• Journal of Advanced Marine Engineering and Technology
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• v.20 no.2
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• pp.7-14
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• 1996

The rapid expansion for the auto-industry and the worldwide trend toward non-asbestos friction materials for brake lining force our industry to transfer into non-asbestos ones from asbestos-based friction materials. Furthermore, it is imperative for the friction materials to have technological excellence and lower production cost to be competitive in the world market. There is no known theoretical procedures to formulate friction materials. It, rather, depends on the trial and error process. Thus, it is quite clear how important it is to accumulate the know-how on the formulation and manufacturing the friction material. This study concerns the practical ways of conceptualizing the formulation and optimizing the manufacturing process. This study focused on the development of formulation for non-asbestos friction material as well as deriving the physical properties of the trial product to prove its validity and applicability. Elaboration of the formula and optimizing scheme of the manufacturing process to get better quality are also sought. Physical properties were obtained by constant velocity test dynamotest, hardness test and strength test. Differential scanning calorimeter was also used to analyze the thermal reactions of organic constituents, microstructures, bond effects, and degree of mixture.

• Proceedings of the Korean Geotechical Society Conference
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• 2009.03a
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• pp.551-560
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• 2009

Introduced was a new anti-corrosive method with improved ease of construction, economy, and durability that could be applicable for steel-composite drilled shaft. The feasibility and economy of sea-water-resistant steel was evaluated under the assumption that it was to substitute carbon steel for steel casing of drilled shaft foundation as a load carrying structural member not just as a sacrifice casing, and that anti-corrosive protection measures as required by the domestic standards was applied. Sea-water-resistant steel was found to cost 30% to 55% more, depending on pile diameter and the type of applied anti-corrosive measures, than carbon steel for the service life time of 70 years: 50% to 90% more for 100 years of service life.

• Journal of the Korean GEO-environmental Society
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• v.23 no.12
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• pp.33-39
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• 2022

This paper presents the long-term behavior of tunnel considering the degradation of concrete lining and surrounding soil. Tunnel is a composite structure which has supporting elements (shotcrete, lining, and rockbolt) and surrounding soils. These supporting elements and surrounding soils undergo the degradation as time goes. A proposed degradation function which has two parameters which control the residual strength and degradation shape was applied to the numerical analysis. The results showed the plastic zone was spread around tunnel due to the degradation leading to the increase in unstability of tunnel.

• Steel and Composite Structures
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• v.44 no.3
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• pp.423-436
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• 2022

This paper proposes an innovative thin-walled square concrete filled steel tubular (CFST) column with an octagonal/circular lining steel tube, in which the outer steel tube and the inner liner are fabricated independently of each other and connected by slot-weld or self-tapping screw connections. Twelve thin-walled square CFST columns were tested under quasi-static loading, considering the parameters of liner type, connection type between the square tube and liner, yield strength of steel tube, and the axial load ratio. The seismic performance of the thin-walled square CFST columns is effectively improved by the octagonal and circular liners, and all the liner-stiffened specimens showed an excellent ductile behavior with the ultimate draft ratios being much larger than 1/50 and the ductility coefficients being generally higher than 4.0. The energy dissipation abilities of the specimens with circular liners and self-tapping screw connections were superior to those with octagonal liner and slot-weld connections. Based on the test results, both the finite element (FE) and simplified theoretical models were established, considering the post-buckling strength of the thin-walled square steel tube and the confinement effect of the liners, and the proposed models well predicted the hysteretic behavior of the liner-stiffened specimens.

• Journal of the korean academy of Pediatric Dentistry
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• v.32 no.3
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• pp.481-490
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• 2005

The aim of this study was to investigate the relationship between the C-factor and shrinkage strain values of composite resin and examine the strain values in different incremental filling techniques. The strain gauge method was used for measurement of polymerization shrinkge strain. Experiment was divided two step. In a first experiment, we compared with strain value in three different depth (2mm, 3mm, 4mm) and microhardness of each samples after 24hours were measured. In a second experiment, we examined the strain values in five different filling techniques(Group 1: bulk filling, Group 2: oblique incremental filling, Group 3: horizontal incremental filling, Group 4: vertical incremental filling, Group 5: lining of flowable resin and bulk filling) The results of the present study can be summarized as follows: 1. Composite resin in acrylic molds showed the initial expansion at the early phase of polymerization. 2. Contraction stress was not revealed significant difference between depth of 2mm and 3mm(P>0.05). 3. Contraction stress in sample of 4mm was showed the lowest value(P<0.05). 4. Microhardness of specimen was revealed more difference between upper and lower surface in depth of 4mm than 2 and 3mm(P<0.05). 5. Lining of flowable resin and bulk filling (Group 5) was showed the lowest contraction stress, Group 2 and 3 was showed the highest contraction stress(P<0.05). On the basis above results, the stress that result from the polymerization shrinkage, when incremental curing techniques are used, showed that there is no advantage in incremental placement and curing.

• Proceedings of the KSME Conference
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• 2007.05a
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• pp.33-36
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• 2007

The majority of fly ash pipes in thermal power stations use steel pipes. This makes frequent replacement inevitable due to severe abrasion near the hot and curved section of pipes. Recently, there have been efforts to prevent this abrasion with lining techniques using ceramic or basalt on the inner wall of the pipe. This study uses composite and anti-wear material to maximize the anti-abrasion effects on the hot section of the pipe. The thickness of the abrasion layer was determined by the abrasion ratio of material found through the experiment; the thickness of the reinforcement layer was determined by micromechanics. Experiments were conducted on epoxy resins to test for heat and abrasion. Anti-abrasion test using particle impingement was intended to recreate realistic conditions when abrasion occurs within the hot section of an actual pipe. This study analyzes the abrasion ratio obtained from both the specimen experiment and from on-site measurement and provides evidence that a combination of composites and anti-wear agent can be used to create a fly ash pipe that is lower in costs and higher in quality than what is used currently.

• Tribology and Lubricants
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• v.27 no.2
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• pp.95-100
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• 2011

The brake disc materials for railway vehicle have been mainly used cast-iron. The brake disc and pad should be light, resist to a thermal crack and absorb enough friction energy. In order to satisfy this requirement, aluminum alloy brake disc for railway vehicle has been newly developed. The aluminum itself has not been considered the friction material for railway vehicle. However, in the case of aluminum composite with dispersed ceramic particles, friction characteristics, resistance to wear and heat are much improved. In the present study, aluminum composite brake disc of 20% ceramic particle and three kinds of organic pads have been tested in dynamometer. The results show that Al MMC brake disc and pad have good friction coefficient and wear rate, and thermal cracks in brake disc have not been initiated. Also, the Al MMC brake disc can be applied to railway vehicle of 150 km/h.

• Restorative Dentistry and Endodontics
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• v.10 no.1
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• pp.7-16
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• 1984

The purpose of this study was to investigate the pulpal responses to adhesive resins as phosphoric ester system: "Clearfil F II" (Composite filling material), "Panavia EX" (Composite cementing Material) and "Silar" (Microfilled Compsoite resin) comparing with Zinc-Oxide-Eugenol cement. Total 70 cavities of the permanent healthy teeth from 5 dogs were prepared and placed with experimental resins and Zinc-Oxide-Eugenol cement as control. The dogs were sarificed at 5 intervals of 3 days, one, two, four, six weeks. The specimens were routinely prepared and stained by Hematoxylin-Eosin. Followings were the results obtained through microscopic examination. 1. In cases of Clearfil F II and Panavia EX without etching and lining, pulp response in the early stage showed more severe vascular congestion and hemorrhage than that of Zinc-Oxide-Engenol cement. 2. The pulp response of totally etched cases was similar to that of unetched cases in the groups of Clearfil F II and Panavia EX. 3. The cases of Clearfil F II and Panavia EX with enamel etching showed no significant histologic change compared to that of total cavity etching. 4. The Silar case with total etching showed retarded tendency of histologic recovery compared to Clearfil F II and Panavia EX group. 5. Generally, pulp responses of experimental groups were not severe and the six week case showed the evidence of a histologic recovery.

• Proceedings of the Korean Geotechical Society Conference
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• 2009.09a
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• pp.1536-1539
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• 2009

In this paper, The Ready-mixed Shotcrete which Factory with automatic production system is made Materials using synthetic fiber is evaluated the field application. Result of whole test, synthetic fiber(PP, PVA) is indicated almost equal result of steel fiber by rebound rate, compressive strength and bending test. especially, PP fiber(40mm, 12kg) is showed that bending strength and toughness is better than steel fiber, also I reason in that field application of synthetic fiber(PP, PVA) is proved.

• Carbon letters
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• v.5 no.1
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• pp.6-11
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• 2004

In spite of unparalleled combination of essential material properties for brake linings and clutch facings, replacement for asbestos is seriously called for since it is a health hazard. Once asbestos is replaced with other material then composition and properties of brake pad changes. In certain cases hardness of the material may be high enough to affect the rotor material. In this study, hardness of the brake pad has been controlled using suitable reinforcement materials like glass, carbon and Kevlar pulp. Brake pad formulations were made using CNSL (cashew net shell liquid) modified phenolic resin as a binder, graphite or cashew dust as a friction modifier and barium sulphate, talc and wollastonite as fillers. Influence of each component on the hardness value has been studied and a proper formulation has been arrived at to obtain hardness values around 35 on Scleroscopic scale. Friction and wear properties of the respective brake pad materials have been measured on a dynamometer and their performance was evaluated.