• Journal of the Korean Ceramic Society
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• v.31 no.9
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• pp.1069-1075
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• 1994

When ceramics are used as the parts of an engine and a machine, the tribological properties are very important. For the preparation of the resistance material for wear applications by the method of Reaction-Bonded Sintering, metal silicon and carbon black are mixed up into SiC powder, and Al2O3 and Fe2O3 are put as an additive. As the general properties, the bending strength and water absortion are measured in the normal temperature and the phase changies are investigated with XRD. The property of the resistance for wear applications is measured with the amount of friction and wear, friction coefficient and maximum asperties. And, the surface of wear is observed with SEM. With the results of this study, the optimal mol ratio of Si : C and the suitable quantity of the mixture of SiC are 7 : 3 and 40 wt%, respectively. In the case of the addition of Al2O3 (2 wt%), the resistance for friction and wear applications is prominent. The bending strength showed the highest peak when Al2O3 (4 wt%) and Fe2O3 (4 wt%) were added. The properties of friction and wear were related with the propagation velocity of crack rather than the bending strength.

• Journal of the Korea Concrete Institute
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• v.28 no.4
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• pp.419-426
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• 2016

This study examined the effect of transverse reinforcement and compressive stress on the shear friction performance at the shear interface intersecting two structural elements with various concrete types. From the prepared 12 push-off test specimens, various characteristics at the interface were measured as follows: crack propagation, shear load-relative slip relationship, initial shear cracking strength, ultimate shear friction strength, and shear transfer capacity of transverse reinforcement. The configuration of transverse reinforcement and compressive strength of concrete insignificantly influenced the amount of relative slippage at the shear friction plane. With the increase of applied compressive stress, the shear friction capacity of concrete tended to increase proportionally, whereas the shear transfer capacity of transverse reinforcement decreased, which was insignificantly affected by the configuration type of transverse reinforcement. The empirical equations of AASHTO-LRFD and Mattock underestimate the shear friction strength of concrete, whereas Hwang and Yang model provides better reliability, indicating that the mean and standard deviation of the ratios between measured shear strengths and predictions are 1.02 and 0.23, respectively.

• Journal of Advanced Marine Engineering and Technology
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• v.41 no.4
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• pp.330-336
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• 2017

This study performs a root cause analysis of the sticking that occurs in the hydraulically actuated wet type multi-disc friction clutch in a ship's diesel engine propulsion system that uses rubber elastic coupling. The fishbone method was used to study the sticking through dismantling investigation of the reduction gear and clutch, investigation of the components, and onboard system tests including nondestructive testing. The friction plate sticking is caused by the slip due to friction heat resulting from the leakage of control oil through cracks in the assembled hollow shaft. The friction plate cooling oil also leaks simultaneously through the crack, and partial sticking occurs due to the hot spots in the friction plates. These are caused by insufficient amount of cooling oil due to oil leakage.

• Steel and Composite Structures
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• v.50 no.1
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• pp.77-87
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• 2024

In this study, the two-dimensional crack problem was investigated by using the finite element method (FEM)-based ANSYS package program and the artificial neural network (ANN)-based multilayer perceptron (MLP) method. For this purpose, a half-infinite functionally graded (FG) layer with a crack pressed through two rigid blocks was analyzed using FEM and ANN. Mass forces and friction were neglected in the solution. To control the validity of the crack problem model exercised, the acquired results were compared with a study in the literature. In addition, FEM and ANN results were checked using Root Mean Square Error (RMSE) and coefficient of determination (R²), and a well agreement was found. Numerical solutions were made considering different geometric parameters and material properties. The stress intensity factor (SIF) was examined for these values, and the results were presented. Consequently, it is concluded that the considered non-dimensional quantities have a noteworthy influence on the SIF. Also FEM and ANN can be logical alternative methods to time-consuming analytical solutions if used correctly.

• Journal of the Korean Ceramic Society
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• v.35 no.7
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• pp.721-725
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• 1998

In this study solid-phase sintered silicon caribide samples composed of SiC powder having boron and car-bon black as additives were prepared by pressureless sintering at $1950^{\circ}C$. The bending strength the frac-ture toughness and the specific werar rate of the samples were examined and the micro structures of the broken and the worn surface were observed by SEM to understand the relationship between the tri-bological charcteristics and the micro structure. Additionally the relationship between the micro struc-tures and the tribological characteristics of the samples for the frictional opponents SiC and $Al_{2}O_{3}$ pins were investigated Conclusions are as follows ; 1. The specific were rate of the samples for the SiC pin was larger than that for the $Al_{2}O_{3}$ pin. HOwever the specific wear rate for the $Al_{2}O_{3}$ pin was increased about 6,45 times as that for the SiC pin under the load increasing. 2. The specific wear rate of the SiC pin was larger than that of the $Al_{2}O_{3}$ pin. owever the specific wear rate of the $Al_{2}O_{3}$ pin was increased about 4 times as that of the SiC pin under the load increasing 3. The micro stucture of the worn surface showed a flat face without cracks in the case that the frictional opponents has the low friction coefficient but in the case of without cracks in the case that the frictional opponents has the low friction coefficient but in the case of the high friction coefficient the micro structure of the worn surface showed an uneven face having spread-ed cracks. 4. The tribological characteristics of thesolid-phase sintered SiC samples was similar to that of li-quid-phase sintered ones when the pin having the high friction coefficient was used.

• International Journal of Highway Engineering
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• v.17 no.1
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• pp.17-24
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• 2015

PURPOSES : Recently, crack, rutting, and stripping problems from the surface of asphalt pavements in National highway are observed and they affect the drivers to feel uncomfortable on the road. Surface treatments are recommended to use in distressed pavements due to cost-effective, and improvement of surface performance. The purpose of this study is to evaluate the performance of micro-surfacing and polymer slurry seal treatments for distressed asphalt pavements. METHODS : Surface conditions and friction resistance are evaluated for asphalt pavements treated with micro-surfacing and polymer slurry seal mixes in National highway 30 line and 34 line. Visual observation is conducted and surface performance is measured by PES (Performance Evaluation Surveyor) in terms of crack ratio, rutting and IRI(International Roughness Index). BPN(British Pendulum Number) is measured by BPT(British Pendulum Tester) to evaluate the friction resistance in the field. RESULTS : The surface evaluation results are presented for asphalt pavement treated with micro-surfacing and polymer slurry seal treatments in National highway 30 line and 34 line. Based on the visual observation, micro-surfacing and polymer slurry seal treatments show better improvements in terms of cracks and stripping. Based on the surface conditions measured by PES vehicle, the surface performance of micro-surfacing treatments improves from 53.3% to 54.2% and the surface performance of polymer slurry seal treatments improves from 21.6% to 59.7%. However, the friction resistance of both micro-surfacing and polymer slurry seal treatments decreases from 2.5% to 6.7%. Further, it should be verified to produce the surface exposed with aggregates during the construction process of both treatment methods in the field. CONCLUSIONS : Based on the performance evaluation results in the filed, the surface performance of asphalt pavement treated with micro-surfacing and polymer slurry seal treatments improves from 21.6% to 59.7%. While, the friction resistance of asphalt pavement treated with micro-surfacing and polymer slurry seal treatments does not improve. It can be concluded that current micro-surfacing and polymer slurry seal treatments would improve surface performance but would not improve the friction resistance.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.3 no.4
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• pp.1-10
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• 1983

The deformation and crack width of concrete walls of slabs, plates, panels and shells reinforced by a regular rectangular net of reinforcing bars and subjected to in-plane (membrane) internal forces is analyzed on the basis of a realistic model which takes into account the frictional-dilatant behavior of rough interlocked cracks, the effect of tension stiffening, and the dowel action of bars at crack crossings. Extensive numerical computer studies are carried out, and the reinforcement designs obtained from equilibrium conditions alone on the basis of either the classical frictionless approach or the recent frictional approach are compared in terms of the resulting crack widths. It is found that the use of frictional equilibrium design based on a low friction coefficient leads to a much smaller crack width than the classical frictionless design. The influences of bar diameter and crack spacing on the crack width are also studied. The model allows more realistic deformation analysis of reinforced concrete structures.

• Journal of the Korean Society for Precision Engineering
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• v.19 no.5
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• pp.43-50
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• 2002

Friction welding has many merits such as energy efficiency, simple processing, etc butt difficult to obtain good weld at the welded interface and heat affected zone. To date, the continuum mechanics and fracture mechanics are utilized to analyse stresses at the interface and propagation of cracks. In this study. STS304 and SM15C are selected because they can be differentiated distinctively from metallic point of view and crack can be observed easily. It is ovserved during friction welding that STS304, rotary part is hatter than SH15C, fixed part. The last fracture occurs around the center because the surface of fatigue fracture has smooth regions, due to the separation phenomenon in plastic flows layers and striation dimple pattern.

• Proceedings of the Korean Society of Machine Tool Engineers Conference
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• 2001.10a
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• pp.363-368
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• 2001

Studies on brake system recently are focused on braking performance, especially the consideration on safety of braking system in an extreme situation and reduction of vibration and noise during braking operation. The thermal crack and Judder from the friction between brake disc and pad can bring the threaten of passengers' safety in the end. Braking force comes from the change of kinetic energy to friction energy. Since heat energy is developed from here, the analysis on thermal stress and thermal strain can be the good data when selecting the material of brake pad and designing heat radiation holes on the disc and it will also be the data when designing the thickness of the disc. This paper is intended to show a creative design method by suggesting the thermal analysis data through FEM study and using shape design parameters.

• Tribology and Lubricants
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• v.15 no.2
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• pp.199-205
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• 1999

Using a coupled thermal-mechanical analysis, the thermal distortion of the ventilated disk brakes has been investigated based on the air cooling effects during 15 braking operations. The FEM results show that the bendings and distortions of the disk toward the left side are decreased, but the sinusoidal distortion of the disk rubbing surface along the arc length of the vent hole is highly increased by increasing the convective air cooling effects, which is heavily related to the squeal, wear and micro-thermal crackings at the rubbing surfaces due to uneven dissipation rates of friction heatings.