korea Conference
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• 1994.05a
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• pp.30-30
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• 1994

• Proceedings of the Korean Magnestics Society Conference
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• 2008.12a
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• pp.143.2-143.2
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• 2008

• The Journal of the Korea Contents Association
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• v.19 no.11
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• pp.365-374
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• 2019

Loss of Control in Flight(LOC-I) due to aircraft upset attitude has the highest air accident rate, and International Aviation Institute such as ICAO and FAA recommended flight crew to operate aircraft safely through UPRT(Upset Prevention & Recovery Training) program. ICAO has selected Loss of Control(LOC) as key safety indicator, and recommended to respond using TEM(Threat and Error Management). However there are not much specific treats and errors classified for UPRT programs using real TEM based on evidences. This study intends to consider the importance of UPRT through the introduction of UPRT and accident analysis using TEM. Typical upset accidents were classified to common threats as IFR, inadequate training, Automation surprise, and inexperienced copilots. The common errors were cross-check, speed and altitude deviation, callouts, communication, thrust and stall action fail. The undesired aircraft states were inadequate automation mode, Deviation of speed and vertical, stall, and crash. These suggest areas to improve UPRT.

• The Transactions of the Korean Institute of Electrical Engineers C
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• v.49 no.4
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• pp.239-245
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• 2000

A copper-tungsten sintered alloy(WCu) has been friction-welded to a tough pitch copper (Cu) in order to investigate friction weldability. The maximum tensile strength of the SWu-Cu friction welded joints had cp to 96% of those of the Cu base metal under the condition of friction time 0.6sec, friction pressure 45MPa, upset pressure 125MPa and upset time 5.0sec. And it is confirmed that the tensile strength of friction welded joints are influenced highly by upset pressure rather than friction time. And it is considered that mixed layer was formed in the Cu adjacent side to the weld interface, W particles included in mixed layer induced fracture in the Cu adjacent side to the weld interface and also, thickness of mixed layer was reduced as upset pressure increase.

• Journal of Magnetics
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• v.16 no.3
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• pp.294-299
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• 2011

Nd-Fe-B high performance magnets were prepared by die-upset forging. The effects of the deformation parameters on magnetic properties and flow stress were studied. Deformation temperatures in the range of $600{\sim}900^{\circ}C$ enable to achieve an effective anisotropy and temperature $800^{\circ}C$ proves to be suitable for deformation of Nd-Fe-B magnets. The amount of c-axis alignment along the press direction seems to depend on the amount of deformation and a saturation behavior is shown at deformation ratio of 75%. Magnetic properties are also related to strain rate, and maximum energy product is attained at an optimum strain rate of ${\varphi}=1{\times}10^{-2}s^{-1}$. By analyzing the relationship of stress and strain at different deformation temperature during die-upset forging process, deformation behavior of Nd-Fe-B magnets was studied and parameters for describing plastic deformation were obtained. Nd-rich boundary liquid phase, which is additionally decreasing the flow stress during deformation, is supposed to play the role of diffusion path and enhance the diffusion rate.

• Journal of the Korean Magnetics Society
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• v.4 no.3
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• pp.233-238
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• 1994

The effect of die upset and heat treatment on the magnetic properties of mechanically ground $Nd_{16}Fe_{78}B_{6}$ alloys has been studied. Although stripe domain patterns parallel to the compression direction were observed after die upset, it was found that crystallographic c-axes of a specimen were not completely aligned along the compression direction' which resulted in the decrease of Br. The average grain size of a die-upset specimen annealed for 5 hours at $1000^{\circ}C$ was about $20\mu\textrm{m}$, resulting in reduced values of Br and $_{i}H_{c}$. The maximum magnetic properties (Br=7.8 kG and $(_{i}H_{c}=14\;kOe) were obtained from the magnet die-upset at $750^{\circ}C$ using the alloy powder ground for 13 hours.

• Journal of the Korean Magnetics Society
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• v.7 no.1
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• pp.49-54
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• 1997

The effect of Co and annealing temperature on the magnetic properties, phase change and microstructure of melt-spun $(Nd_{14.73}Fe_{78.67}B_{6.60})_{100-x}Co_x$ (X=0, 1, 2, 3) ribbons has been studied. The Co containing ribbons were found to have higher coercivity ($_iH_c$) than the ribbons without Co. Intrinsic coercivity of 20.3 kOe has been obtained by addition of 2 at%Co. This effect by Co addition is also represented in the case of hot pressed and die-upseted magnets. The maximum intrinsic coercivities of hot press and die-upset $(Nd_{14.73}Fe_{78.67}B_{6.60})_{100- x}Co_x$ (X=0, 1, 2, 3) magnets are 16.9 kOe and 15.2 kOe when X=2.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.50 no.2
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• pp.93-101
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• 2022

It is essential to prevent LoC(Loss-of-Control) or upset situations caused by stall, icing or sensor malfunction in aircraft, because it may lead to the crash of the aircraft. With this regard, it is crucial to correctly identify the dynamic characteristics of aircraft in such upset conditions. In this paper, we present a SID(System IDentification) method utilizing the moving-window based least-square and the adaptive-order ZKF(Zonotopic Kalman Filter), which is more effective than the existing Kalman-filter based SID for the aircraft in upset condition at a high angle of attack with temporary sensor malfunction. The proposed method is then tested on real flight data and compared with the existing one.