Metal bodies have generally been produced through machining process, even the smallest parts that are assembled and mounted on the metal body. In this study, we will study the process of manufacturing parts called SIM Tray through compound forging process instead of cutting. The process of replacing a series of SIM Tray production process with a composite forging process by simulating the forming process using DEFORM-3D and making process design, mold design, mold fabricating.

In this study, the flow analyses were carried out on the electric train models with three kinds of mounting materials installed at the front part of train. By examining the results of flow rate and pressure, It was investigated which type of design should be designed to be more efficient in high-speed operation. The three types of models are set as models a, b and c, and each has its own shape. For all models, the wind speed was set at 110 km/h, the most common driving speed for wide-area electric trains. In the case of the model a, it was good at cutting the wind flow as a round shape when viewed from the top. But from the side, it showed a vortex forming in the upper corner. To the contrary, the model b, which has a wedge-shaped side, could be seen from the top as a result of a vortex. Finally, in the case of model c combined with models a and b, the least vortex, front pressure, and resistance forces were shown by selecting the flow advantages of models a and b. By utilizing this study result, the flow velocity and pressure are investigated without flow experiment by shape of the front part of electric train, and the flow capacity can be seen.

Welding is the most convenient method for fabricating steel materials to build ships and offshore structures. However, welding using high heat processes inevitably produces welding displacements on welded structures. To mitigate these, heavy industries introduce various welding techniques such as back-step welding and skip-step welding. These techniques effect on the change of the distribution of high heat on welded structures, leading to a reduction of welding displacements. In the present study, various cases using different and newly introduced welding techniques are numerically simulated to ascertain the most efficient technique to minimize welding displacements. A numerical simulation using a finite element method based on the inherent strain, interface element and multi-point constraint function is introduced herein. Based on several simulation results, the optimal welding technique for minimizing welding displacements to build a general ship grillage structure is finally proposed.

In this study, we investigated the properties of adhesive materials with different lightweight materials such as CFRP and Al-foam. The specimens were tested and analyzed using DCB (Double Cantilever Beam) specimens. In order to secure the reliability of the finite element method, the test and analysis were carried out, and the reliability of the finite element method was secured by using the graph of reaction force to displacement based on the experiment and analysis. The study on the adhesive failure characteristics according to the position of notch hole proceeded. Notch holes were generated at the locations of 40, 110, 150 and 190 mm from the beginning of the specimen near the bonding interface, and the analysis conditions used were the same as those used for securing reliability. The obtained study results are compared with reaction force and equivalent stress. In the case of reaction force, the overall tendency is similar but the difference in maximum reaction force is found. It was found that higher reaction forces appeared at the beginning than at the end of the bonding interface. When the equivalent stresses in the specimens were examined, the value of CFRP was seen to be 30 times higher as much as that of Al-foam.

The design and analysis of the rigidity and deformation of the vehicle body are basically performed in two forms. First, the relative response of components separated from a parent system or connected as a model of a subsystem is examined. Second, the entire model is used to consider the absolute response of the components to the externally transmitted vehicle service load, which is defined as that of the entire vehicle body system. In this paper, we propose the finite element modeling for the structural design of the car body. First, we will explain the simple finite element modeling of the car body, explain the method of formulating the stiffness of the joint, and finally the shell element. The proposed finite element modeling is proposed. By applying the proposal, it is possible to propose finite element modeling of all medium and large passenger cars less than 3 tons.

PURPOSES: The objective of this study was to develop an asphalt pavement response model for a subsurface cavity section using the 3D finite element method and a statistical approach. METHODS: It is necessary to analyze the structural behavior of asphalt pavement with a subsurface cavity to evaluate the degree of risk for a road cave-in. A 3D finite element model was developed to simulate the subsurface cavity underneath asphalt pavement and was verified using the ILLIPAVE program. Finite element analysis was conducted for asphalt pavement sections with different asphalt layer thickness/modulus, and cavity depth and length, to generate the artificial pavement response database. The critical pavement response considered in this study was the tensile strain at the bottom of the asphalt layer because fatigue cracking is the main cause of road cave-in. The relationship between the critical pavement response and influencing factors was investigated using the pavement response database. The statistical regression approach was adopted to develop the asphalt pavement response model for predicting the critical pavement response of asphalt pavement with a subsurface cavity. RESULTS : It was found from the sensitivity analysis that the asphalt layer thickness or modulus, and cavity depth or length, are the major factors affecting road cave-in incidents involving asphalt pavement. The asphalt pavement response model showed high accuracy in predicting the tensile strain at the bottom of asphalt layer. It was found from the verification study that the R square value between finite element model and pavement response model were 0.969 and 0.978 in the cavity and intact sections, respectively. CONCLUSIONS: The work reported in this paper was intended to figure out the pavement structural behavior and to develop a pavement response model for the occurrence of cavities underneath asphalt pavement using 3D finite element analysis. In the future, critical pavement response will be utilized to establish the criteria of risk of road cave-in based on various different conditions.

V-Coupling is commonly used as a mechanical fastener to connect the turbine housing and the bearing housing in a turbocharger assembly. The back plate between the turbine housing and bearing housing would be compressed by tightening torque of the coupling bolt in order to protect the gas leakage at a turbocharger’s operation. This paper presents the numerical and experimental method for the prediction of the mechanical behavior and sealing performance of the coupling system. The test was conducted to verify the finite element model by measuring the circumferential and axial direction strains of V-coupling under turbocharger’s assembly load. Finite element analysis was carried out to obtain the mechanical strains and contact pressures of the coupling. It can be seen that the analysis results are in good agreement with the measured strains from the coupling’s assembly load. And, the pressure distribution of the back plate also presented to identify the sealing performance of the turbocharger’s coupling system.

OBJECTIVES : The objective of this research is to determine the integrity of pavement structures for areas where voids exist. Furthermore, we conducted the study of voided-area analysis and remaining life prediction for pavement structures using finite element method. METHODS : To determine the remaining life of the existing voided areas under asphalt concrete pavements, field and falling weight deflectometer (FWD) tests were conducted. Comparison methods were used to have better accuracy in the finite element method (FEM) analysis compared to the measured surface displacements due to the loaded trucks. In addition, the modeled FEM used in this study was compared with well-known software programs. RESULTS : The results show that a good agreement on the analyzed and measured displacements can be obtained through comparisons of the surface displacement due to loaded trucks. Furthermore, the modeled FEM program was compared with the available pavement-structure software programs, resulting in the same values of tensile strains in terms of the thickness of asphalt concrete layers. CONCLUSIONS: The study, which is related to voided-area analysis and remaining life prediction using FEM for pavement structures, was successfully conducted based on the comparison between our methods and the sinkhole grade used in Japan.

The suspension system of special tracked vehicle is using hydraulic piston pump to adjust track tension and control vehicle position change. During operation of vehicle on rough field, failure of suspension control was occurred due to the piston pump failure. In this study, investigation was performed to analyze the cause of hydraulic piston pump failure. Main reason of piston pump failure is strong peak pressure and insufficient structural safety of shoe. The static stress analysis considering peak pressure was performed to find the weak point of the shoe. From the result, it is confirmed that pass hole of lubrication is the weakest point. Improved piston shoe shows 27% decrease in maximum stress and satisfies the design target which is less than 40% of stress margin.

In recent years, industrial demands for superior mechanical properties of powder metallurgy steel components with low cost are rapidly growing. Sinter hardening that combines sintering and heat treatment in continuous one step is cost-effective. The cooling rate during the sinter hardening process dominates material microstructures, which finally determine the mechanical properties of the parts. This research establishes a numerical model of the relation between various cooling rates and microstructures in a sinter hardenable material. The evolution of a martensitic phase in the treated microstructure during end quench tests using various cooling media of water, oil, and air is predicted from the cooling rate, which is influenced by cooling conditions, using the finite element method simulations. The effects of the cooling condition on the microstructure of the sinter hardening material are found. The obtained limiting size of the sinter hardening part is helpful to design complicate shaped components.

A strain-gradient crystal plasticity constitutive model was developed in order to predict the Hall Petch behavior of a Ni-base polycrystalline superalloy. The constitutive model involves statistically stored dislocation and geometrically necessary dislocation densities, which were incorporated into the Bailey-Hirsch type flow stress equation with six strength interaction coefficients. A strain-gradient term (called slip-system lattice incompatibility) developed by Acharya was used to calculate the geometrically necessary dislocation density. The description of Kocks-Argon-Ashby type thermally activated strain rate was also used to represent the shear rate of an individual slip system. The constitutive model was implemented in a user material subroutine for crystal plasticity finite element method simulations. The grain size dependence of the flow stress (viz., the Hall- Petch behavior) was predicted for a Ni-base polycrystalline superalloy NIMONIC PE16. Simulation results showed that the present constitutive model fairly reasonably predicts 0.2%-offset yield stresses in a limited range of the grain size.

In recent years, there was many conflagration about special structure such as wooden cultural assets, warehouses and factories. The common causes of increase in the fire damage were difficulty of the initial suppression and absence of equipment for appropriate disaster prevention. In this study, the destruction-spray nozzles, a core technology of destruction-spray fire vehicle which is possible for fire suppression of special structure was studied using the finite element method. As a result, the maximum deviation of the part nozzle was 18.1% compared with the reference value. Second, the maximum deviation of the nozzle module was 13.5% compared with the part nozzle. Third, the safety factor about internal pressure of the nozzle module was suitable as 13.6. Finally, the performance of the designed destruction-spray nozzle was satisfied with 4,652.1L/min in excess of the target performance.

In order to overcome the key shortcoming of Hamilton's principle, recently, the extended framework of Hamilton's principle was developed. To investigate its potential in further applications especially for material non-linearity problems, the focus is initially on a classical single-degree-of-freedom elasto-viscoplastic model. More specifically, the extended framework is applied to the single-degree-of-freedom elasto-viscoplastic model, and a corresponding weak form is numerically implemented through a temporal finite element approach. The method provides a non-iterative algorithm along with unconditional stability with respect to the time step, while yielding whole information to investigate the further dynamics of the considered system.

In this study, porous titanium samples were manufactured by space holder methods using two kinds of urea and sodium chloride space holders. Three-dimensional pore structures were obtained by a computed-tomography (CT) tech- nique and utilized for finite element analysis in order to investigate the mechanical properties. The CT-based finite ele- ment analyses were in better agreement with the experimental results than unit cell model-based analyses. Both the experimental and CT-based results showed the same tendency that the elastic modulus decreased with increasing the porosities. The total porosity of the bulk body plays a key role in determining the elastic modulus of porous materials.

Stress-strain curves are fundamental properties to study characteristics of materials. Flow stress curves of the powder materials are obtained by indirect testing methods, such as tensile test with the bulk materials and powder compaction test, because it is hard to measure the stress-strain curves of the powder materials using conventional uniax- ial tensile test due to the limitation of the size and shape of the specimen. Instrumented nanoindentation can measure mechanical properties of very small region from several nanometers to several micrometers, so nanoindentation tech- nique is suitable to obtain the stress-strain curve of the powder materials. In this study, a novel technique to obtain the stress-strain curves using the combination of instrumented nanoindentation and finite element method was introduced and the flow stress curves of Fe powder were measured. Then obtained stress-strain curves were verified by the com- parison of the experimental results and the FEA results for powder compaction test.

Magnesium and magnesium alloys are promising materials for light weight and high strength applications. In order to obtain homogeneous and high quality products in powder compaction and powder forging processes, it is very important to control density and density distributions in powder compacts. In this study, a model for densification of metallic powder is proposed for pure magnesium. The mode] considers the effect of powder characteristics using a pressure-dependent critical density yield criterion. Also with the new model, it was possible to obtain reasonable physical properties of pure magnesium powder using cold iso-state pressing. The proposed densification model was implemented into the finite element method code. The finite element analysis was applied to simulating die compaction of pure magnesium powders in order to investigate the density and effective strain distributions at room temperature.

응력확대계수는 균열진전경로의 수치해석적 연구에서 널리 사용되고 있다. 그러나 많은 경우에서 균열선단주위 응력의 급수전개식 중 이어지는 항은 정량적으로 중요하다. 따라서 본 연구에서는 이의 항을 계산하기 위하여 등매개 2차특이요소를 이용한 유한요소해석을 수행하였다. 일례로 단축하중을 받는 무한 직방성체 내 경사균열에 대하여 균열요소크기와 균열경사각을 달리 주어 가며 해석을 수행하였으며, 수치해석결과는 이론해와 비교하여 잘 일치하고 있다.

최근, 유한요소해석견과의 신뢰도를 향상시키기 위하여 활발하게 연구되고 있는 적응유한요소해석은 반복계산을 통해서 해석결과의 오차가 사용자에 의해 지정된 허용오차와 같아지도록 하는 해석방법이다. 이와 간은 적응유한요소해석은 해석결과의 오차평가와 이에 따른 유한요소의 재구성과정으로 나누어진다. rp방법에서는 절점의 위치를 이동시켜 요소의 크기를 조절하는 r방법과 형상함수찻수를 증가시키는 p방법을 동시에 적용함으로써 적응해석의 유효성을 향상시키고자 하였다. 제안한 rp방법의 특성을 규명하고 적응해석의 유효성을 보이기 위하여 전형적인 이차원 평면문제들을 해석하고 그 결과를 검토하였다.

If we use a third order approximation for the displacement function of beam element in finite element methods, finite element solutions of beams yield nodal displacement values matching to beam theory results to have no connection with the number increasing of elements of beams. It is assumed that, as the member displacement value at beam nodes are correct, the calculation procedure of beam element stiffness matrix have no numerical errors. A the member forces are calculated by the equations of the member forces at nodes of beams have errors in a moment and a shear magnitudes in the case of smaller number of element. The nodal displacement value of plate subject to the lateral load converge to the exact values according to the increase of the number of the element. So it is assumed that the procedures of plate element stiffness matrix calculations has a error in the fundamental assumptions. The beam methods for the high accuracy ratio solution Is also applied to the plate analysis. The method of reducing a error ratio of member forces and element stiffness matrix in the finite element methods is studied. Results of study were as follows. 1. The matrixes of EI[B] and [K] in the equations of M(x)=EI[B]{q} and M(x) = [K]{q}+{Q} of beams are same. 2. The equations of for the member forces have a error ratio in a finite element method of uniformly loaded structures, so equilibrium node loads {Q} must be substituted in the equation of member forces as the numerical examples of this paper revealed.