• Tunnel and Underground Space
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• v.15 no.4 s.57
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• pp.305-315
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• 2005

DDA (Discontinuous Deformation Anlaysis) is one of the latest numerical analysis which has merits of both FEM and DEM. In this research a new edge-to-edge contact algorithm was applied on DDA. With adoption of new edge-to-edge contact state definition, sub-algorithm was improved about open-close iteration, contact state judge, contact detecting, and friction forces acting on joints. Newly applied DDA was verified based on two different cases. The DDA results show good agreement with numerically predicted one.

• Transactions of the Korean Society of Mechanical Engineers
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• v.12 no.3
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• pp.457-465
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• 1988

The inside contact characteristics in abrasive belt drives were investigated analytically and experimentally for (1) driver pulley contact wheel and (2) driven pulley contact wheel. The concentrated contact forces in the grinding zone divided the entire belt-pulley contact are by three distinct areas and the tangential friction forces in the active areas caused the normal forces to change, which resulted in the different belt force distribution compared with those of the ordinary flat belt drives. The experimental results for the normal pressure (belt tension) distribution were in good agreement with the theoretical results.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.40 no.2
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• pp.199-206
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• 2016

Linear motion (LM) ball guides with rolling contact are core units of feed-drive systems. They are widely applied for precision machinery such as machine tools, semiconductor fabrication machines and robots. However, the friction force induced from LM ball guides generates heat, which deteriorates positioning accuracy and incurs changes of stiffness and preload. To accurately analyze the effects and apply the results to precision machine design, mathematical modeling of the friction force is required. In this paper, accurate formulation of the friction force due to rolling, viscous, and slip frictions is conducted for LM ball guides. To verify the reliability of the developed friction model, experiments are performed under various assembly, load and velocity conditions. Effects of frictional components are analyzed through the formulated friction model.

• Journal of the Korean Society for Precision Engineering
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• v.29 no.3
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• pp.324-333
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• 2012

The conventional medium and large caliber gun, in general, utilize the hydro-pneumatic recoil mechanism to control the firing impulse and to return to the battery position. However, this kind of mechanism may cause the problems like the leakages and the property changes in oil and gas due to the temperature variations between low and high temperatures. Accordingly, the friction spring mechanism has recently been researched as an alternative system. The friction spring mechanism consists of a set of closed inner and outer rings with the concentric tapered contact surfaces assembled in the columnar form, and can only be used under the compression load. When the spring column is axially loaded, the tapered surfaces become overlapped, causing the outer rings to expand while the inner rings are being contracted in diameter allowing an axial displacement. Because of friction between tapered contact surfaces, much higher spring stiffness is obtained on the stroke at the increase in load than the stroke at the decrease. In this paper, the dynamic equations regarding the friction spring system and the design approach have been investigated. It is also tried for a dynamic model representing the recoil motion and the friction spring forces. And the model has been proved from firing test using a gun system with friction springs. All the results show that the recoil mechanism using friction springs can substitute for the classic hydro-pneumatic recoil system.

• Tribology and Lubricants
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• v.18 no.4
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• pp.249-254
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• 2002

Adhesive contact characteristics of torus-shaped bumps were analyzed using the finite element technique considering the adhesive force. Analyses focused on the effect of rim and bump radii on the adhesive contact behavior such as the jump-to-contact behavior, adhesion hysteresis, pull-off forces, contact region and pressure, and surface and subsurface stresses. Analysis results in the absence of adhesive force were also included to examine the effect of adhesive force. The applicability of torus-shaped bumps to the MEMS structure for reduction of friction is discussed.

• Proceedings of the Korean Society for Technology of Plasticity Conference
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• 2008.10a
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• pp.83-86
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• 2008

In this study, friction test was proposed to obtain coefficient of friction between tube and die in guide zone of tube hydroforming and friction coefficients were evaluated at different materials, viscosity of lubricants and internal pressures. For this study, STKM11A and SUS tubes were prepared. The tube was expanded by an internal pressure against the tool wall. By pushing the tube through the tool, a friction force at the contact surface between the tube and the tool occurs From the recorded axial feeding forces, the friction coefficients between tube and die at the guide zone in tubular hydroforming can be estimated. The effects of the various internal pressures, viscosity of lubricants, tube materials, tube size and die coating on the friction forces and friction coefficients are discussed.

• KSTLE International Journal
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• v.6 no.2
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• pp.51-57
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• 2005

Surface texturing of tribological applications is an attractive technology of engineered surface. Therefore, reduction of friction is considered to be necessary for improved efficiency of machines. The current study investigated the potential of textured micro-scale grooves on bearing steel flat mated with pin-on-disk. We discuss reducing friction due to the influence of sliding direction at surface pattern. We can indicate lubrication mechanism as a Stribeck curve, which has a relationship between the friction coefficient and a dimensionless parameter for the lubrication condition. It was found that the friction coefficient was changed by the surface pattern and sliding direction, even when surface pattern was the same. It was thus verified that micro-scale grooves could affect the friction reduction considerably under mixed and hydrodynamic lubrication conditions. The lubrication regime influences the friction coefficient induced by the sliding direction of groove pattern. The friction coefficient depends on a combination of resistance force and hydrodynamic.

• Tribology and Lubricants
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• v.28 no.3
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• pp.117-123
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• 2012

Tribological properties of hybrid type friction materials were studied. Hybrid friction materials were produced by combining non-steel(NS) and low-steel(LS) type friction materials. The emphasis of the investigation was given to possible synergistic effects from the two different friction materials, in terms of friction stability at high temperatures and the amplitude of friction oscillation, also known as stick-slip at low sliding speeds. The high temperature friction test results showed that the friction effectiveness of the hybrid friction material was well sustained compared to LS and NS friction materials. Wear resistance of the hybrid type was similar to LS friction materials. Examination of the rubbing surfaces after tests revealed that the friction characteristics of the hybrid friction material were attributed to the wear debris produced from low-steel friction materials, which were migrated to the surface of the non-steel friction material, forming new contact plateaus. The stick-slip amplitude and its frequency were pronounced when non-steel friction material was tested, while hybrid and low-steel types showed relatively small stick-slip amplitudes. These results suggest possible improvement of tribological properties by designing a hybrid composite of low-steel and non-steel friction materials.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2008.11a
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• pp.230-236
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• 2008

In this paper, a model-based stick-slip compensation for the micro-positioning is proposed using an enhanced stick-slip model based on statistical rough surface contact model. The smart structure is comprised with PZT (lead (Pb) zirconia (Zr) Titanate (Ti)) based stack actuator incorporating with the PID (Proportional-Integral-Derivative) control algorithm, mechanical displacement amplifier and positioning devices. For the stick-slip compensation, the elastic-plastic static friction model is used considering the elastic-plastic asperity contact in the rough surfaces statistically. Mathematical model of system for the positioning apparatus was derived from the dynamic behaviors of structural parts. PID feedback control algorithms with the developed stick-slip model as well as feedforward friction compensator are formulated for achieving the accurate positioning performance. Experimental results are provided to show the performances of friction control using the developed positioning apparatus.

• Journal of the Korean Society of Hazard Mitigation
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• v.7 no.5
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• pp.99-110
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• 2007

A single slab concrete pavement has been modeled and analyzed by ABAQUS program. The stress and displacement of the JCP slab under traffic load with frictionless contact interaction between slab and base calculated by ABAQUS program have been compared with the results obtained by KENSLABS program. The results of the stresses of the two modeling show similar tendency and the difference of the two modeling is very small however the results of the displacement of the two modeling show some dissimilarity. In order to analyze the effects of material and geometric properties on the responses of slab, some varying parameters were chosen as input for the modeling. The changing parameters include the thickness and elastic modulus of the concrete slab, the thickness and elastic modulus of base and the elastic modulus of the subgrade. The contact interaction between the slab and base layer had been also studied and different friction coefficient 0, 2.5, 6.6, 7.5, 8.9 had been used to simulate the different friction interface condition. The results of the analysis showed that the responses of the concrete slab vary with the material and geometric properties of the pavement structure and the slab-base friction condition.