Aluminium metal matrix composites (AMMCs) are the fastest developing materials for structural applications due to their high specific weight, modulus, resistance to corrosion and wear, and high temperature strength. Carbon nanotubes (CNTs) is known as the material of the twenty-first century for its various applications in structural components for their high specific strength as well as functional materials for their exciting thermal and electrical characteristics. The present study comprise a systematic literature review of Al/CNT nanocomposites fabricated through a solid state friction stir processing. The present review is primarily focussed on the dispersion and survivability of CNTs in the Al matrix because these are the key factors in deciding the mechanical properties of the fabricated composite. Additionally, the formability, weldability and machinability of the FSPed fabricated composites reinforced with CNTs are also summarised here. Based on the detailed literature review, following research gaps are identified which require a critical and more focussed attention of the scientific community working in this research area: (i) the presence of agglomeration or clustering of CNTs in the composite, (ii) survivability and shortening of CNTs during FSP, (iii) interfacial reactions or the formation of reaction products (such as Al4C3) between Al matrix and CNTs, and (iv) the unidirectional alignment of CNTs in the fabricated composite. Important suggestions for further research in effective dispersion of CNTs with its preserved structure by FSP are also provided.

This study attempts to find optimal conditions of the friction coefficient using a discrete element method (DEM) simulation with various friction coefficient conditions and three different grinding media with various ball sizes in a traditional ball mill (TBM). Using ball motion of the DEM simulation are obtained using the optimal friction coefficient compared with actual motion; photographs are taken by the digital camera and the snapshot images are analyzed. In the simulation, the rotation speed of the mill, the materials and velocity of the grinding media, and the friction coefficient between the balls and the wall of the pot are fixed as the actual experimental conditions. We observe the velocity according to the friction coefficient from the DEM simulation. The friction coefficient is found to increase with the velocity. Milling experiments using a traditional ball mill with the same experimental conditions as those of the DEM simulation are conducted to verify the simulated results. In addition, particle morphology change of copper powder is investigated and analyzed using scanning electron microscopy (SEM) for the milling experiment.

In this study, experiments and simulations were performed for fillet joint friction stir welding according to tool shape and welding conditions. Conventional butt friction stir welding has good weldability because heat is generated by friction with the bottom of the tool shoulder. However, in the case of fillet friction stir welding, the frictional heat is not sufficiently generated at the bottom of the tool shoulder due to the shape of the tool and the shape of the joint. Therefore, it is important to sufficiently generate frictional heat by slowing the welding speed as compared to butt welding. In this study, experiments and simulations were carried out on an aluminum battery housing made by friction stir welding an extruded material with a fillet joint. The temperature of the structure was measured using a thermocouple during welding, and the heat source was calculated through correlation analysis. Thermal elasto-plastic analysis of the structure was carried out using the calculated heat source and geometric boundary conditions. It is confirmed that the experimental results and the simulation results are well matched. Based on the results of the study, the deformation of the structure can be calculated through simulation even if the tool shape and welding process conditions change.

The life span of many engineering components depends upon their surface properties. The improved surface properties of the materials are essential for enhancing the mechanical and tribological performance of the material. In many applications, the components required only improved surface properties without changing the entire volume properties of the material. The friction stir process (FSP) is a novel processing technique for the fabrication of such surface composites. In the present investigation, the surface composites were fabricated by incorporating molybdenum disulfide ( MoS2) and graphite (Gr) as reinforcement on the surface of aluminum alloy (Al 1120) through the friction stir process (FSP) at tool rotational speed of 1400 rpm and tool feed rate of 40 mm/min process parameters using square profile FSP tool. The tribological behaviors of fabricated surface composites were calculated by using a pin on disk tribometer. It was observed that the wear resistance of surface composites improved as compared to the matrix material.

In a previous paper, ambient vibration tests were conducted on a cable stayed bridge with resilient-friction base isolation systems (R-FBI) to extract the dynamic characteristics of the bridge and compare the results with a seismic analysis model. In this paper, a nonlinear seismic analysis model was established for analysis of the bridge to compare the difference in seismic responses between nonlinear time history analysis and multi-mode spectral analysis methods in the seismic design phase of cable supported bridges. Through these studies, it was confirmed that the seismic design procedures of the “Korean Highway Bridge Design Code (Limit State Design) for Cable Supported Bridges” is not suitable for cable supported bridges installed with R-FBI. Therefore, to reflect the actual dynamic characteristics of the R-FBI installed on cable-supported bridges, an improved seismic design procedure is proposed that applies the seismic analysis method differently depending on the seismic isolation effect of the R-FBI for each seismic performance level.

In this study, a field bridge test was conducted to find the dynamic properties of cable supported bridges with resilient-friction base isolation systems (R-FBI). Various ambient vibration tests were performed to estimate dynamic properties of a test bridge using trucks in a non-transportation state before opening of the bridge and by ordinary traffic loadings about one year later after opening of the bridge. The dynamic properties found from the results of the tests were compared with an analysis model. From the result of the ambient vibration tests of the cable supported bridge with R-FBI, it was confirmed that the dynamic properties were sensitive to the stiffness of the R-FBI in the bridge, and the seismic analysis model of the test bridge using the effective stiffness of the R-FBI was insufficient for reflecting the dynamic behavior of the bridge. In the case of cable supported bridges, the seismic design must follow the “Korean Highway Bridge Design Code (Limit State Design) for Cable supported bridges.” Therefore, in order to reflect the actual behavior characteristics of the R-FBI installed on cable-supported bridges, an improved seismic design procedure should be proposed.

본 연구는 쿨롱마찰을 갖는 동적시스템의 기초적인 연구로써 단자유도계의 자유진동응답에 대한 닫힌 해를 제공하는 것을 목적으로 한다. 쿨롱마찰을 포함하는 동적시스템의 운동방정식은 운동방향에 따른 마찰력의 부호변화로 인하여 비선형 미분방정식의 형태로 표현되기 때문에 닫힌 형태의 해를 얻기가 매우 어려운 특성이 있다. 이를 해결하기 위한 기존의 방법으로는 수치적분법에 의해 비선형 미분방정식을 직접 계산하거나 또는, 쿨롱마찰에 의한 감쇠효과를 등가점성감쇠로 치환한 선형 미분방정식을 이용하여 간접적으로 해를 구하는 방법이 사용되고 있다. 그러나 이러한 방법들은 수학적인 측면에서 닫힌 해를 제공하지 않는다. 따라서 본 연구에서 는 운동방정식에서 반주기 구간마다 반전되는 마찰력의 부호변화를 고려하고, 이를 멱급수를 이용하여 전 구간으로 확장시킴으로써 쿨롱마찰을 고려한 단자유도계의 자유진동응답에 대해서 수학적으로 닫힌 해를 유도하였다. 또한, 마찰력의 크기가 강성에 의한 복 원력의 크기보다 커지는 순간에 자유진동 운동이 정지하는 조건을 이용함으로써 주어진 초기조건에 대해서 예측되는 자유진동 반주기의 수와 운동이 정지하는 순간의 정확한 응답 값을 제안하였다.

층류 경계층 내 반구에 의해 유기되는 말굽와류를 흡입 제어했을 때 후류영역에서의 마찰저항 변화를 측정하였다. 이를 위해 회류수조에서 유동가시화를 실시하여 최적의 자유유속, 반구 크기 및 흡입제어 구멍 크기를 결정하였고, 반구 후류영역에 설치된 평판과 연결된 동력계로 표면 마찰저항 감소를 측정하는 실험을 수행하였다. 평판에 설치된 반구 전방에는 유입 유동에 의해 반구를 감싸는 말굽와류가 생성되며 그 주위 와도 방향에 의해 후류영역으로는 빠른 유속의 유동이 유입되어 머리핀 와류 생성을 촉진시킨다. 따라서 반구 전방에 생성되는 말굽와류 세기를 흡입 제어에 의해 약화시킴으로써 반구 좌우측으로 길게 형성된 유속방향 와류가 후류영역으로 공급하는 에너지는 감소하게 된다. 즉, 반구 전방의 말굽와류를 제어함으로써 후류영역으로부터 생성되는 헤어핀 와류 발생 주파수가 줄어 들게 된다. 염료 주입을 이용한 유동 가시화 영상을 해석한 결과로 머리핀 와류의 발생 빈도가 흡입제어에 의해 36.4 % 감소되었고, 후류 영역에서 측정된 표면 마찰저항은 2.3 % 감소되는 것으로 나타났다.

In order to develop the compatible damping device in various vibration source, a hybrid wall-type damper combining slit and friction damper in parallel was developed. Cyclic loading tests and two-story RC reinforced frame tests were performed for structural performance verification. As a result of the 5-cyclic loading test according to KBC-2016 and low displacement cyclic fatigue test, The hybrid wall type damper increased its strength and the ductility was the same as that of the slit damper. In addition, As a result of the two-layer frame test, the reinforced frame had about twice the strength of the unreinforced frame, and the story drift ratio was satisfied to Life Safety Level.

This research combines the liquid carbon precursor infiltration process for carbon/carbon composites with the fabrication procedure for organic, carbon-matrix friction materials in automotive. In the densification process, different liquid carbon precursors and numbers of densification cycle are adopted to investigate the influence on physical and mechanical properties, microstructure and tribological behavior. Experimental results indicate that the infiltration of liquid carbon precursors could improve the physical, mechanical properties and tribological performances of organic friction materials. The open porosity decreases with the number of densification cycle. Both bulk density and hardness increase with the number of densification cycle. The resin-based specimens show higher hardness and lower open porosity than those of the pitch-based specimens after each densification cycle. The tribological measurement of specimens with different carbon precursors shows that the pitch-based specimen shows lower and more stable friction coefficients and exhibits lower weight losses in comparison with other carbon precursors. Morphological observations show that a large area of smooth lubricative film was easily presented on the worn surfaces of the pitch-based specimens, whereas it was seldom observed on the worn surfaces of the preform specimen and resin-based specimens.

PURPOSES : This paper is aimed at suggesting a novel approach for determining the pavement condition rating based on the tire-surface friction noise using a machine learning algorithm as a low-end pavement condition monitoring system. METHODS : Vehicle on-board type noise measurement system according to the ISO11819-2, and the K-nearest neighbors with dynamic time warping algorithm were applied. The system and algorithm were empirically tested with a field study. RESULTS : The developed AI- and noise-based pavement condition monitoring system demonstrated significantly positive results with a precision 90.8%, recall 84.8%, and f1-score 86.1%. CONCLUSIONS: We herein confirmed that the acoustic property between the tire and road surface can be used for monitoring pavement conditions. It is believed this finding presented a new paradigm for monitoring pavement conditions based on visual information. However, extensive studies focused on the practical application of this method are required.

Since the directly bonded interface between TiAl alloy and SCM440 includes lots of cracks and generated intermetallic compounds(IMCs) such as TiC, FeTi, and Fe2Ti, the interfacial strength can be significantly reduced. Therefore, in this study, Cu is selected as an insert metal to improve the lower tensile strength of the joint between TiAl alloy and SCM440 during friction welding. As a result, newly formed IMCs, such as Cu2TiAl, CuTiAl, and TiCu2, are found at the interface between TiAl alloy and Cu layer and the thickness of IMCs layers is found to vary with friction time. In addition, to determine the relationship between the thickness of the IMCs and the strength of the welded interfaces, a tensile test was performed using sub-size specimens obtained from the center to the peripheral region of the friction-welded interface. The results are discussed in terms of changes in the IMCs and the underlying deformation mechanism. Finally, it is found that the friction welding process needs to be idealized because IMCs generated between TiAl alloy and Cu act to not only increase the bonding strength but also form an easy path of fracture propagation.

This is an experimental study where the coefficient of friction between engine pulley and V-Belt is obtained. The experimental method is applied pulleys made of existing steel and aluminium materials. The relative friction workpiece is a v-belt incorporating rubber with cloth. The friction test uses a pin-on-disk friction modulator and measures the coefficient of friction depending on the number of revolutions in the disc. As a result, in the case of aluminum material, there was a sliding phenomenon because the coefficient of friction was small when accelerating and decelerating. Also, the variation of the friction coefficient was severe when the rotation speed was increased or decreased. Therefore, it is considered that the aluminum pulley is slippery even if it is fit to the structural rigidity. Therefore, in order to secure a stable friction coefficient, the pulley groove surface will be surface-treated, a special alloy is added, or a heat treatment is required.

We evaluate the properties of friction welded STK400 steel tube in terms of the relationship between microstructures and mechanical properties. Friction welding is conducted at a rotation speed of 1,600 rpm and upset time of 3-7 sec for different thicknesses of STK 400 tubes. To analyse the grain boundary characteristic distributions(GBCDs) in the welded zone, electron backscattering diffraction(EBSD) method is introduced. The results show that a decrease in welding time (3 sec.) creates a notable increase grain refinement so that the average grain size decreases from 15.1 μm in the base material to 4.5 μm in the welded zone. These refined grains achieve significantly enhanced microhardness and a slightly higher yield and higher tensile strengths than those of the base material. In particular, all the tensile tested specimens experience a fracture aspect at the base material zone but not at the welded zone, which means a soundly welded state for all conditions

With the recent remarkable improvements in the average speeds of contemporary trains, a necessity has arisen for the development of new friction modifiers to improve adhesion characteristics at the wheel-rail interface. The friction modifier must be designed to reduce slippage or sliding of the trains’ wheels on the rails under conditions of rapid acceleration or braking without excessive rolling contact wear. In this study, a novel composite material consisting of metal, ceramic, and polymer is proposed as a friction modifier to improve adhesion between wheels and rails. A blend of Al-6Cu-0.5Mg metallic powder, Al2O3 ceramic powder, and Bakelite-based polymer in various weight-fractions is hot-pressed at 150oC to form a bulk composite material. Variation in the adhesion coefficient is evaluated using a high-speed wheel-rail friction tester, with and without application of the composite friction modifier, under both dry and wet conditions. The effect of varying the weighting fractions of metal and ceramic friction powders is detailed in the paper.

In this study, Equivalent fracture strain and Fracture energy were evaluated with the small punch test(SP test) for friction stir welded(FSW) Al6061-T6 sheets. With the three rotation speeds and the three feeding rate, The nine different conditions of FSW were prepared for the SP test. The SP test specimens were manufactured and tested on the advancing side, center, and retreating side to the tool rotation direction. From the SP test data, the equivalent fracture strain and the fracture energy were analyzed. The high value of equivalent fracture strain was attained form tool rotational speed 900RPM and feeding rate 330mm/min. It is found that its characteristic is about 14% higher than the value of condition 1100RPM-330mm/min that have the lowest value. The high value of fracture energy was obtained from the tool rotation speed 900RPM and feeding rate 330mm/min. The lowest fracture energy, which from 1000RPM-300mm/min, was approximately 16% difference to the highest value.

본 연구의 목적은 마찰력의 크기에 따른 동조질량감쇠기(Tuned mass damper, 이하 TMD)의 성능변화를 조사하고, 이에 기초 하여 TMD의 최적 설계 파라미터를 결정하는 것이다. 일반적인 TMD 설계는 레일의 마찰력을 최소화하는 것을 전제로, 진동수비와 감 쇠비의 최적값이 제시되어 있다. 본 연구에서는 선형점성, 마찰력, 그리고 점성과 마찰을 동시에 가지는 TMD에 대하여 조화하중과 랜덤하중을 사용한 수치해석을 통해 최적진동수비와 최적감쇠비의 변화를 조사하였다. 마찰력의 경우에도 점성감쇠와 같이 특정 크기까지는 제어효율이 증가하나, 특정 값 이상에서는 TMD 성능이 급격히 저하되는 특성을 가진다. 점성감쇠와 마찰력이 동시에 존재하는 경우, 마찰력이 증가함에 따라 최적감쇠비가 감소하였으며, 마찰력의 크기를 반드시 고려하여 최적감쇠비를 결정해야한다. 풍하중을 받는 76층 벤치마크 구조물에 설치된 TMD에 대한 설계를 통해 제안된 최적 파라미터가 제어성능을 향상시키는 데 있어 유효함을 확인하였다.