• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.18 no.11
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• pp.1134-1142
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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.

• Tribology and Lubricants
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• v.22 no.3
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• pp.119-126
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• 2006

In this paper, the contact behavior characteristics of a primary sealing components such as a seal ring and a seal seat has been presented for a small hydro-power turbine. Using the non-linear FEM analysis, the maximum temperature, the axial displacement, radial differences between a seal ring and a seal seat, and maximum contact normal stress have been analyzed for three optimized sealing profiles in which are designed based on the FEM analysis and Taguchi's experimental method. The three primary sealing profiles between a seal ring and a seal seat are strongly related to a leakage of a water for a hydro-power turbine and wear of a primary sealing component. The computed results show that the contact rubbing area between a seal ring and a seal seat is very important for reducing a friction heating and wear in a sealing gap, and increasing a contact normal stress in primary sealing components. Based on the FEM computation, models II and III in which have a small rubbing surface of seal rings show low dilatation of primary sealing components, and high normal contact stress between a seal ring and a seal seat. Thus, the FEM computed results recommend a short contacting width of a primary sealing component for reducing a leakage and thermal distortions, and expanding a seal life. This means that a conventional primary sealing component may be switched to a reduced sealing face of seal rings.

• Tribology and Lubricants
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• v.30 no.2
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• pp.99-107
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• 2014

Fretting corrosion tests are conducted with a constant displacement amplitude using silver-plated brass coupons to investigate the effect of contact pressure on fretting corrosion. Three behaviors are identified based on the change in electric resistance and friction coefficient during the fretting test period, and the identified behaviors are dependent on the magnitude of the applied load. The failure cycle ($N_f$) with an electric resistance of 0.1 D cannot be achieved due to the adhesion behavior of the metal and metal contact under the higher applied load of 0.45 N. This suggests that an average contact pressure higher than 159 MPa for the silver-coated connector is desirable to gain an almost infinite lifetime. The relationship between the electric contact resistance (R) and the average contact pressure (p) can be written as $p=106.2{\times}{\Omega}^{-1.5}$.

• International Journal of Naval Architecture and Ocean Engineering
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• v.11 no.1
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• pp.59-69
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• 2019

This paper focuses on the numerical simulation of ice abrasion induced by unbreakable ice floe. Under the assumption that unbreakable floes behave as rigid body, the Discrete Element Method (DEM) was applied to simulate the interaction between a fixed structure and ice floes. DEM is a numerical technique which is eligible for computing the motion and effect of a large number of particles. In DEM simulation, individual ice floe was treated as single rigid element which interacts with each other following the given interaction rules. Interactions between the ice floes and structure were defined by soft contact and viscous Coulomb friction laws. To derive the details of the interactions in terms of interaction parameters, the Finite Element Method (FEM) was employed. An abrasion process between a structure and an ice floe was simulated by FEM, and the parameters in DEM such as contact stiffness, contact damping coefficient, etc. were calibrated based on the FEM result. Resultantly, contact length and contact path length, which are the most important factors in ice abrasion prediction, were calculated from both DEM and FEM and compared with each other. The results showed good correspondence between the two results, providing superior numerical efficiency of DEM.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.26 no.2
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• pp.260-266
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• 2002

DLC films were deposited on Si wafer by RF plasma assisted CVD using CH4 gas. Tribological tests were conducted using rotating type ball on disk friction tester in dry air. Four kinds of mating balls were used. The mating balls were made with stainless steel but apply different annealing conditions to achieve different hardness conditions. Testing results in all load conditions showed that the harder the mating materials, the lower the friction coefficient among the three kind of martensite mating balls. In case of austenite balls, the friction coefficients were lower than fully annealed martensite ball. The high friction coefficient in soft martensite balls seems to be caused by the larger contact area between DLC film and ball. The wear tracks of DLC films and mating balls could have proven that effect. Measuring the wear track of both DLC films and mating balls have similar tendency comparing to the results of friction coefficients. Wear rate of austenite balls were also smaller than that of fully annealed martensite ball. The results of effect of applying load showed, the friction coefficients were become decrease when the applying loads exceed critical load conditions. The wear track of mating balls showed that some material transfer occurs from DLC film to mating ball during the high friction process. Raman spectra analysis showed that transferred material was a kind of graphite and contact surface of DLC film seems to undergo phase transition from carbon to graphite during the high friction process.

• Tribology and Lubricants
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• v.35 no.1
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• pp.59-64
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• 2019

When slipping occurs between two materials, the coefficients of friction must be considered because these values determine the overall efficiency of the machine or slip characteristics. Therefore, it is important to find the coefficient of friction between two materials. This paper focuses on obtaining the coefficient of friction between an aiming bolt and a retainer located in the headlamps of a vehicle. This bolt supports the headlamp, and if the bolt is loosened by external vibration, the angle of the light will change and block the vision of pedestrians or other drivers. In order to study these situations, the coefficient of friction between aiming bolts and retainers needs to be measured. In addition, the coefficient of friction of materials used in the headlamp should be obtained. To determine these two factors, a new device is designed for two cases: surface-surface contact and surface-line contact. To increase reliability of the results, the device is designed using an air-bearing stage which uses compressed air as lubricant to eliminate the friction of the stage itself. Experiments were carried out by applying various vertical forces, and the results show that the coefficient of friction can be measured consistently. The procedure for designing the device and the results are discussed.

• Journal of the Korean Institute of Electrical and Electronic Material Engineers
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• v.17 no.10
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• pp.1049-1055
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• 2004

Chemical Mechanical Polishing (CMP) is referred to as a three body tribological system, because it includes two solids in relative motion and the CMP slurry. On the assumption that the abrasives between the pad and the wafer could be a major reason not only for the friction force but also for material removal during polishing, the friction force generated during CMP process was investigated with the change of abrasive size and concentration of CMP slurry. The threshold point of average coefficient of friction (COF) with increase in abrasives concentration during interlayer dielectric (ILD) CMP was found experimentally and verified mathematically based on contact mechanics. The predictable models, Mode I (wafer is in contact with abrasives and pad) and Mode II (wafer is in contact with abrasives only), were proposed and used to explain the threshold point. The average COF value increased in the low abrasives concentration region which might be explained by Mode I. In contrast the average COF value decreased at high abrasives concentration which might be regarded to as Mode II. The threshold point observed seemed to be due to the transition from Mode I to Mode II. The tendency of threshold point with the variation of abrasive size was studied. The increase of particle radius could cause contact status to reach transition area faster. The correlation between COF and material removal rate was also investigated from the tribological and energetic point of view. Due to the energy loss by vibration of polishing equipment, COF value is not proportional to the material removal rate in this experiment.

• Journal of the Society of Naval Architects of Korea
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• v.53 no.5
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• pp.380-387
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• 2016

Present research target to develop the procedure of long-term fatigue analysis of the structural details near the upper rolling chock of IMO type B tank by using the time domain modal analysis technique where both the contact and friction behavior can be accurately simulated. In order to perform the time domain analysis focused on the contact and friction, the entire model of the hull and tank was condensed with DOF reduction technique, which is obtained by transforming the global finite element model into its quasi-static modal coordinate. Modal analysis using the quasi-static deformation modes is chosen as a cost effective time domain simulation method and this is based on the fact that the structural response of the tank is quasi-static. Based on the developed cost effective time domain simulation method, the long-term fatigue analysis procedure for the structural details near the rolling chock and key of independent type tank is targeted to be established. The developed fatigue assessment procedure takes into account, wave induced stress and both contact and friction induced stress without loss of accuracy.

• Proceedings of the Korean Society for Technology of Plasticity Conference
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• 2008.10a
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• pp.359-362
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• 2008

In this study, friction test was proposed to obtain coefficient of friction between tube and die in expansion 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. 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 measured geometries and FE analysis, the friction coefficients between tube and die at the expansion zone in tubular hydroforming can be estimated. The effects of the various internal pressures, viscosity of lubricants, tube materials and tube thickness on friction coefficients are discussed.

• Tribology and Lubricants
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• v.25 no.4
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• pp.265-269
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• 2009

The wear of the contact in the tappet accounts for the greatest portion of entire friction loss of an engine, leading to the occurrence of abnormal wear. The coated specimens for earn-tappet wear test were producted by using PVD-Sputtering coating method. It examined the friction characteristics occurring between the earn and the tappet by using the dedicated wear tester and found that the friction torque value was reduced through comparison testing with the existing part when the low friction coating was applied. So application of the low friction coating to actual vehicles will reduce the fuel economy and occurrence of noise-vibration.