• Transactions of the Korean Society of Automotive Engineers
• /
• v.10 no.4
• /
• pp.192-198
• /
• 2002

There are genuine parts, non-genuine parts and recycled parts which can be replaced for the repair of damaged parts of crashed cars. It is the recent trend in korea that recycled C. V joints are more popular than the genuine parts fur repairing crashed cars due to the cost. Performance of recycled C. V. joints as replacement parts was tested and analysed in this study. To examine the durability of the recycled parts, the replaced C. V joints after repair were tested and analysed periodically. The results were showed that basic performance of the recycled parts was normal. However ball cage was more frequently damaged than genuine parts. We concluded that a standard test for recycled parts is required to get a safe and durable parts.

• The Journal of Korean Academy of Prosthodontics
• /
• v.50 no.3
• /
• pp.169-175
• /
• 2012

Purpose: In this study, brazing characteristics of $ZrO_2$ and Ti-6Al-4V brazed joints with increasing temperature were investigated. Materials and methods: The sample size of the $ZrO_2$ was $3mm{\times}3mm{\times}3mm$ (thickness), and Ti-6Al-4V was $10mm(diameter){\times}5mm(thickness)$. The filler metal consisted of Ag-Cu-Sn-Ti was prepared in powder form. The brazing sample was heated in a vacuum furnace under $5{\times}10^{-6}$ torr atmosphere, while the brazing temperature was changed from 700 to $800^{\circ}C$ for 30 min. Results: The experimental results shows that brazed joint of $ZrO_2$ and Ti-6Al-4V occurred at $700-800^{\circ}C$. Brazed joint consisted of Ag-rich matrix and Cu-rich phase. A Cu-Ti intermetallic compounds and a Ti-Sn-Cu-Ag alloy were produced along the Ti-6Al-4V bonded interface. Thickness of the reacted layer along the Ti-6Al-4V bonded interface was increased with brazing temperature. Defect ratios of $ZrO_2$ and Ti-6Al-4V bonded interfaces decreased with brazing temperature. Conclusion: Thickness and defect ratio of brazed joints were decreased with increasing temperature. Zirconia was not wetting with filler metal, because the reaction between $ZrO_2$ and Ti did not occur enough.

• Proceedings of the KSME Conference
• /
• 2000.11a
• /
• pp.322-327
• /
• 2000

This paper investigates the time-dependent crack growth in X20CrMoV 12 1 steel weld joints. Crack growth test are carried out $545^{\circ}C$ on side-grooved 1/2T CT specimens under static loads. A simulated material is produced for the intercritical HAZ, where fracture normally occurs. Constitutive properties are obtained for the simulated HAZ material as well as for the base metal and weld metal. Finite element analyses of crack growth are performed on the models with and without a HAZ layer, using the experimental crack length-time history. The inclusion of HAZ layer increase the load line velocities significantly. The crack growth rates are correlated reasonably well with $C^*$. The smallest crack size for the validity of $C^*$ is found much smaller than the ASTM crack initiation size for 1T CT specimen of creep ductile materials.

• Advances in materials Research
• /
• v.1 no.1
• /
• pp.83-92
• /
• 2012

The effect of under-bump-metallization (UBM) on electromigration was investigated at temperatures ranging from $135^{\circ}C$ to $165^{\circ}C$. The UBM structures were examined: 5-${\mu}m$-Cu/3-${\mu}m$-Ni and $5{\mu}m$ Cu. Experimental results show that the solder joint with the Cu/Ni UBM has a longer electromigration lifetime than the solder joint with the Cu UBM. Three important parameters were analyzed to explain the difference in failure time, including maximum current density, hot-spot temperature, and electromigration activation energy. The simulation and experimental results illustrate that the addition 3-${\mu}m$-Ni layer is able to reduce the maximum current density and hot-spot temperature in solder, resulting in a longer electromigration lifetime. In addition, the Ni layer changes the electromigration failure mode. With the $5{\mu}m$ Cu UBM, dissolution of Cu layer and formation of $Cu_6Sn_5$ intermetallic compounds are responsible for the electromigration failure in the joint. Yet, the failure mode changes to void formation in the interface of $Ni_3Sn_4$ and the solder for the joint with the Cu/Ni UBM. The measured activation energy is 0.85 eV and 1.06 eV for the joint with the Cu/Ni and the Cu UBM, respectively.

• Proceedings of the International Microelectronics And Packaging Society Conference
• /
• 2001.11a
• /
• pp.67-73
• /
• 2001

To investigate the relationships of solder joint characteristics with solder composition and A:V ratio (solder volume per pad area), Sn-37Pb and Sn-4.0Ag-0.5Cu solder balls with 330, 400, 450 and $457{\mu}{\textrm}{m}$ size were reflowed on same substrate. Sn-37Pb and Sn-4.0Ag-0.5Cu was reflowed at $220^{\circ}C$ and $240^{\circ}C$ respectively by IR-type soldering machine. As a result of reflowed solder- ball diameter(D) and height(H) measurement, D/H was decreased with solder ball size increment in range of 330~450 ${\mu}{\textrm}{m}$. But, D/H was increased in the solder joint for 457 ${\mu}{\textrm}{m}$ size, it was caused possibly by decrement of solder ball height increment compared with solder volume increment. As a result of shear and pull test, joint strength with A:V ratio was high. Joint strength of Sn-4.0Ag-0.5Cu was higher than Sn-37Pb. However, Sn-37Pb had more stable solder joint of small standard deviation. A thick and clean scallop type Ni-Cu-Sn intermetallic compound layer was formed in high A:V ratio and Sn-4.0Ag-0.5Cu solder joint interface.

• Transactions of the Korean Society of Automotive Engineers
• /
• v.4 no.2
• /
• pp.198-208
• /
• 1996

The plunge joints of C.V. Joint for vehicle tend to produce a cyclic axial disturbance at a frequency of three of six times shaft speed, in which this distrubance caused by internal frictional effect is related to joint angle, rotational speed, torque, and joint size. This principal axial thrust force might make vehicle shuddered when coinciding with vehicle frequency of tranverse direction, and be one of reasons to have driver feel uncomfortable, unesay, while driving vehicle. The paper makes analysis of axial thrust force & vehicle shudder through computer simulation, comparing the result with experimental data, and reviewing the effect by changing of variables such as dimensions and driving conditions.

• 연구논문집
• /
• s.27
• /
• pp.175-181
• /
• 1997

Superconducting joints between Bi-2223/Ag tapes are fabricated by a press & reaction anneal and a multiple press & anneal. The silver sheath was mechanically or chemically removed from one side of each tape without altering the superconducting core. The exposed superconducting core of the two tapes were brought into contact and pressed so as to form a lap joint. The joined tapes were then subjected to a series of different thermomechanical treatments to achieve optimum heat treatment condition. The result from transport measurements shows that critical current ($I_c$) transmitting through joined area reaches 9A, approximately 60% of the current capacity of the tapes themselves. The critical current through joined area was improved by repeated press and reaction annealing. Measurements of the current-voltage relationship were made with several configuration of the voltage probes to characterize the critical current variation and I-V curve along the joint. Also discussed are microstructural aspects of the superconducting joint.

• Transactions of Materials Processing
• /
• v.16 no.8
• /
• pp.603-613
• /
• 2007

This paper is concerned with joining of thin metal sheets by single stroke clinching process. This method has been used in sheet metal work as it is a simple process and offers the possibility of joining similar-dissimilar thin sheet metals. Clinching generates a joint by overlapping metal sheets deforming plastically by punching and squeezing sequence. AA 5754 aluminum alloy of 0.5 mm thick sheets have been selected as a modal material and the process has been simulated under different process conditions and the results have been analyzed in terms of the quality of clinch joints which are influenced mainly by tool geometries. The rigid-plastic finite element method is applied to analyses in this paper. Analysis is focused mainly on investigation of deformation and material flow patterns influenced by major geometrical parameters such as die diameter, die depth, groove width, and groove corner radius, respectively. To evaluate the quality of clinch joints, four controlling or evaluation parameters have been chosen and they are bottom, neck thickness of bottom and top sheets, and undercut thickness, respectively. It has been concluded from the simulation results that the die geometries such as die depth and diameters are the most decisive process parameters influencing on the quality of clinch joints, and the bottom thickness is the most important evaluation parameter to determine if the quality of clinch joints satisfies the demand for industrial application.

• Advances in materials Research
• /
• v.1 no.2
• /
• pp.147-160
• /
• 2012

In the present study, diffusion bonding was carried out between AZ31B magnesium and AA2024 aluminium in the temperature range of $405^{\circ}C$ to $475^{\circ}C$ for 15 min to 85 min and 5MPa to 20 MPa uniaxial loads was applied. Interface quality of the joints was assessed by microhardness and shear testing. Also, the bonding interfaces were analyzed by means of optical microscopy, scanning electron microscopy, energy dispersive spectrometer and XRD. The maximum bonding and shear strength was obtained at $440^{\circ}C$, 12 MPa and 70 min. The maximum hardness values were obtained from the area next to the interface in magnesium side of the joint. The hardness values were found to decrease with increasing distance from the interface in magnesium side while it remained constant in aluminium side. It was seen that the diffusion transition zone near the interface consists of various phases of $MgAl_2O_4$, $Mg_2SiO_4$ and $Al_2SiO_5$.

• Journal of Advanced Marine Engineering and Technology
• /
• v.27 no.3
• /
• pp.447-452
• /
• 2003

Crevice corrosion is localized form of corrosion usually associated with a stagnant solution on the micro-environmental level. Such stagnant micro environments tend to occur in crevices (shielded areas) such as those formed under gaskets washers insulation material. fastener heads. surface deposits. disbonded coatings. threads. lap joints and clamps. Crevice corrosion is initiated by changes in located electrochemical reaction within the crevice such as a) depletion of inhibitor in the crevice b) depletion of oxygen in the crevice c) a shift to acid conditions in the crevice and d) build-up of aggressive ion species (e.g chloride) in the crevice. In this study. the mechanism of crevice corrosion for Type 430 stainless steel is investigated undercondition that the size of specimen is $15{\times}20\{times}3mm$, in 1N $H_2SO_4$ + 0.05N NaCl solution. and the artificial crevice gap size of 3 x 0.2 x 15 mm. Crevice corrosion is measured under applied potential -300mV(SCE) to the external surface. The obtained result of this study showed that 1) the induced time for initiation of crevice is 750 seconds. 2) potential of the crevice was about from -320mV to -399mV. which is lower than that of external surface potential of -300mV It is considered that potential drop in the crevice is one of mechanisms for the crevice corrosion