• 한국산업융합학회 논문집
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• 제8권3호
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• pp.135-141
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• 2005

The static friction coefficients of 4 samples against each different temperatures were similar values. Compared against RT, at $80^{\circ}C$ the static friction coefficients decreased from 0.130 to 0.116 that was equal from 88% to 90% of the static friction coefficients respectively. Otherwise the dynamic friction coefficients compared against RT, decreased from 0.138 to 0.088 which was from 71% to 77.5% respectively at $80^{\circ}C$. The noise characteristics were judged by s/d value. And when the s/d value was limited less than 0.8, noise concerns were released. At 3000 engaging cycles the static friction and the dynamic friction coefficient were 0.137 and 0.073 respectively. When plate pressure rose up to $195kg_f/cm^2$, the static friction coefficient decreased from 0.137 to 0.125 but this decreasing could be considered as stable. When speed rose up to 2200rpm, the static friction coefficient decrease from 0.14 to 0.13 but this decreasing could be considered as stable. At 3000 engaging cycles the amount of worn out was 0.04 : the thickness of disc was decrease from 4.72mm to 4.68mm. But regarding the normal operation condition, further more worn-out could not be expected. Therefore concerning worn-out, the basic oil could be considered as appropriate.

• 한국자동차공학회논문집
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• 제11권5호
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• pp.112-118
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• 2003

The friction coefficients of the rubber for clutch master cylinder were experimentally measured in this study. The cylindrical rubber samples for primary cup-seal and secondary cup-seal were tested against the aluminum or the steel plates of master cylinder housing under the various conditions of brake oil temperatures and normal loads. Dry sliding friction coefficients were also measured under various load conditions. The test revealed following results. First, the friction coefficient under fluid lubrication condition in general decreases, as the oil temperature or normal load increases. Second, the steel plate of low surface roughness yielded comparatively low friction coefficient on the range of 0.30∼0.67. On the other hand, the aluminum plate of high surface roughness yielded high friction coefficient on the range of 0.31∼1.15. Third, the friction coefficient of dry surface contact decreases as the normal load increases. This is contrary to the general principle of friction coefficient between metal plates.

• 한국자동차공학회논문집
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• 제23권6호
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• pp.601-607
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• 2015

The friction material for automobile is manufactured by mixing several composites to stop the running vehicles. Friction characteristics are changed significantly according to the relative amount of the base materials. However, difference of friction coefficient is sometimes measured at the test for the same friction material. Nevertheless, the study for solving these problems is insufficient. In this paper, the friction tests were carried out by changing the external environment and processing condition when the main ingredients are fixed and also evaluated how the friction coefficient changes. The variables are cooling air speed, humidity (Relative humidity and Absolute humidity), scorching time, soaking time and pad area. And it is analytically considered which environmental factor mainly affects the characteristic of friction coefficient variation by experiment. It is expected that the results from this study can be very useful as a database for development of the friction material.

• Tribology and Lubricants
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• 제30권6호
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• pp.378-383
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• 2014

This study predicts the of the hysteretic friction of a rubber block sliding on an SMA asphalt road. The friction of filled rubber on a rough surface is primarily determined by two elements:the viscoelasticity of the rubber and the multi-scale perspective asperities of the road. The surface asperities of the substrate exert osillating forces on the rubber surface leading to energy dissipation via the internal friction of the rubber when rubber slides on a hard and rough substrate. This study defines the power spectra at different length scales by using a high-resolution surface profilometer, and uses rubber and road surface samples to conduct friction tests. I consider in detail the case when the substrate surface has a self affine fractal structure. The theory developed by Persson is applied to describe these tests through comparison with the hysteretic friction coefficient relevant to the energy dissipation of the viscoelastic rubber attributable to cyclic deformation. The results showed differences in the absolute values of predicted and measured friction, but with high correlation between these values. Hence, the friction prediction model is an appropriate tool for separating the effects of each factor. Therefore, this model will contribute to clearer understanding of the fundamental principles of rubber friction.

• Earthquakes and Structures
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• 제13권6호
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• pp.551-559
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• 2017

A large number of isolation systems are designed without considering the non-uniform friction distribution in space. In order to analyze the effects of non-uniform friction distribution on the structural response of isolation system, this paper presented a simplified rolling-damper-spring isolation system and analyzed the structural responses under earthquakes. The numerical results indicate that the calculation errors related to the peak values of structural acceleration, relative displacement and residual displacement are sequentially growing because of the ignorance of non-uniform friction distribution. However, the influence rule may be weakened by the spring and damper actions, and the unreasonable spring constant may lead to the sympathetic vibration of isolation system. In the case when the friction variability is large and the damper action is little, the non-uniform friction distribution should be taken into consideration during the calculation process of the peak values of structural acceleration and relative displacement. The non-uniform friction distribution should be taken into full consideration regardless of friction variability degree in calculating the residual displacement of isolation system.

• 한국기계가공학회지
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• 제21권8호
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• pp.99-109
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• 2022

In this study, an electric resistance-heated surface friction spot-welding process was proposed and tested for the spot-welding ability of copper and aluminum dissimilar metal sheets using electric resistance heating and surface friction heating. This process has welding variables, such as the current value, energizing cycles, rotational speed, and friction time. The current value and energizing cycle can affect the resistance heat, and the rotational speed of the rotating pin and friction time influence frictional heat generation. Resistance heating before friction heating has a preheating effect on the Cu-Al contact interface and a positive effect on preventing friction heat loss during the friction stage. However, because resistance preheating can soften the copper sheet and affect the contact stress and friction coefficient, it has difficulties that may adversely affect frictional heat generation. Therefore, the optimal combination of welding variables should be determined through simulations and experiments of the spot-welding process to determine the effects of electric resistance preheating on the suggested process. Through this procedure, it is known that the proposed spot-welding process can improve the welding quality during the spot welding of Cu-Al sheets.

• 한국지반공학회논문집
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• 제25권4호
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• pp.105-112
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• 2009

본 연구에서는 낙동강 모래의 내부마찰각과 모래와 건설재료들과의 접촉면에서 발생되는 표면마찰각의 특성을 파악하기 위하여 모래의 상대밀도와 전단속도를 변화시켜 목재, 강재, 몰탈, 그리고 역청재와 일련의 직접전단시험을 실시하였다. 시험결과 모든 경우에서 모래의 내부마찰각이 건설재료와의 표면마찰각보다 항상 크게 나타났고, 전단속도가 빠를수록 마찰각이 조금 증가되었다. 모래의 간극비가 작아짐에 의한 조밀화에 따라 마찰각은 선형적으로 증가하였으며, 간극비와 상대밀도의 변화에 따라 마찰각을 산정할 수 있는 식을 제시하였다. 또한 건설재료의 표면거칠기는 표면마찰각에 있어 중요한 인자임을 알 수 있었다.

• Steel and Composite Structures
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• 제44권4호
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• pp.569-586
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• 2022

This study introduces a novel friction damper as a component of a recentering frame connection, to solve the problem of structural repair costs, caused by stiffness deterioration and brittle fracture of the central brace frame (CBF). The proposed damper consists of shape memory alloy (SMA) bars with pretension applied to them to improve the stability. SMAs reduce the residual displacement by virtue of the properties of the materials themselves; in addition, a pretension can be applied to partially improve their energy dissipation capacity. The damper also consists of a friction device equipped with friction bolts for increased energy dissipation. Therefore, a study was conducted on the effects of the friction device as well as the pretension forces on the friction damper. For performance verification, 12 cases were studied and analyzed using ABAQUS program. In addition, the friction and pretension forces were used as variables in each case, and the results were compared. As a result, when the pretension and friction force are increased, the energy dissipation capacity gradually increases by up to about 94% and the recentering capacity decreases by up to about 55%. Therefore, it has been shown that SMA bars with adequate pretension in combination with bolts with adequate frictional force effectively reduce residual deformation and increase damper capacity. Thus, this study has successfully proposed a novel friction damper with excellent performance in terms of recentering and energy dissipation capacity.

• 한국윤활학회:학술대회논문집
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• 한국윤활학회 1996년도 제23회 춘계학술대회
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• pp.117-121
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• 1996

Friction and wear test for non-asbestos material against cast iron drum were carried out to investigate the friction and wear characteristics of brake system. Its friction coefficient and wear volume were measured and compared with those of asbestos friction material. The experiment. was perforated tinder room temperature and various sliding conditions. After each experiment, the sin-faces of friction materials were observed by SEM.

• 한국윤활학회:학술대회논문집
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• 한국윤활학회 2002년도 proceedings of the second asia international conference on tribology
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• pp.133-134
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• 2002

The use of low friction wear resistant coatings for machine components is rapidly increasing. These components may operate in any lubrication regime, and less frequently even unlubricated. When run unlubricated it is easy to see the beneficial effect of a low friction coating. However, it has frequently been shown that the coating may also be very beneficial under boundary and mixed lubrication conditions. The present digest briefly presents a few interesting aspects of the use of low friction coatings in lubricated contact illustrated by selected experimental results.