• Proceedings of the Korean Society of Tribologists and Lubrication Engineers Conference
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• 2004.11a
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• pp.355-361
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• 2004

Ceramic femoral heads in the total hip replacement have been developed to reduce the polyethylene liner wear, Alumina and zirconia (3Y-TZP) having the excellent tribological properties are coupled against acetabular cups of polyethylene and are used in clinical application worldwide. However, alumina has a risk of catastrophic failure, and zirconia has the low temperature degradation in spite of enhanced fracture toughness. Recently, novel zirconia/alumina composite is very attractive due to the low temperature degradation (LTD)-free character and high fracture toughness. In the present study, we focus on the wear of ceramic on ceramic, which are able to be used as femoral heads and acetabular cups. Therefore, LTD-free zirconia/alumina composites with three compositions are made in a form of disk and cylinder, and the wear of the composites is performed on pin-on-disk type wear tester. The wear is conducted with or without lubricant. All the composites fabricated with the different composition show the good wear resistance.

• Proceedings of the Korean Society for Technology of Plasticity Conference
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• 2001.05a
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• pp.20-23
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• 2001

Hypereutectic Al-25Si alloy, which is expected to be applied to the cylinder-liner-part of the engine-block of an automobile due to its excellent wear resistance, low density and low thermal expansion coefficient, has been fabricated through a spray forming process. The obtained microstructure of the hypereutectic Al-25Si alloy appeared to consist of Al matrix and equiaxed Si particles of average diameter of 5-7 mm. To characterize the deformation behavior of this alloy, a series of load relaxation and compression tests have been conducted at temperatures ranging from RT to $500^{\circ}C$. The strain rate sensitivity parameter (m) of this alloy has been found to be very low (0.1) below $400^{\circ}C$ and reached maximum value of about 0.2 at $500^{\circ}C$. During the deformation above $300^{\circ}C$ in compression, strain softening has been observed. The diagram of extrusion pressure vs. ram-speed has been constructed. The extrusion has been successfully conducted at the temperatures of $300^{\circ}C$ and above with the ratio of area reduction of 28 and 40 in this study.

• Journal of the Korean Society of Manufacturing Process Engineers
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• v.18 no.4
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• pp.69-75
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• 2019

Since gasoline engines are based on a combination of a cast iron liner and an aluminum block, which have different thermal properties and stiffnesses, bore shape distortion is likely to occur during honing due to uneven thermal deformation. To solve this problem, many tests and evaluations are needed to support the development of a high-performance honing stone with low heat generation. Moreover, performance evaluation, which depends on inspection and observation after work, often requires much trial and error to optimize tool design, due to challenges in the accurate interpretation of results. This study confirmed that the assessment of grinding capability was clarified by evaluating performance under severe work conditions and by in-situ measurement and recording of current consumption (workload) and heat generation during operation. As a result of using a honing stone with excellent grinding performance in engine block manufacture-in which cylinder bore distortion caused by thermal deformation during manufacture is a problem-a noticeable improvement in the degree of cylindricity was observed.

• Journal of ILASS-Korea
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• v.27 no.3
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• pp.161-166
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• 2022

To measure the change in friction loss due to the control of fuel mass and oil temperature in a gasoline engine, the floating liner method was used to measure the friction generated by the piston of a single-cylinder engine. First, to check the effect of combustion pressure on friction, the friction loss was measured by adjusting the fuel mass. It was confirmed that the friction loss increased as the fuel mass increased under the same lubrication conditions. In addition, it was confirmed that the mechanical efficiency decreased as the fuel mass increased. Next, to check the effect of lubrication conditions on friction, the friction loss was measured by controlling the oil temperature. It was confirmed that friction loss increased as the oil temperature decreased at the same fuel mass. As the oil temperature decreases, the viscosity increases, resulting in decreased mechanical efficiency and increased friction loss.

• Journal of the Korean Institute of Gas
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• v.23 no.4
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• pp.40-45
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• 2019

This paper is a purpose to study the failure example for heavy-duty vehicle fire. The first example, the researcher found the engine over-heating phenomenon causing a coolant leakage by the sealing poor of head-gasket because of D-ring part deformation contacting with cylinder liner top-part and cylinder head. He certified a fire breakout by short transferred to surrounding wiring of air-cleaner. The second example, a brake lining by return fault of break operating S cam causing with much wear of a rear 4 wheel brake lining repeatably was worn by friction. In the long run, it became the cause of fire. The third example, the researcher knew the fire cause was came about the short of wire by overload of tilting motor when the driver tilted up the cap to inspect a engine. Therefore, a heavy-duty fire must minimize the fire occurrence by thorough controlling.

• The Journal of Korean Academy of Prosthodontics
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• v.56 no.4
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• pp.269-277
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• 2018

Purpose: This study examined the effects of glass infiltration treatments on the shear bond strength (SBS) between zirconia core and ultra low-fusing porcelain veneer. Materials and methods: The zirconia specimens were classified into 4 groups (n = 12): Untreated zirconia (group Z), zirconia coated ZirLiner (group ZL), glass-infiltrated zirconia (group ZG), glass-infiltrated and sandblasted zirconia (group ZGS). A cylinder of ultra low-fusing veneer porcelain was build up on each disk ($6mm{\times}3mm$). SBS was measured using a universal testing machine. Scanning electron microscope and Energy Dispersive X-ray spectroscopy were used to evaluate the surface of zirconia and failure pattern after SBS. Results: SBS value of group ZGS was significantly lower than that of other groups (P < .05). No significant differences were detected among group ZL, group Z and group ZG. Conclusion: Glass infiltration is not effective to the bond strength between zirconia and ultra low-fusing porcelain veneer. Sandblasting also dramatically decreased the bonding strength.

• Restorative Dentistry and Endodontics
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• v.15 no.2
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• pp.77-92
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• 1990

The purpose of this study was to evaluate the cytotoxic effects of 6 cavity liners in vitro. Human fibroblasts were cultured in ${\alpha}$-MEM and each liner was manually mixed and filled in glass ring cylinder ($8{\times}8mm$ in diameter, in height). The cylinders filled with the liners were placed in the center of the dish (35mm in diameter) containing 3ml of ${\alpha}$-MEM. Millipore filters (pore size $0.22{\mu}m$) to simulate dentin barrier were also placed between the bottom of cylinder and the dish. Then the culture dishes were stored in 5% $CO_2$ containing incubator for 5 and 10 days at the temperature of $36.6^{\circ}C$. The results of the experiments were analyzed by counting the cells in the period of 5 and 10 days respectively, and were assessed by calculating the cell multiplication rate and the relative growth rate. The experiemntal groups and the control group were compared statistically. The results of the study were summarized as follows: 1. The cell number of Zinc oxide-eugenol was $(4.13{\pm}1.31){\times}10^4$ cells/ml at 5 days and $(4.32{\pm}1.61){\times}10^4$ cells/ml at 10 days. 2. The cell number of Cavitec was ($8.35{\pm}2.87{\times}10^4$ cells/ml and $(10.08{\pm}5.10){\times}10^4$ cells/ml at 5 and 10 days respectively. 3. The cell number of Dycal was $(13.56{\pm}3.89){\times}10^4$ cells/ml at 5 days and $(34.75{\pm}8.85){\times}10^4$ cells/ml at 10 days. 4. The cell number of life was $(11.46{\pm}3.32){\times}10^4$ cells/ml and $(21.92{\pm}6.18){\times}10^4$ cells/ml at 5 and 10 days. 5. The cell number of Base cement was $(13.73{\pm}3.73){\times}10^4$ cells/ml and $(36.68{\pm}5.20){\times}10^4$ cells/ml at 5 and 10 days. 6. The cell number of Dentin cement was $(13.58{\pm}3.90){\times}10$ cells/ml and $(66.95{\pm}24.09){\times}10$ cells/ml at 5 and 10 days. 7. The cell multiplication rate of zinc oxide-eugenol cements was significantly less than that of the calcium hydroxide and glass ionomer cement. (P < 0.05)

• International Journal of Ocean System Engineering
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• v.2 no.4
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• pp.209-213
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• 2012

Recently, the fuel using in the diesel engines of marine ships has been changed to a low quality of heavy oil because of the steady increase in the price of oil. Therefore, the wear and corrosion in all parts of the engine such as the cylinder liner, piston crown, and spindle and seat ring of exhaust valves has correspondingly increased. The repair welding of a piston crown is a unique method for prolonging its lifetime from an economic point of view. In this case, filler metals with a high corrosion and wear resistance are mainly being used for repair welding. However, often at a job site on a ship, a piston crown is actually welded with mild filler metals. Therefore, in this study, mild filler metals such as CSF350H, E8000B2, and 435 were welded to SS401 steel as the base metal, and the corrosion properties of the weld metals with and without post weld heat treatment were investigated using some electrochemical methods in a 0.1% $H_2SO_4$ solution. The weld metal welded with CSF350H filler metal exhibited the best corrosion resistance among these filler metals, irrespective of the heat treatment. However, the weld metal zones of the E8000B2 and 435 filler metals exhibited better and worse corrosion resistance with the heat treatment, respectively. As a result, it is suggested that in the case of repair welding with CSF350H and 435 filler metals, no heat treatment is advisable, while heat treatment is desirable if E8000B2filler metal is used with repair welding.

• Journal of Advanced Marine Engineering and Technology
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• v.37 no.1
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• pp.47-52
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• 2013

The higher energy efficiency for ship and the lower pollution for global environment are required strictly. However the performance of marine diesel engine is gradually deteriorated with time. And also the operation condition is varied with sea conditions. Hence the optimization for operating condition of marine engines is needed for energy saving and environment kindly. In this paper, it was attempted to investigate the influence of aging for marine diesel engine. The deterioration of engine performance is assessed by the calculation results of the simulation program for two-stroke marine diesel engine developed by author which was reported before. And three parameters for deterioration of engine performance were considered such as lower efficiency of turbocharger by fouling, increase of blow-by gas due to wear of cylinder liner and getting worse of combustion by poor injection. By the results, it was shown that the influence of engine performance by aging was relatively not so small - 10.4 bar low in Pmax and 3.2% decrease in Pmi.

• Transactions of the Korean Society of Automotive Engineers
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• v.16 no.1
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• pp.64-70
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• 2008

Temperatures of engine head and liner depend on many factors such as spray and combustion process, coolant passage flow and engine related structures. To estimate the temperature distribution of engine structure, multi-dimensional computational fluid dynamics (CFD) codes have been mainly adopted. In this case, it is of great importance to obtain the realistic wall temperature distribution of entire engine structure. In the present work, a CFD-FEM coupling methodology was presented to address this demand. This approach was applied to a real large-size marine diesel engine. CFD combustion and coolant flow simulations were coupled to FEM temperature analysis. Wall heat flux and wall temperature data were interfaced between combustion simulation and solid component temperature analysis via translator by a commercial CFD package named FIRE by AVL. Heat transfer coefficient and surface temperature data were exchanged and mapped between coolant flow simulation and FEM temperature analysis. Results indicate that there exists the optimum cell thickness near combustion chamber wall to reasonably predict the wall heat flux during combustion period. The present study also shows that the effect of cell refining on predicting in-cylinder pressure during combustion is negligible. Hence, the basic guidance on obtaining the wall heat flux needed for the reasonable CFD-FEM coupling analysis has been established. It is expected that this coupling methodology is a robust tool for practical engine design and can be applied to further assessment of the temperature distribution of other engine components.