• Journal of Welding and Joining
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• 제28권5호
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• pp.15-19
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• 2010

• 한국산학기술학회논문지
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• 제12권8호
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• pp.3723-3728
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• 2011

이 연구에서는 암반과 그라우팅 사이의 마찰거동에 대하여 고찰하고자 실내실험과 중대형 실험을 수행하였다. 실내실험의 경우 암반에 대한 모사는 특별히 제작된 원통형 몰드를 통해 구현하였으며 모형토조실험의 경우, 인공암반을 토조에 조성한 후 압력식과 중력식 그라우팅에 따른 그라우트체의 인발거동을 측정하였다. 두 종류의 실험결과 모두 압력식 그라우팅이 암반과 그라우트체의 벽면 마찰거동에 큰 영향을 미치는 것으로 나타났다.

• International Journal of Automotive Technology
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• 제8권6호
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• pp.723-730
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• 2007

The typical design of automotive driveshafts generally utilizes Constant Velocity(CV) joints as a solution to NVH. CV joints are an integral part of vehicles and significantly affect steering, suspension, and vehicle vibration comfort levels. Thus, CV joints have been favored over universal joints due to the constant velocity torque transfer and plunging capability. Although CV joints are common in vehicle applications, current research works on modeling CV joint friction and assumes constant empirical friction coefficient values. However, such models are long known to be inaccurate, especially under dynamic conditions, which is the case for CV joints. In this paper, an instrumented advanced CV joint friction apparatus was developed to measure the internal friction behavior of CV joints using actual tripod-type joint assemblies. The setup is capable of measuring key performance of friction under different realistic operating conditions of oscillatory speeds, torque and joint installation angles. The apparatus incorporates a custom-installed triaxial force sensor inside of the joint to measure the internal CV joint forces(including friction). Using the designed test setup, the intrinsic interfacial parameters of CV joints were investigated in order to understand their contact and friction mechanisms. The results provide a better understanding of CV joint friction characteristics in developing improved automotive driveshafts.

• 한국분말재료학회지
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• 제13권1호
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• pp.62-67
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• 2006

Friction welding of $Al_2O_3$ particulate reinforced aluminum composites was performed and the following conclusions were drawn from the study of interfacial bonding characteristics and the relationship between experimental parameters of friction welding and interfacial bond strength. Highest bonded joint efficiency (HBJE) approaching $100\%$ was obtained from the post-brake timing, indicating that the bonding strength of the joint is close to that of the base material. For the pre-brake timing, HBJE was $65\%$. Most region of the bonded interface obtained from post-brake timing exhibited similar microstructure with the matrix or with very thin, fine-grained $Al_2O_3$ layer. This was attributed to the fact that the fine-grained $Al_2O_3$ layer forming at the bonding interface was drawn out circumferentially in this process. Joint efficiency of post-brake timing was always higher than that of pre-brake timing regardless of rotation speed employed. In order to guarantee the performance of friction welded joint similar to the efficiency of matrix, it is necessary to push out the fine-grained $Al_2O_3$ layer forming at the bonding interface circumferentially. As a result, microstructure of the bonded joint similar to that of the matrix with very thin, fine-grained $Al_2O_3$ layer can be obtained.

• 한국재료학회지
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• 제29권4호
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• pp.258-263
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• 2019

Since the directly bonded interface between TiAl alloy and SCM440 includes lots of cracks and generated intermetallic compounds(IMCs) such as TiC, FeTi, and $Fe_2Ti$, the interfacial strength can be significantly reduced. Therefore, in this study, Cu is selected as an insert metal to improve the lower tensile strength of the joint between TiAl alloy and SCM440 during friction welding. As a result, newly formed IMCs, such as $Cu_2TiAl$, CuTiAl, and $TiCu_2$, are found at the interface between TiAl alloy and Cu layer and the thickness of IMCs layers is found to vary with friction time. In addition, to determine the relationship between the thickness of the IMCs and the strength of the welded interfaces, a tensile test was performed using sub-size specimens obtained from the center to the peripheral region of the friction-welded interface. The results are discussed in terms of changes in the IMCs and the underlying deformation mechanism. Finally, it is found that the friction welding process needs to be idealized because IMCs generated between TiAl alloy and Cu act to not only increase the bonding strength but also form an easy path of fracture propagation.

• Composites Research
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• 제36권1호
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• pp.37-41
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• 2023

선박의 평형수처리장치 전해조 내부 용액은 해수를 전기분해 시 DSA(Dimension Stable Anode) 전극에서 생성되는 수산화물로 인하여 높은 알칼리성 분위기를 생성한다. 본 연구에서는 기존 평형수처리장치 배관에 사용되어지는 PE 코팅 강관 배관의 취약성을 대체 가능한 복합재료로써 4가지 소재를 선정하였으며, 이들 BRE(Basalt fiber reinforced epoxy), BRP(Basalt fiber reinforced unsaturated polyester), GRE(Glass fiber reinforced epoxy), GRP(Glass fiber reinforced unsaturated polyester)를 강 알칼리성 NaOH 용액에 720시간 침지 후 마찰 및 마모 시험을 통하여 재료 마찰 깊이에 따른 마찰계수와 섬유와 수지 간 계면 결합 거동을 분석하였다. 그 결과, 수지와 섬유 간의 게면 분리 현상에 대한 메커니즘을 도출하였다. 또한, 불포화폴리에스테르와 같이 상대적으로 낮은 계면 결합력의 갖는 소재의 경우, 알칼리성 용액에 침지 시간이 길어질수록 표면에서부터 시작된 열화가 내부로 급격하게 확산되어 마찰 계수의 감소로 이어지는 경향을 나타냈다.

• 콘크리트학회논문집
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• 제28권6호
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• pp.637-646
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• 2016

이 연구에서는 강섬유 보강 초고성능 콘크리트(Ultra-high performance fiber reinforced concrete, 이하 UHPFRC)로 보강된 콘크리트 계면에서의 전단강도 평가를 위한 경사전단실험을 수행하였다. 실험변수는 면처리 유무와 콘크리트 강도, 그리고 UHPFRC의 강섬유 혼입률이다. 콘크리트의 계면은 숏블라스팅으로 면처리되었다. 실험결과, 숏블라스팅으로 면처리된 실험체의 계면 전단강도는 매끄러운 표면을 가진 실험체의 부착강도에 비해 매우 크게 나타났으며, 거친면을 만들기 위한 숏블라스팅 방법은 매우 효과적인 방법인 것으로 나타났다. 숏블라스팅으로 표면처리를 할 경우, 전단마찰 철근이 없더라도 콘크리트 계면에서 저항하는 전단강도는 현행 기준에서 제시하고 전단강도 상한값을 초과하는 것으로 나타났다. 기존의 콘크리트와 UHPFRC 사이의 전단마찰 설계는 전단마찰 철근의 유무와 상관없이 현행 콘크리트 구조기준을 사용해도 무방할 것으로 판단된다. 다만, 면처리를 하지 않은 경우에는 적절한 전단 보강재가 추가 설치하여야 할 것이다.

• Geomechanics and Engineering
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• 제11권3호
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• pp.345-359
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• 2016

In order to investigate the influence of the interfacial angel on failure characteristics and mechanism of combined coal-rock mass, 35 uniaxial/biaxial compressive simulation tests with 5 different interfacial angels of combined coal-rock samples were conducted by PFC2D software. The following conclusions are drawn: (1) The compressive strength and cohesion decrease with the increase of interfacial angle, which is defined as the angle between structure plane and the exterior normal of maximum principal plane, while the changes of elastic modulus and internal friction angle are not obvious; (2) The impact energy index $K_E$ decreases with the increase of interfacial angle, and the slip failure of the interface can be predicted based on whether the number of acoustic emission (AE) hits has multiple peaks or not; (3) There are four typical failure patterns for combined coal-rock samples including I (V-shaped shear failure of coal), II (single-fracture shear failure of coal), III (shear failure of rock and coal), and IV (slip rupture of interface); and (4) A positive correlation between interfacial angle and interface effect is shown obviously, and the interfacial angle can be divided into weak-influencing scope ($0-15^{\circ}$), moderate-influencing scope ($15-45^{\circ}$), and strong-influencing scope (> $45^{\circ}$), respectively. However, the confining pressure has a certain constraint effect on the interface effect.

• 한국콘크리트학회:학술대회논문집
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• 한국콘크리트학회 1991년도 봄 학술발표회 논문집
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• pp.65-68
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• 1991

Finite element analysis is used to study the role of interfacial properties on the bond strength of reinforcing steel to concrete. Specifically, the role played by epoxy coatings on the failure of standard beam-end specimens is explored. Experimental results show that epoxy coatings reduce bond strength, but that the effect is dependent on the bar size and the deformation pattern. The finite element model for the beam-end specimen includes representations for the deformed steel bar, the concrete, and the interfacial material. The interface elements can be varied to match the stiffness and friction properties of the interfacial material. Cracking within the concrete is represented using Hillerborg's ficticious crack model. The model is used to study important aspects or behavior observed in the tests and to provide an explanation for the effect of the various test parameters.

• 소성∙가공
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• 제24권4호
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• pp.256-263
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• 2015

Electric resistance spot welding has been used to join overlapped steel sheets in automotive bodies. Recently to reduce weight in automotive vehicles, non-ferrous metals are being used or considered in car bodies for hoods, trunk lids, doors parts, etc. Various welding processes such as laser welding, self-piercing rivet, friction stir welding are being used. In the current study, a new electric resistance heated friction stir spot welding is suggested for the spot welding of non-ferrous metals. The welding method can be characterized by three uses of heat -- electric resistance heating, friction stir heating and conduction heating of steel electrodes -- for the fusion joining at the interfacial zone between the two sheets. The welding process has variables such as welding current, diameter of the steel electrodes, revolutions per minute (rpm) of the friction stir pin, and the insert depth of the stir pin. In order to obtain the optimal welding variables, which provide the best welding strength, many experiments were conducted. From the experiments, it was found that the welding strength could be reached to the required production value by using an electrode diameter of 10mm, a current of 7.6kA, a stirring speed of 400rpm, and an insert depth of 0.8mm for the electric resistance heated friction stir spot welding of 5052 aluminum 1.5mm sheets.