• Journal of Korea Water Resources Association
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• v.32 no.1
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• pp.31-40
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• 1999

After investigating the basic problems of seepage flow, the friction factor equation of power form was developed for solving them. The use of power law for the estimation on friction factor enabled to develop the explicit form of equations without any iteration process being related to various non-dimensional physical numbers. For the derivation of friction factor equations, the existing data were re-analyzed, and the simple method of seepage flow design was devised with the power law equations for the estimation of slope, discharge, and diameter.

• Elastomers and Composites
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• v.45 no.4
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• pp.280-285
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• 2010

The CIIR blends with SBR, NBR and BR were prepared with various mixing ratios. The mechanical and physical properties of these blends, such as frictional coefficient, abrasion resistance, compression set, and specific gravity, were measured. In the permanent compression set measurement, the blends at the composition of 75 wt% CIIR showed the highest value, which means the lowest resistance to deformation. As SBR, NBR and BR blends with CIIR, the coefficient of friction of the mixtures showed a tendency to decrease in arithmetic average. In the case of blending CIIR with BR in order to increase the friction force, the negative effect due to reduction in abrasion resistance was greater than the positive effect of the improvement of the traction force caused by increasing friction coefficient.

• The Magazine of the Society of Air-Conditioning and Refrigerating Engineers of Korea
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• v.34 no.3
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• pp.21-26
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• 2005

• The Journal of the Korea Contents Association
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• v.15 no.2
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• pp.499-506
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• 2015

The friction velocity is a quantity with the dimensions of velocity defined by the friction stress and density of a wall surface at near wall of flow condition. Also, the friction velocity is the hydraulic parameter describing shear force at the bottom flow. Moreover, it is a very important factor in designing open channel and essential to determine the mixing coefficient in the main flow direction. The estimation of the friction velocity are such as methods using channel slope, linear law of the mean velocity at viscous sub-layer and direct measurement of wall shear stress, etc. In the present study, we propose a friction velocity equation that has been optimized by combining the concept of entropy, which is used in stochastic method, and to verify the proposed equation, the experimental data measured by Song was used. The R squared for friction velocities between proposed equation and friction velocity formula analyzed 0.999 to 1.000 in a very good agreement with each equation.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.38 no.10
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• pp.1117-1123
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• 2014

This study sintered $Si_3N_4$ with different amounts of $SiO_2$ nano-colloid. The surface of a mirror-polished specimen was coated with $SiO_2$ nano-colloid, and cracks were healed when the specimen was treated at a temperature of 1273 K for 1 h in air. Wear specimen experiments were conducted after heat treatments for 10 min at 1073, 1273, and 1573 K. The heat-treated surface that was coated with the $SiO_2$ nano-colloid was slightly rougher than the noncoated surface. The oxidation state of the surface according to the heat treatment temperature showed no correlation with the surface roughness. Moreover, the friction coefficient, wear loss, and bending strength were not related to the surface roughness. $Si_3N_4$ exhibited an abrasive wear behavior when SKD11 was used as an opponent material. The friction coefficient was proportional to the wear loss, and the bending strength was inversely proportional to the friction coefficient and wear loss. The friction coefficient and wear loss increased with increasing amounts of the $SiO_2$ nanocolloid. In addition, the friction coefficient was slightly increased by increasing the heat treatment temperature.

• International Journal of Highway Engineering
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• v.12 no.2
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• pp.25-31
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• 2010

Road design guideline provides the directions on how to design a road alignment based on design speed, and this guideline has a design expectation in that design speed is supposed to be equal to the operating speed of drivers. Horizontal curve design is also based on design speed, and minimum radius is derived based on the drivers comfort while negotiating the curve. However, side friction reflecting drivers comfort is lower than a physical friction measured on wet road surface, therefore, it is reasonable to regard the criterion on minimum radius has a safety margin. Futhermore, the practical preference of choosing the larger radius than minimum leads to a noticeable gap between design speed and operating speed, so links to the violation of design expectation implicated in the guideline. In order to review this assumption, friction and operating speed at rural roads was measured and observed. As the results, a safety margin brought out by the gap between comfort-based friction and measured friction is qualitatively derived. Also, the gap between design speed and operating speed presumably caused by the safety margin and practical preference is analysed. By this, it is suggested that current design guideline should provides not only the minimum radius but also the management of road alignment design to minimize the gap between the design speed and operating speed.

• The korean journal of orthodontics
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• v.30 no.4 s.81
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• pp.453-465
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• 2000

The purpose of this study was to investigate the change of mechanical properties, surface topography and frictional force of various nickel titanium wires after recycling. Three types of nickel-titanium wires and one type of stainless steel wire were divided to three groups: as-received condition(T0:control group), treated in artificial saliva for four weeks(T1) and autoclaved after being treated in artificial saliva(T2). Some changes were observed for the selected mechanical properties in tensile test, surface topography by means of SEM and 3D profilogram, and frictional coefficient. The findings suggest that: 1. Nickel-titanium wires demonstrated no statistically significant differences in maximum tensile strength, elongation rate and modulus of elasticity, but stainless steel wire demonstrated statistically significant differences in maximum tensile strength, elongation rate and modulus of elasticity between the groups(p<0.05). 2. NiTi, Optimalloy, Stainless Steel wires demonstrated increased pitting and corrosion in SEM finding. 3. Recycled NiTi, Optimalloy and stainless steel wires demonstrated significantly greater surface roughness(Ra and Rq) through 3D profilogram when compared with the control wires(p<0.05), but Sentalloy didn't demonstrate significant difference. 4. Recycled NiTi, Optimalloy and stainless steel wires demonstrated significantly greater maximum frictional coefficient when compared with the control wires(p<0.05), but Sentalloy didn't demonstrate significant difference The changes of surface roughness and frictional coefficient in NiTi and Optimalloy had no clinical implication. Consequently recycled nickel titanium wires demonstrated no clinical problem in tensile properties, surface topography and frictional coefficient.

• Proceedings of the Korean Society of Tribologists and Lubrication Engineers Conference
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• 1996.04a
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• pp.108-116
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• 1996

본 논문에서는 하중부와 방법을 추(dead weight)와 공압(pneumatic)을 이용한 방법에서 스프링을 이용한 방법을 추가하였으며, 압축형 스프링을 선택적으로 사용하여 마찰시험기 수직방향에서의 강성을 큰 변화 폭으로 변화시켰다. 또한 선행된 연구를 통하여 수직하중의 변동량에 크게 영향을 미치는 것으로 알려진 바 있는 디스크 시편의 misaligment 효과를 상사하고 극대화 하기 위하여 본 논문에서는 경사진 디스크 시편을 추가로 사용하였다. 상기조건으로 마찰시험기 시스템의 각 하중부과 방법과 수직강성 변화가 마찰특성에 미치는 영향을 실험적으로 측정 평가하였으며, 마찰시험기 동특성계 모델의 이론적 해석을 통하여 마찰특성 변화를 고찰하였다. 또한, 미끄럼 접촉 시의 수직력과 마찰력을 측정하고, 데이터의 통계적 처리방법에 따른 마찰계수의 변화 특성도 평가하였다.

• Journal of the Korean Society for Railway
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• v.11 no.2
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• pp.188-194
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• 2008

Brake disks for rolling stock are exposed to thermal fatigue during braking, and thermal cracks occur on surface of disks. Thermal cracks can cause serious accidents, deterioration of braking performance and increase of maintenance cost due to frequent exchange of friction materials. In this study, candidate materials with high-heat resistance were selected by searching the literature. By using cast specimens made of the candidate materials, chemical composition, crystal structure and graphite type were analyzed. In addition, friction coefficient and wear were measured and compared with values for the disk material in service. As a result, it was shown that the NiCrMo has highest tensile strength and lowest friction coefficient and the disk material in service has the most stable friction characteristics.

• Journal of Advanced Marine Engineering and Technology
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• v.35 no.2
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• pp.196-203
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• 2011

Experiments to determine heat transfer coefficients and friction factors are conducted on a stationary transverse parallel wire-screen rib roughened rectangular channel. The test section consists of 198 mm (W) x 40 mm (H) x 712 mm (L). The channel has the aspect ratio of 4.95 and hydraulic diameter of $D_h$=6.66 cm. Four wire screen ribs and a solid rib are used. 0.1 mm-thick-stainless steel foil heaters and thermocouples (T type) are used to measure the heat transfer coefficients. Reynolds numbers studied range from 20,000 to 60,000. The wire-screen rib height (e) to hydraulic diameter ($D_h$) ratio ($e/D_h$) is 0.075; spacing (p) to height ratio (p/e) is 10. Results indicate that the solid rib produces the greatest Nusselt number and friction factor.