• 한국윤활학회:학술대회논문집
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• 한국윤활학회 2004년도 학술대회지
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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.

• 한국소성가공학회:학술대회논문집
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• 한국소성가공학회 2001년도 춘계학술대회 논문집
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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.

• 한국기계가공학회지
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• 제18권4호
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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.

• 한국분무공학회지
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• 제27권3호
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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.

• 한국가스학회지
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• 제23권4호
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• pp.40-45
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• 2019

논문은 대형트럭의 화재에 관련된 고장사례를 고찰한 논문이다. 첫 번째 사례는 6번 실린더 라이너 상단부와 실린더 헤드 사이에 접촉하는 D링부의 변형으로 헤드 가스켓부의 기밀불량 현상으로 냉각수가 누출하여 엔진이 과열되었다. 이 열이 에어크리너 주변 배선에 전달되어 쇼트(short)에 의해 화재가 발생된 것을 확인하였다. 두 번째 사례는 자동차의 리어(Rear) 4축 브레이크 라이닝 과다마모로 브레이크 작동 S 캠(Cam)이 리턴되지 않아 브레이크 라이닝이 드럼과의 계속적인 마찰에 의한 마찰열에 의해 화재가 발생된 것을 확인하였다. 세 번째 사례는 엔진 점검을 위해 캡을 틸팅하였을 때 틸팅 모터의 과부하로 배선의 단락현상이 발생하여 이 불꽃에 의해 화재가 발생한 것을 확인하였다. 따라서, 대형트럭의 화재는 철저한 관리를 하여 화재발생을 최소화하여야 한다.

• 대한치과보철학회지
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• 제56권4호
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• pp.269-277
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• 2018

목적: 본 연구는 글라스 용융침투 처리가 지르코니아와 초저온 소성 전장도재와의 전단결합강도에 미치는 영향을 평가하였다. 재료 및 방법: 표면처리 방법에 따라 대조군 (처리 안함), ZirLiner처리군 (ZL군), 글라스 용융침투처리군 (ZG군), 글라스 용융침투 후 Sandblasting 처리군 (ZGS군)으로 분류하였다 (n = 12). 모든 실험군은 초저온 소성 전장도재를 사용하여 지름 6 mm ${\times}$ 두께 3 mm가 되도록 축성하고 소성하였다. 지르코니아와 전장도재 사이의 결합강도는 만능시험기를 이용하여 측정하였고 지르코니아 시편의 결합계면, 도재파절 양상은 SEM과 EDX로 관찰하였다. 결과: 지르코니아 표면처리 방법에 따라 전장도재와의 결합강도가 ZirLiner군, 대조군, 글라스 용융침투군 순으로 나타났으나 통계학적으로 유의한 차이는 없었다 (P > .05). 글라스 용융침투 후 Sandblasting 처리군은 다른 모든 군에 비해 유의하게 낮은 전단결합강도를 보였다 (P < .05). 결론: 글라스 용융침투 지르코니아의 Sandblasting처리는 초저온 소성 전장도재와의 현저한 결합력 감소를 야기시키므로 사용이 제한되어야 할 것으로 사료된다.

• Restorative Dentistry and Endodontics
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• 제15권2호
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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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• 제2권4호
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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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• 제37권1호
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• pp.47-52
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• 2013

최근 고유가 시대를 경험한 이후 에너지 수급에 대한 불안감이 증대됨과 동시에 지구온난화, 대기오염문제 등과 관련하여 대체에너지의 개발과 고효율 친환경 기술개발에 대한 요구가 강화되고 있다. 특히, IMO(국제해사기구)의 MEPC에서는 부속서 6을 $CO_2$의 규제법으로 하고자 하는 논의가 진행 중이다. 한편, 선박의 에너지효율을 향상시키고자 하는 다양한 기술들은 대부분 주로 새로운 기술의 개발과 신조선에의 적용에만 관심이 집중되고 있다. 그러나 선박기관은 일반적으로 장시간의 운항으로 그 성능은 점점 저하되고 운전조건 또한 변화되기 때문에 운항중인 기존선의 운항조건에 최적화된 기관의 운전관리야말로 친환경 및 고효율화 대책에 실질적이면서 매우 유익한 대책이 될 수 있다. 본 논문은 선박엔진의 성능저하정도를 정량적으로 예측하고자 하는 내용으로 엔진의 성능을 저하시키는 주요 인자들과 급기효율저하, 블로바이 가스증가 및 연료분사상태의 악화로 인한 연소악화 등이 엔진성능에 미치는 영향을 예측, 검토하였다.

• 한국자동차공학회논문집
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• 제16권1호
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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.