• Proceedings of the Korean Powder Metallurgy Institute Conference
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• 2006.09b
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• pp.841-843
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• 2006

In high-performance cold work applications, tool failure depends on the predominating loading conditions. Typical failure mechanisms are a combination of abrasive wear, adhesive wear, plastic deformation, cracking and edge crumbling. In this paper we demonstrate how the microstructure of tool steels can be positively influenced by modifying the alloying system and the production route to meet the demands of the different loading situations which occur during operation. The investigation was focused on ductility, fatigue strength and wear resistance. Theoretical considerations were confirmed by practical tests.

• Advances in Computational Design
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• v.8 no.3
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• pp.255-271
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• 2023

The gear drive of a combat aircraft engine is responsible for power transmission to the different accessories necessary for the engine's operation. Incorrect power transmission can occur due to the presence of failure modes in the gears like bending fatigue, pitting, adhesive wear, scuffing, abrasive wear and polished wear etc. Fault diagnosis of the gear drive is necessary to get an early indication of failure of the gears. The present research is to develop an algorithm using different vibration signal processing techniques on industrial vibration acquisition systems to establish gear fault diagnosis architecture. The signal processing techniques have been used to extract various feature vectors in the development of the fault diagnosis architecture. An open-source dataset of other gear fault conditions is used to validate the developed architecture. The results is a basis for development of artificial intelligence based expert systems for gear fault diagnosis of a combat aircraft engine.

• Tribology and Lubricants
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• v.33 no.3
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• pp.98-105
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• 2017

A pin-on-disk test is performed to measure the wear volume of a ductile cast iron (DCI) roll when it wears down using a high carbon steel and two alloy steels at different sliding velocities between the roll and the material (steel). Normal pressure is set as constant and test temperatures are 400, 500 and $600^{\circ}C$. In addition, thermal softening behavior of the DCI roll is examined using a high-temperature micro-hardness tester and the surface hardness variation of the DCI roll is expressed in terms of temperature and heating time. Based on experimental data, a wear coefficient used in Archard's wear model for each material is obtained. The wear volume is clearly observed when the test temperature is $400^{\circ}C$ and sliding velocity varies. However, it is not measured at temperatures of $500^{\circ}C$ and $600^{\circ}C$ even with variations in sliding velocity. From the optical photographs of the pin and disk, the abrasive wear is observed at $400^{\circ}C$ clearly, but no at $500^{\circ}C$ and $600^{\circ}C$. At higher temperatures, the pin surface is not smooth and has many tiny caves distributed on it. It is found that wear volume is dependent on the carbon contents rather than alloy contents. Results also reveal that the variations of wear coefficients are almost linearly proportional to the carbon contents of the material.

• Tribology and Lubricants
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• v.35 no.6
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• pp.389-395
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• 2019

In various industries, thin film coatings are used to improve friction and wear characteristics. Various types of tribotesters are used to evaluate the friction and wear characteristics of such thin film coatings. In this study, we fabricated a micro-tribotester and Tribo-scanning electron microscopy (SEM) to compare the friction and wear characteristics of copper (Cu) coatings under an atmospheric pressure and a vacuum condition, respectively. The reliability of the different types of tribotesters was evaluated by performing calibrations for the sensor to measure the friction forces and normal loads. Using the two different types of devices, the friction and wear tests are conducted at the same experimental conditions excluding environment conditions such as the atmospheric pressure and vacuum condition. The friction coefficient at the vacuum condition is lower than at the atmospheric pressure. This difference in friction characteristics is due to the fact that wear phenomena occur differently according to the atmospheric pressure and vacuum condition. At the atmospheric pressure, the abrasive wear is the main wear mechanism. At the vacuum condition, the adhesive wear is the main wear mechanism. The reason for the difference in the wear mechanism of the Cu coating at the atmospheric pressure and the vacuum condition is that the oxidation phenomenon, which does not appear at the vacuum condition, occurs at the atmospheric pressure; therefore, the characteristics of the Cu coating change accordingly.

• Proceedings of the Korean Society of Tribologists and Lubrication Engineers Conference
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• 2000.06a
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• pp.180-186
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• 2000

Friction materials with four different sizes of zircon - l${\mu}{\textrm}{m}$, 6${\mu}{\textrm}{m}$, 75${\mu}{\textrm}{m}$, 140${\mu}{\textrm}{m}$- were investigated to evaluate the size effects of abrasive particles used in the automotive brake pads on brake performance. Although the brake pads with the largest size of zircon showed a good frictional stability and low wear, rotors were severely abraded due to the aggressiveness of coarse Bircon. As the siBe of zircon decreased. friction force and the amplitude of friction coefficient increased. Considering the above results, abrasive materials were thought to destroy transfer film and the extent of the destruction depends on the size of zircon. The small size zircon was not effective in developing a transfer layer on the rotor surface while minimizing the damage on the counter surface.

• Tribology and Lubricants
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• v.30 no.5
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• pp.291-294
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• 2014

Multiple additives can help improve the performance of generally used lubricants. These additives include MoS2, cadmium, chloride, indium, sulfide, and phosphide, which are harmful to both humans and the environment. Thus, researchers in this industry have been trying to reduce the use of these additives by finding alternatives. Nanodiamonds are one of these candidates. Nanodiamond particles are very hard, chemically stable, and highly heat-conductive. This research involved uniformly dispersing nanodiamond particles in marine engine oils via a matrix synthesis method at various concentrations (0, 0.1, 0.3, 0.5, and 1.0 wt). Friction and wear tests involved constant loads on ball-on-disk specimens, where the ball was AISI 51200 steel, the disk was AISI 1020 steel, and the sliding speed was 0.217 m/s. The lowest wear occurred at a suitable concentration of nanodiamonds (0.3 wt). However, excessive amounts of nanodiamonds caused them to act as abrasive debris because of their hardness, which increased the wear amount. The friction coefficient decreased as the nanodiamond concentration increased because their octagonal, almost spherical shape caused them to act as rolling contact elements between two surfaces.

• Journal of Advanced Marine Engineering and Technology
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• v.23 no.4
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• pp.440-446
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• 1999

This study is mainly concerned with the friction and wear properties for the specimens of crank shaft which are made of ductile cast iron. The friction and wear tests were carried out for the nor-malized ductile cast iron specimens and their properties were compared with each other at reheat-ing temperatures(550^{\circC,\; 600^{\circ}C,\; 650^{\circ}$) and in dry condition at different friction velocity(0.94 m/s 1.88m/s 2.83m/s) range. After austenized at $910^{\circ}C$ it is observed that the higher the reheating temperature is the hardness becomes decrease which is supposedly attributed to the fact that the amount of pearlite austenite matrix is rduced by reheating after normalizing and that as the reheating temperature goes up the pearlite generated is less and the interval between the pearlites were widened at last to make pearlite globular. At the low velocity the friction coefficient increase in the beginning and gets stabilized as the sliding distance increases. As the friction velocity grows the friction coefficient decreases suppos-edly since the abrasive wear is heavier at low velocity than at the high velocity as the friction tem-perature at low velocity is lower than at high velocity.

• Journal of the Korean Ceramic Society
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• v.38 no.12
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• pp.1080-1084
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• 2001

Alumina-based nanocomposites have improved mechanical properties such as hardness, fracture toughness and fracture strength compared to monolithic ceramics. In this study, alumina with 5 vol% of nanosized SiC was sintered by a hot pressing technique at 1600$\^{C}$, 30 MPa for 1h in an argon gas atmosphere. Microstructures and mechanical properties in alumina-SiC nanocomposite were investigated. Moreover, tribological properties in air and water were compared each other. Relationships of wear properties with mechanical properties such as hardness, strength, and fracture toughness as well as microstructure were studied. Based on experimental results it was found that nanosized SiC retarded grain growth of matrix alumina. Mechanical properties such as hardness, fracture toughness and strength were improved by the addition of nanosized SiC in alumina. Improved mechanical properties resulted in increased sliding wear resistance. Tribological behavior of nanocomposites in water seemed to be governed by abrasive wear.

• Tribology and Lubricants
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• v.16 no.5
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• pp.365-372
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• 2000

Tribological behavior of novolac resin-based friction materials with three different relative amounts of graphite and zirconium silicate was investigated by using a pad-on-disk type friction tester. The goal of this paper is to examine the effects of the relative amount of a lubricant and an abrasive in the automotive friction material on friction and wear characteristics at elevated temperature. Friction and wear of friction materials were affected by the existence of transfer film(3$\^$rd/ body layer) at friction interface and the composition of friction material, especially lubricant amount. The friction material with higher content of graphite indicated homogenized and durable transfer film, and resulted in stable friction coefficient regardless of the increase in friction heat. The experimental result also showed that the higher concentration of ZrSiO$_4$ in friction material aggravated friction stability and wear resistance due to the higher friction heat generated at fiction interface during high temperature friction test.

• Tribology and Lubricants
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• v.31 no.6
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• pp.281-286
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• 2015

Automotive transmission systems are assembled with a large number of gears and shafts, and rolling bearings are used to ensure their smooth operation. Gear oil in the gear box contains solid particles such as wear debris from contacting gears and metallic chips. This particle-enriched lubricating oil can cause premature failure of the rolling bearings. Research aimed at improving the service life of these rolling bearings has been confined mainly to design and lubrication of the inner/outer rings and the rolling elements. In this paper, we redesigned the shape of the cage pocket of a deep groove ball bearing to reduce the premature failure due to particle contamination. Test bearings are assembled with this new cage design containing a hole punched in the cage pocket. Endurance tests are carried out using the contaminated lubricating oil with miracle grid as hard particle. The duration and damaged bearing component shapes are compared for two different cages. The B₁₀ life of bearing with new cage is increased by about 66% compared to the conventional cage. This is because the hard particles can be easily discharged through the pocket hole without staying for a long time in the lubrication regions. This greatly decreases abrasive wear and dents on the highly stressed ball bearing surfaces. Therefore, the cage design of this study, containing a pocket hole, can significantly delay the premature failure of rolling bearings and improve the endurance life.