• Journal of the Korean Society for Railway
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• v.14 no.2
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• pp.109-115
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• 2011

The shoe brake of the KTX is used in low speed when the electric brake is not effective. The main purpose of the shoe brake is to stop the train to a desired stop point at the station. Lots of defects have been encountered in the shoe brake unit since the KTX started its operation. To improve the reliability of shoe brake unit of the KTX power car, first of all, failure modes of the KTX shoe brake unit were analyzed. Main failure modes are cracks in the shoe friction material and fracture in the welded joints of the shoe backing steel structure. Several methods to remove the defects of the shoe brake unit were proposed and on-board tests were carried out: Increase of the strength of the shoe key and shoe cam, which decreased a little the occurrence of cracks in the shoe friction material; Redesign of the shoe backing steel structure, which eliminated the occurrence of the cracks in the backing plate but could not solve completely the crack problem in the shoe friction material; Development of a new friction material, which with redesign of the shoe backing steel structure could solve satisfactorily the crack problem in the shoe friction material.

• Journal of Welding and Joining
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• v.15 no.6
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• pp.78-84
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• 1997

Friction welding technique was studied to weld the turbine wheel and shaft of a turbocharger. The welding parameters were selected to investigate the effects of variables on welding quality of Inconel 713C and SCM 440. Experimental results showed that the turbine wheel and shaft could be successfully welded by friction welding. The heat affected zone was identified to be 2 mm from the weld seam. After welding, the hardness profile was found to have sudden increase and decrease for inconel 713C and SCM 440 respectively. Tensile strength of welded specimens was higher than the required strength for all of the studied welding parameters. The central portion of fracture surfaces by bending had no defects such as crack.

• Journal of Advanced Marine Engineering and Technology
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• v.25 no.4
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• pp.791-796
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• 2001

Friction stir welding is a solid phase welding process that does not melt the metal when welding. The FSW is the most remarkable and potentially useful new welding technique that is still in development. Friction stir butt welding process on 2 mm thick Al 1050 plates by utilizing a milling machine was experimentally studied. With the optimized heat generating tool welds could be achieved that are void and crack free. It was found that the friction stir welded tensile test specimens failed in the HAZ outside of the weld metal, and that the tensile strength was above 90% of that of the base metal.

• Composites Research
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• v.15 no.2
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• pp.24-31
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• 2002

In this paper, the safety of the crack existing between the load bearing part and the friction part in key slots was evaluated. The repetitive loading test considered impact damage was performed for the various crack models. Also, the probability of the crack propagation and the stress concentration at the crack tip were studied by using a FE analysis. By these method, safety of the disk was confirmed.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.27 no.12
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• pp.2019-2027
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• 2003

Pitting wear is a dominant from of polyethylene surface damage in total knee replacements, and may originate from surface cracks that propagate under repeated tribological contact. In this study, stress intensity factors, K$\_$I/and $_{4}$, were calculated for a surface crack in a polyethylene-CoCr-bone system under the rolling and/or sliding contact pressures. Crack length and load location were considered in determination of probable crack propagation mechanisms and fracture modes. Positive K$\_$I/ values were obtained for shorter cracks in rolling contact and for all crack lengths when the sliding load was apart from the crack. $_{4}$ was the greatest when the load was directly adjacent to the crack (g/a=${\pm}$1). Sliding friction caused a substantial increase of both K$\_$I/$\^$max/ and $_{4}$$\^$max/. The effective Mode I stress intensity factors, K$\_$eff/, were the greatest at g/a=${\pm}$1, showing the significance of high shear stresses generated by loads adjacent to surface cracks. Such behavior of K$\_$eff/ suggests mechanisms for surface pitting by which surface cracks may propagate along their original plane under repeated rolling or sliding contact.

• Journal of Institute of Control, Robotics and Systems
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• v.13 no.3
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• pp.218-223
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• 2007

The dissipation of high-power ultrasonic energy at the faces of the defect causes an increase in temperature. It is resulted from localized selective heating in the vicinity of cracks because of the friction effect. In this paper the measurement of size and direction of crack using UET(Ultrasound Excitation Thermography) is described. The ultrasonic pulse energy is injected into the sample in one side. The hot spot, which is a small area around the crack tip and heated up highly, is observed. The hot spot, which is estimated as the starting point of the crack, is seen in the nearest position from the ultrasonic excitation point. Another ultrasonic pulse energy is injected into the sample in the opposite side. The hot spot, the ending point of the crack, is seen in the closest distance from the injection point also. From the calculation of the coordinates of both the first hot spot and the second hot spot observed, the size and slope of the crack is estimated. In the experiment of STS fatigue crack specimen(thickness 14mm), the size and the direction of the crack was measured.

• Journal of Power System Engineering
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• v.18 no.1
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• pp.91-98
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• 2014

In this investigation, the effect of crack orientation on spatial randomness of fatigue crack growth rate (FCGR) in friction stir welded (FSWed) 7075-T651 aluminum alloy joints has been statistically analyzed by Weibull distribution. The fatigue crack growth tests are conducted under three different constant stress intensity factor range (SIFR) control at room temperature with R = 0.1 and frequency 10Hz on compact tension (CT) specimen machined at base metal (BM) and weld metal (WM). The experimental fatigue crack growth rate data were obtained for two types of specimens having LT and TL orientations. LT specimens both base metal and weld metal showed higher fatigue crack growth rate as compared to TL specimens. In the lower SIFR region, FCGR were found to be almost 3 times higher in higher SIFR region. The shape parameter of Weibull both LT and TL orientation for FCGR was increased with increasing SIFR, the scale parameter was also increased with increasing SIFR. The smallest value of the shape parameter was shown in weld metal specimens having LT orientation at lower SIFR region.

• Proceedings of the KSME Conference
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• 2003.11a
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• pp.1222-1227
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• 2003

Pitting wear is a dominant form of polyethylene surface damage in total knee replacements, and may originate from surface cracks that propagate under repeated tribological contact. In this study, stress intensity factors, $K_{I}$ and $K_{II}$, were calculated for a surface crack in a polyethylene - CoCr - bone system under the rolling and/or sliding contact pressures. Crack length and load location were considered in determination of probable crack propagation mechanisms and fracture modes. Positive $K_{I}$ values were obtained for shorter cracks in rolling contact and for all crack lengths when the sliding load was apart from the crack. $K_{II}$, was the greatest when the load was directly adjacent to the crack $(g/a={\pm}1)$. Sliding friction caused a substantial increase of both $K_{I}^{max}$ and $K_{II}^{max}$. The effective Mode I stress intensity factors, $K_{eff}$, were the greatest at $g/a={\pm}1$, showing the significance of high shear stresses generated by loads adjacent to surface cracks. Such behavior of $K_{eff}$ suggests mechanisms for surface pitting by which surface cracks may propagate along their original plane under repeated rolling or sliding contact.

• Magazine of the Korea Concrete Institute
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• v.11 no.1
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• pp.173-181
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• 1999

To deepen the understanding of shear behaviour in beams without transverse reinforcement, the relative importance of five contributing factors to concrete shear resistance($v_c$), which are i)flexural compression zone, ii)friction at crack faces, iii)dowel action, iv)arch action and recently identified, v)residual tensile stresses across cracks, was explained physically using two analytical methods based on the truss concept. One is called "Modified Compression Field Theory(MCFT)" considering ii) and v) explicitly, and the other "Crack Friction Truss Model(CFTM)" more dominantly ii) in determining concrete resistance. To verify their effectiveness, the predictions using MCFT and CFTM were also made for twenty KAIST beam tests($f'_c$=53.7Mpa), designated more likely to the development of the size effect law based on the fracture mechanics concept. Experimental findings with varying of a/d, longitudinal reinforcement ratios, and obtained from MCFT enabled additional explanations for some phenomena which were difficult to measure in tests. However, MCFT seemed somewhat conservative for beams with higher longitudinal reinforcement, while somewhat unsafe for beams with larger depths. More tests are necessary leading to firm conclusions in these areas.

• Proceedings of the KSR Conference
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• 2000.11a
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• pp.219-225
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• 2000

This study is to develop a Fe-based disc brake lining with sponge structure for rolling stock of 150km/h train and to concept design with 3 groove type for brake disc reducing hot hair-crack and certainly friction coefficient. The developing brake lining would be to presumption of saving 300 million won during one year