자동차 로우어 암의 내구성 및 응력 해석

조재웅,한문식,Cho, Jae-Ung,Han, Moon-Sik 한국생산제조학회 2010 한국생산제조학회지 Vol.10 No.6

The capability of automotive suspension system depends on steering safety of knuckle and lower control arm. In this study, light weight is applied with lower arm by the material of aluminium alloy. Distributed stress, fatigue life and proper vibration are analyzed with multiple loads happened by automobile. The durability of lower arm can be verified by the result of structural analysis.

자동차 현가장치의 구조 강도 해석

조재웅,권오범,한문식,Cho, Jae-Ung,Kwon, Oh-Beom,Han, Moon-Sik 한국생산제조학회 2010 한국생산제조학회지 Vol.25 No.3

This paper describes the analysis of state when load applies to McPherson strut assembly. Strut assembly except knuckle-arm are created with 3 dimensional modeling program. Stress and structural strength on this model are analyzed by analysis program as load applies on the lower part of assembly modeling. When McPherson suspension is applied with 3000N at Z direction, maximum stress at spring becomes 433MPa and the cycle of minimum life is 4321. The designed modeling suspension at this study has no possibility with resonance.

차동 기어 장치에 관한 구조 해석

조재웅,한문식,Cho, Jae-Ung,Han, Moon-Sik 한국생산제조학회 2009 한국생산제조학회지 Vol.25 No.4

This study investigates the stress at gear by modelling differential gear and using FEM. When gear is driven under power, high equivalent stress of 1596.2MPa is occurred at the stationary shaft. Maximum equivalent stress of 1596.2MPa is also occurred at the bottom and root of tooth and its fatigue life becomes 12.4 as the shortest cycle. As much as it becomes away from the center of gear, the maximum deformation becomes occurred. As exact power is delivered with the precise design of gear, the loss of power energy can be decreased.

엔진 부품에 대한 피로 및 전동해석

조재웅,한문식,Cho, Jae-Ung,Han, Moon-Sik 한국생산제조학회 2010 한국생산제조학회지 Vol.10 No.6

This study analyzes the results with the simulation of heat transfer, structural stress, fatigue and vibration on main parts of engine. The maximum temperature is shown by $300.73^{\circ}C$ on the upper part of piston with the heat transfer. Maximum total deformation or equivalent stress is shown by 65.31mm or 21364MPa respectively at the upper plane of piston with the structural analysis inclusive of heat transfer. The minimum life is shown by the cycle less than $10^7$ at the part of crankshaft with the fatigue analysis. The frequency with the maximum amplitude of deformation is shown by 14Hz. Maximum total deformation or equivalent stress is shown respectively by 93.99mm on the upper plane of piston or 42625MPa at the part connected with crack shaft and connecting rod at 14Hz. The durability of engine design can be verified by using the analysed result of this study.

불규칙 하중을 받는 휠에서의 피로 파손 해석

조재웅,한문식,Cho, Jae-Ung,Han, Moon-Sik 한국생산제조학회 2010 한국생산제조학회지 Vol.26 No.1

The variable fatigue load is simulated in this study. The stability and the life of the material are analyzed theoretically by Ansys program. These results are successfully applied to the practical wheel to predict the prevention of fracture and the endurance. The life and the damage on the every part of the fatigue specimen can be predicted. As the available lives are compared for every loading variation, the rain flow and damage matrix results can be helpful in determining the effects of small stress cycles in any loading history. The rainbow and damage matrices illustrate the possible effects of infinite life. The safety and stability of wheel and the other practical structures according to the variable load can be estimated by using the results of this study.

차체의 충돌에 관한 시뮬레이션 해석

조재웅,민병상,한문식,Cho, Jae-Ung,Min, Byoung-Sang,Han, Moon-Sik 한국생산제조학회 2009 한국생산제조학회지 Vol.25 No.1

This study analyzes the result with dynamic simulation about deformation according to time when a car impacts bollard. These results are shown as followings. The maximum deformation is shown at the lower part of front grass in case of the impact of front or passenger seat but this deformation is shown at the lower part of rear bumper in case of double impact. The maximum equivalent stress is shown at the upper part by the side grass of driver seat at the elapsed time of 0.00075 second after impact in case of the impact of front or passenger seat but this deformation is shown at the front bonnet at the elapsed time of 0.004 second after the additional impact in case of double impact. The maximum total deformation or equivalent stress is shown nearly same in case of the impact of front or passenger seat. But the value of this deformation or equivalent stress in case of the impact of front or passenger seat is shown with 2 times or more than 17% respectively as this value in case of double impact.

차체의 충돌에 관한 시뮬레이션 해석

조재웅(Jae-Ung Cho),민병상(Byoung-Sang Min),한문식(Moon-Sik Han) 한국생산제조학회 2009 한국생산제조학회지 Vol.18 No.5

This study analyzes the result with dynamic simulation about deformation according to time when a car impacts bollard. These results are shown as followings. The maximum deformation is shown at the lower part of front grass in case of the impact of front or passenger seat but this deformation is shown at the lower part of rear bumper in case of double impact. The maximum equivalent stress is shown at the upper part by the side grass of driver seat at the elapsed time of 0.00075 second after impact in case of the impact of front or passenger seat but this deformation is shown at the front bonnet at the elapsed time of 0.004 second after the additional impact in case of double impact. The maximum total deformation or equivalent stress is shown nearly same in case of the impact of front or passenger seat. But the value of this deformation or euivalent stress in case of the impact of front or passenger seat is shown with 2 times or more than 17% respectively as this value in case of double impact.

컴퓨터 본체 구조의 열유동에 관한 개선 방안 검토

조재웅(Jae-Ung Cho),한문식(Moon-Sik Han) 한국기계가공학회 2011 한국기계가공학회지 Vol.10 No.1

This study is to analyze the internal flow at the inside of computer case which is commonly used. The inner configuration are modelled and simulation analysis is done by ANSYS-CFX. Dead volume is happened according to the positioning of VGA and HDD. The advanced model is suggested by removing this volume and making the smooth cooling flow. This model is formed with the constraint conditions same as the existing model. As compared with the existing model, flow configuration is different and the average temperature becomes lower through flow analysis about the advanced model.

겹판스프링의 진동수해석에 관한 연구

조재웅(Jae-Ung Cho),한문식(Moon-Sik Han) 한국기계가공학회 2010 한국기계가공학회지 Vol.9 No.6

In this study, the deformation and stress are analyzed through modal and harmonic response analysis at resonance on leaf spring. The displacement range of 7 to 14 ㎜ is shown at natural frequencies as 6 kinds of resonance modes. The maximum deformation is shown as 8.8781㎜ at Mode 2. The maximum displacement and stress at leaf spring are shown as 0.0458 ㎜ and 72.533 MPa respectively on 1200 ㎐. The comfortability of passenger becomes better on leaf spring at suspension system by use of this design model.

자전거 프레임 튜브 두께에 따른 구조적 내구성 해석

조재웅(Jae-Ung Cho),한문식(Moon-Sik Han) 한국기계가공학회 2012 한국기계가공학회지 Vol.11 No.3

This study investigates structural and vibration analyses according to the thickness of bicycle frame tube. The model of bicycle frame has the dimension as length of 862mm, width of 100mm and hight of 402.5mm. There are 3 kinds of models with tubes of top, down and seat at bicycle frame as thicknesses of 10, 15 and 20mm. The maximum displacement and stress occur at the center part of seat stay and at the installation part of rear wheel respectively. Maximum displacements become 0.031936, 0.029159 and 0.027984mm in cases of thicknesses of 10, 15 and 20mm respectively. In case of thickness of 20mm among 3 cases, maximum displacement becomes lowest. But maximum stresses become 10.019, 8.5492 and 9.2511MPa in cases of thicknesses of 10, 15 and 20mm respectively. In case of thickness of 15mm among 3 cases, maximum stress becomes lowest. There is no resonance at practical driving conditions and natural frequency remains almost unchanged along the change of thickness. In case of the displacement due to vibration mode, the displacement difference at thickness between 15mm and 20mm becomes 1/2 times than that between 10mm and 15mm. Design at bicycle frame tube becomes most economical and durable effectively in case of thickness of 15mm among 3 cases.