• Journal of The Korean Society For Urban Railway
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• v.6 no.4
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• pp.393-399
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• 2018

It is well recognized that residual stresses of the rails, generated from the manufacturing process including roller straightening and heat treatment, play an important role in determining fatigue and fracture properties of the rails. Thus, it has been a challenge to measure the residual stresses accurately. In this work, contour method was employed to evaluate the residual stresses existing in interior of the rails. The cross section perpendicular to the longitudinal direction of the rail was cut at a very slow rate using electric discharge machining (EDM), after which a laser-based flexural measuring instrument enabled us to precisely measure the flection of the cross section. The measured data were converted into the residual stresses using the commercial finite element package, ABAQUS, through a user-defined element (UEL) subroutine, and the residual stresses of the new rails (50N, KR60, UIC60) with three different specifications were compared.

• Korean Journal of Materials Research
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• v.27 no.12
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• pp.652-657
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• 2017

The use of continuous welded rail is increasing because of its many advantages, including vibration reduction, enhanced driving stability, and maintenance cost savings. In this work, two different types of continuous welded rails were examined to determine the influence of repeated wheel-rail contact on the crystal structure, microstructure and mechanical properties of the rails. The crystal structure was determined by x-ray diffraction, and the microstructure was examined using optical microscopy and scanning electron microscopy. Tensile and microhardness tests were conducted to examine the mechanical behaviors of prepared specimens taken from different positions in the cross section of both newly manufactured rail and worn rail. Analysis revealed that both the new and worn rail had a mixed microstructure consisting of ferrite and pearlite. The specimens from the top position of each rail exhibited decreased lamella spacing of the pearlite and increased yield strength, ultimate tensile strength and hardness, as compared with those from other positions of the rail. It is thought that the enhanced mechanical property on the top position of the worn rail might be explained by a mixed effect resulting from a directional microstructure, the decreased lamella spacing of pearlite, and work hardening by the repeated wheel-rail contact stress.

• Membrane Journal
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• v.32 no.4
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• pp.235-252
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• 2022

Forward osmotic pressure-free reverse osmosis (Δ𝜋=0 RO) was invented in 2013. The first patent (US 9,950,297 B2) was registered on April 18, 2018. The "Osmotic Pressure of Concentrated Solutions" in JACS (1908) by G.N. Lewis of MIT was used for the estimation. The Chang's RO system differs from conventional RO (C-RO) in that two-chamber system of osmotic pressure equalizer and a low-pressure RO system while C-RO is based on a single chamber. Chang claimed that all aqueous solutions, including salt water, regardless of its osmotic pressure can be separated into water and salt. The second patent (US 10.953.367B2, March 23, 2021) showed that a low-pressure reverse osmosis is possible for 3.0% input at Δ𝜋 of 10 to 12 bar. Singularity ZERO reverse osmosis from his third patent (Korea patent 10-22322755, US-PCT/KR202003595) for a 3.0% NaCl input, 50% more water recovery, use of 1/3 RO membrane area, and 1/5th of theoretical energy. These numbers come from Chang's laboratory experiments and theoretical analysis. Relative residence time (RRT) of feed and OE chambers makes Δ𝜋 to zero or negative by recycling enriched feed flow. The construction cost by S-ZERO was estimated to be around 50~60% of the current RO system.