• Journal of the Korean Society for Precision Engineering
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• v.21 no.4
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• pp.103-108
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• 2004

Carbon fiber reinforced composites(CFRP) were fabricated with phenolic resin matrix by hot press molding, and its surface was modified by the ion-assisted reaction process. When we tested the friction coefficient and wear rate variation and observed the effect of fibers with respect to friction and wear characteristics, the amount of pitch based carbon fiber was 45wt% and the average friction coefficient was the lowest at 0.12. When the amount of ion-irradiation was $1\times10^{l6}ions/cm^2$, the friction coefficient of the composites was about 0.12 and the wear mode was stable, whereas, the friction coefficient of the non-treated composites was about 0.16 and the wear mode was very unstable. But if the amount of ion-irradiation was $5\times10^{l6}ions/cm^2$$1\times10^{l6}ions/cm^2$ion-irradiation case.

• Tribology and Lubricants
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• v.29 no.4
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• pp.223-227
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• 2013

A GAF (generated axial force) is produced at a plunging-type CVJ (constant velocity joint). A high GAF can cause vibrations in a vehicle. Grease is used to reduce friction between the roller and the track of the outer case of a CVJ. The grease performance depends on the surface conditions and operating temperature. The surface of the outer case is extremely rough and hard. In recent times, the maximum operating temperature of CVJs has crossed $140^{\circ}C$, because the exhaust line is now located close to the CVJ. In this study, we examined the friction characteristics of friction additives at $25-150^{\circ}C$ and determined an optimal formulation with a low friction coefficient. This formulation can be used to develop low-friction grease that can reduce the GAF produced at a CVJ by approximately 7-26%.

• Journal of the Korean institute of surface engineering
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• v.43 no.5
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• pp.230-237
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• 2010

FTMP(friction thermo-mechanical process) is an adaptation of friction stir welding, and can be used as a generic process to modify the microstructure at selective locations. In this study, in order to analyze characteristics of surface modification of ACA4 castings by FTMP, change of rotating speed(R/S) and traveling speed(T/S) of tool were applied as conditional parameter. Analysis of microstructure, hardness, surface roughness and depth of modified zone(MZ) were searched. The best condition were obtained at R/S 600 rpm and T/S 100 mm/min. At this time, hardness was 82 HV, the surface roughness was 0.07 mm and the depth at MZ was 1.72 mm. Free defects microstructure and fine Si particles formation and strong forging effects were analyzed at MZ.

• Transactions of Materials Processing
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• v.32 no.6
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• pp.360-366
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• 2023

This study is concerned with the surface quality of products according to the material and coating condition of the forming tool in incremental sheet forming. Three forming tools, SKD11 with and without diamond-like-coating (DLC) and polymer tool tip, were used to form conical and pyramidal geometries to take into account the influence of friction between the forming tool and the sheet on the surface quality including geometric accuracy of deformed samples. Each test was performed using SUS304 with a thickness of 0.4 mm according to different incremental depths per lap of 0.5 mm, 1.0 mm, and 1.5 mm for the contour tool path, considering the increase in normal force which is associated with the frictional behavior during local deformation. The surface quality was then investigated through surface roughness measured with KEYENCE VR-6000 and relative strain distribution including deformed shape analyzed with ARGUS which is a non-contact optical strain measurement system. Differences between 3D CAD surfaces and captured geometry from experiments were evaluated to compare the effect of friction on geometric accuracy. From comparisons of experimental results, it was revealed that the polymer-based tool tip can improve surface quality and geometric accuracy by reducing the undesired material flow due to local friction in the increment sheet forming process.

• Korean Journal of Materials Research
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• v.23 no.9
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• pp.501-509
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• 2013

To evaluate the development of the microstructure and mechanical properties on surface modified and post-heattreated Inconel 718 alloy, this study was carried out. A friction stir process as a surface modification method was employed, and overlap welded Inconel 718 alloy as an experimental material was selected. The friction stir process was carried out at a tool rotation speed of 200 rpm and tool down force of 19.6-39.2 kN; post-heat-treatment with two steps was carried out at $720^{\circ}C$ for 8 h and $620^{\circ}C$ for 6 h in vacuum. To prevent the surface oxidation of the specimen, the method of using argon gas as shielding was utilized during the friction stir process. As a result, applying the friction stir process was effective to develop the grain refinement accompanied by dynamic recrystallization, which resulted in enhanced mechanical properties as compared to the overlap welded material. Furthermore, the post-heat-treatment after the friction stir process accelerated the formation of precipitates, such as gamma prime (${\gamma}^{\prime}$) and MC carbides, which led to the significant improvement of mechanical properties. Consequently, the microhardness, yield, and tensile strengths of the post-heat-treated material were increased more than 110%, 124% and 85 %, respectively, relative to the overlap welded material. This study systematically examined the relationship between precipitates and mechanical properties.

• International Journal of Highway Engineering
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• v.12 no.3
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• pp.131-137
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• 2010

In this paper, overseas criteria and research results were reviewed to develop a rational criterion proper to domestic airport runways on measurement of friction coefficient and removal of rubber deposit. The friction coefficients of the runways of the Incheon International Airport were measured by the ASFT(Airport Surface Friction Tester) from August 2007 to July 2009 and the data at intensively landed points were analyzed. Variation of the friction coefficient due to accumulation and removal of tire rubber was analyzed and seasonal influence on the variation were investigated by pavement types. The friction coefficient steadily decreased over a long term despite periodical removal of the rubber deposits. The variation of the friction coefficient in summer was larger than other seasons and asphalt pavement was more sensitive to the seasonal influence than concrete pavement. The friction coefficient of the asphalt pavement with macro texture was even larger than that of early age concrete pavement with micro texture. The variation of the friction coefficient of the asphalt pavement due to the deposit and removal of the tire rubber was also larger than that of the concrete pavement.

• Proceedings of the Korean Society of Tribologists and Lubrication Engineers Conference
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• 2002.05a
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• pp.226-234
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• 2002

A systematic study of the role of transfer films on friction properties was performed with various temperatures in the brake system. An NAO friction material specimens containing 9 ingredients were tested using a pad-on-disk type friction tester A new method of measuring the transfer film thickness was developed by considering the electrical resistance of the transfer film using a 4-point probe technique. The properties of transfer film such as surface morphology and film distribution vaied according to the relative amount of graphite and magnesium oxide. By using SEM, it was possible to obtain information about the chemical composition of the transfer film. Results showed that there detected a threshold value of the relative amount of a two active materials to maintain a certiain thickness of a transfer film. Results also showed that formation of friction layer generated on the friction surface was strongly affected by chemical action of two ingredients during sliding due to chemical reaction of solid lubricants at different interface temperature. The results suggested that no apparent relationship between transfer film thickness and the average friction coefficient was founded and friction characteristics were affected more by the property of the solid lubricant and abrasive in the material.

• Korean Journal of Materials Research
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• v.19 no.7
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• pp.403-406
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• 2009

The friction characteristics of automotive brake friction materials that contained different ceramic content were investigated. Several kinds of raw materials, such as resin-based binder, reinforcing fiber, friction restraint, abrasive, and filling materials were mixed, pressed, and heated in order to make the brake friction materials. The contents of SiC and $BaSO_4$ changed from 5 vol% to 20 vol%, respectively. In addition to this, the content of $Al_2O_3$ adjusted from 1 vol% to 16 vol%. The surface morphology of the SiC containing sample appeared rough while more debris was observed when the contents of SiC increased. This implies that the SiC containing brake composite was not adequate for the automobile. However, the relatively smooth surface was observed in samples that contained the $Al_2O_3$. But the roughness was low with a content of 11 vol% $Al_2O_3$ compared to the other samples. This is consistent with the abrasive properties of the samples. In the case of $BaSO_4$ containing samples, the smoothes surface was observed in the contents of 15 vol% $BaSO_4$. Thus, it was concluded that the 11 vol% $Al_2O_3$ and 15 vol% $BaSO_4$ containing composite would be the optimum content for the brake composite. Similar to the results of the surface morphology, the abrasion resistance consistently decreased when the content of SiC increased. On the contrary, the sample that contained 11 vol% $Al_2O_3$ and 15 vol% $BaSO_4$ showed the highest abrasion resistance compared to the other samples.

• Korean Journal of Applied Biomechanics
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• v.12 no.2
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• pp.361-380
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• 2002

The purposes of this study were to a analysis of friction relation between tennis outsole and tennis playing surfaces. Tennis footwear is an important component of tennis game equipment. It can support or damage players performance and comfort. Most importantly athletic shoes protect the foot preventing abrasions and injuries. Footwear stability in court sports like tennis is incredibly important since it is estimated that as many as 45% of all lower extremity injuries occur in the foot and ankle. The friction force is the force exerted by a surface as an object moves across it or makes an effort to move across it. The friction force opposes the motion of the object. Friction results when two surfaces are pressed together closely, causing attractive intermolecular forces between the molecules of the two different surfaces. The outsole provides traction and reduces wear on the midsole. Today's outsoles address sport specific movements (running versus pivoting) and playing surface types. Different areas of the outsole are designed for the distinct frictional needs of specific movements. Traction created by the friction between the outsole and the surface allows the shoe to grip the surface. As surfaces, conditions and player motion change, traction may need to vary. An athletic shoe needs to grip well when running but not when pivoting. Laboratory tests have demonstrated force reductions compared to impact on concrete. There is a correlation between pain, injury and surface hardness. These are a variety of traction patterns on the soles of athletic shoes. Traction like any other shoe characteristic must be commensurate and balanced with the sport. The equal and opposite force does not necessarily travel back up your leg. The surface itself absorbs a portion of the force converting it to other forms of energy. Subsequently, tennis court surfaces are rated not only for pace but also for the percentage of force reduction.

• Journal of the Korean Geotechnical Society
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• v.38 no.2
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• pp.29-38
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• 2022

The friction anisotropy of shear resistance can be selectively used in geo-structures. For example, larger axially loaded deep foundation, soil nails, and tiebacks increase load carrying capacity due to induced large shear resistance while pile penetration and soil sampling produce minimal shear resistance. Previous studies confirmed direction-dependent shear resistance induced by interface between soil and surface asperity of plate inspired by geometrical shape of snake scale. The aim of this paper is to quantitatively evaluate interface friction angle with different surface asperities. Using the modified direct shear test, a total of 51 cases, which sand are prepared at the relative density of 40%, are conduced including 9 plates, two shear direction (shearing direction against the height of surface asperity is increased or decreased during shearing test), and three initial vertical stress (100 kPa, 200 kPa, 300 kPa). Experimental results show that shear stress is increased with higher height of surface asperity, shorter length of surface asperity, and the shearing direction that the height of surface asperity increases. Also, interface friction angle is decreased with larger surface asperity ratio, and shearing direction with increasing height of surface asperity produces larger interface friction angle regardless of the surface asperity ratio.