• Journal of Ocean Engineering and Technology
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• v.13 no.1 s.31
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• pp.88-93
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• 1999

This paper presents the experimental examinations and statistical quantitative analysis of the correlation between the cumulative counts of acoustic emission(AE) during plastic deformation periods of the welding and the tensile strength and other properties of the bar-to-bar welded joints of O.D. 16mm shaft(SM40C) as well as the various welding variables. And this is a new approach which attempts finally to develop real-time quality monitoring system for friction welding. The results lead to a practical possibility of real-time quality control more than 100% joint efficiency showing good weld with no micro structural defects.

• Geomechanics and Engineering
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• v.18 no.4
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• pp.407-415
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• 2019

A controlled low strength material (CLSM) is a highly flowable cementitious material used for trench backfilling. However, when applying vertical loads to backfilled trenches, shear failure or differential settlement may occur at the interface between the CLSM and natural soil. Hence, this study aims to evaluate the characteristics of the interface friction between the CLSM and soils based on curing time, gradation, and normal stress. The CLSM is composed of fly ash, calcium sulfoaluminate cement, sand, silt, water, and an accelerator. To investigate the engineering properties of the CLSM, flow and unconfined compressive strength tests are carried out. Poorly graded and well-graded sands are selected as the in-situ soil adjacent to the CLSM. The direct shear tests of the CLSM and soils are carried out under three normal stresses for four different curing times. The test results show that the shear strengths obtained within 1 day are higher than those obtained after 1 day. As the curing time increases, the maximum dilation of the poorly graded sand-CLSM specimens under lower normal stresses also generally increases. The maximum contraction increases with increasing normal stress, but it decreases with increasing curing time. The shear strengths of the well-graded sand-CLSM interface are greater than those of the poorly graded sand-CLSM interface. Moreover, the friction angle for the CLSM-soil interface decreases with increasing curing time, and the friction angles of the well-graded sand-CLSM interface are greater than those of the poorly graded sand-CLSM interface. The results suggest that the CLSM may be effectively used for trench backfilling owing to a better understanding of the interface shear strength and behavior between the CLSM and soils.

• Journal of the Korean Society for Precision Engineering
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• v.24 no.7 s.196
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• pp.106-111
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• 2007

In this paper, the transient brake time was studied on the van type vehicle with accelerometer. Experiments were carried out on the asphalt(new and polished), unpacked road(earth and gravel) and on wet or dry road conditions. The transient brake time is not effected bzy the vehicle speed. The transient brake time is about 0.41$\sim$0.43second on the asphalt road surface and the error range is within 0.1$\sim$0.16second. For the asphalt road condition, the transient brake time is not effected by both new asphalt road surface and the polished asphalt road surface. With compared by dry and wet road surface condition, the transient brake time of wet condition is longer than dry road condition and compared with unpacked road condition and packed road condition, unpacked road condition is shorter than packed road condition. It is considered that the transient brake time is effected by the road surface fraction coefficient. In other words, the transients brake time increases as friction coefficient decreases.

• Journal of Welding and Joining
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• v.8 no.1
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• pp.43-53
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• 1990

The transient temperature distribution in the continuous friction welding 304 stainless steel bars is investigated by experimental and analytical methods. It is calculated by F.D.M. (finite difference method). The heating pressure, the rotational speed and friction coefficient obtained from experiment are used to determine the heat input at the contacting surface. Thermal properties of the workpiece are the function of temperature. The calculated temperature is well coincided with the measured value. The grain size at weld interface is extremely small due to the severe plastic deformation at high temperature, and result of this refined zone reveals higher hardness value. Because the HAZ is very narror about 2-3 mm, welding defects do not occure.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.38 no.11
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• pp.1075-1080
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• 2010

For the aeroelastic analysis of a wing with friction damping, coupled time integration method was used to obtain time responses in the subsonic and transonic regions. To take into account aerodynamic nonlinearity induced by shock wave on the lifting surface, transonic small disturbance equation with in-phase periodic boundary condition was used for unsteady aerodynamic calculation. For 2-DOF airfoil system with displace-dependent friction dampers, the effects of normal load slope and Mach number on flutter boundary were investigated.

• Proceedings of the KWS Conference
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• 1995.04a
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• pp.118-122
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• 1995

The hydraulic or pneumatic valve spools become essential as the important components on the production of automatic hydraulic or pneumatic machinaries as mechanical industry is developed rapidly. The machining precision is asked for manufacturing the valve spools. They could be unstable in the quality by the conventional arc welding and they have a lot of technical problems in manufacturing because their shapes are generally small. By the Precision casting process such as lost wax process, the production cost will be increased. But by the friction welding technique, they will be able to be made without such problems. Furthermore, there is a few study on friction welding of such hydraulic valve spool steels and in-process real-time weld quality evaluation technique by acoustic emission. So that, the final purpose of this study is 1) the development of design and manufacturing technique of hydraulic or pneumatic valve spool by optimizing of friction welding, and 2) the development of in-process real-time weld quality evaluation technique by acoustic emission.

• Journal of Power System Engineering
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• v.16 no.6
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• pp.66-72
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• 2012

The parking brake embedded in track driving motor for driving an excavator is composed of wet type multi-friction discs. This type parking brake can be designed more compact because the combination of some sheets of friction discs generate great braking power, and also it has good braking characteristic and long life time because it works in the oil. In this study, we analyzed torque characteristic of the parking brake through simulations and performed experiments by use of 3-kinds of paper friction sheet manufactured by different pressing methods. And, we compared the maximum static friction coefficient and torque characteristic with the simulation results and confirmed the optimal manufacturing process through this result.

• Journal of the Korean Ceramic Society
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• v.35 no.7
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• pp.740-748
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• 1998

The inertia friction properties of C/C composites manufactured by the processes of pressure and at-mospheric carbonizaton with a commerciallized and two kinds of modified coal-tar pitch as a matrix pre-cursor were investigated. The modifications of a pitch such as the introduction of mesophase and the ad-dition of sulphur into a raw pitch were not effective for a impregnation efficiency conducted in a vacuum and at the same time in a pressure of 5kg/cm2 due to the increase of the pitch viscosity. There was not a difference in the densification increment between the pitch modifications however it was revealed that a pressure carbonization was more advantageous than an atmospheric in the densification and the formation of anisotropic carbon matrix. The friction and wear propertis of C/C having higher degree of matrix cry-stallization higher density and hardness of friction surface showed superiority. As the braking energy was increased the friction coefficients were decreased and reached almost same level at the high kinetic energy of 99.6kJ. The wear trends at 99.6kJ were different from the behaviors of friction ceofficient under the same energy in which an oxidation wear is being considered along with a mechnical wear although the wear rates were almost similar to the friction coefficient at the low energy.

• Journal of Ocean Engineering and Technology
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• v.2 no.2
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• pp.112-121
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• 1988

A study on friction welding of carbon steel bar (SM45C) to chrome molybedenum steel bar(SCM4) is examined experimentally through tensile test, hardness test, microstructure test and fatigue test. so, this paper deals with optimizing the welding concitions and analyzing various mechanical properties about friction welds of SM45C to SCM4 steel bars. The results obtained are summarized as follows; 1) For friction welded joints of SM45C to SCM4 steel bars, the total upset(U)increases linearly with an increase of heating time ($t_{1}$) till 6s. 2) The determined optimum welding conditions are heating time ($t_{1}$)2s, upsetting time($t_{2}$), 3s, heating pressure($p_{1}$), 4kgf/$mm^{2}$(39.2MPa), upsetting pressure($p_{2}$, 8kgf/mm$^{2}$(78.4MPa) and rotating speed(N), 2, 000rpm when the total upset(U) is 3.4mm, resulting in a computed relationship between the joint tensile strength .sigma.$_{t}$ (kgf/mm$^{2}$and the total upset U(mm); .sigma.$_{t}$ =$0.21U^{3}$ - $3.38U^{2}$ +17.03U + 66.00 3) As the elongation is increased more and more, the fracture position becomes away from weld interface and the fractures are similar to those of SM45C. Fracture is taken place on SM45C side. 4) The weld interface of two dissimilar materials is mixed strongly, and the heat affected zone is about 2.0mm at SM45C while about 2.7 mm at SCM4 side. Therefore, the welded zone and heat affected zone are very narrow, comparing with those of the joints welded by the other welding methods. 5) The fatigue strengths at N=10$^{6}$ cycles of SM45C, SCM4 and friction welded joints are 23kgf/$mm^{2}$, 33kgf/$mm^{2}$(220.5 MPa), and 22.5kgf/$mm^{2}$(220.5MPa) respectively, and fracture at friction welded joint takes place at the side of SM45C. 6) The hardness of the friction weld interface is 3 times higher than that of base metal. 7) Fatigue strength of friction welded joint is higher than that of base metal. 8) Notch sensitivity factor of friction welded joint is lower than that of base metal.

• Journal of Welding and Joining
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• v.4 no.3
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• pp.32-42
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• 1986

In this study, the influence of carbon equivalents on friction welds of dissimilar steels was investigated. Four types of carbon steels with 10mm diameter were welded to a high-speed tool steel SKH 9. Main experimental results could be summarized as follows (1) Under constant friction pressure, the friction time increased almost linearly with the increasing burn-off length, while the forge length decreased almost linearly. (2) The maximum hardness in carbon steels increased almost linearly with the increasing carbon equivalent, but was much lower than that in the high speed steel. (3) After quenching and tempering of dissimilar steel friction welds, the hardness in carbon steel weldments became similar as that in the base metal, while the hardness in SKH 9 weld was still higher that of the base metal. (4) Relative movement in the friction phae occurred not at the interface of the weldments, but in the high speed steed steel near the interface. (5) For considered material combinations and welding parameters, most of fractures in tension and twisting tests occurred in the base metal. And welds with so high strength could produced in a wide range of welding parameters.