A wire rod, a material for multistage cold forging, is subjected to spheroidization and low annealing heat treatment to secure formability, and a phosphate coating treatment on the material surface to secure lubricity. The film layer produced by the phosphate treatment process is involved in adhesion to the material surface, adhesion to the forging die surface, and lubricity. This results in the increase or decrease of the forming load and the increase or decrease of the die life in the cold forging process. In particular, as the cold forging process progresses, the phosphate film is damaged and the original performance is deteriorated, so there is a high possibility of process defects. In case of excessive damage, the film is completely lost and die soldering occurs. Therefore, in this study, quantitative criteria for phosphate film damage are presented and the effect on the cold forging process is analyzed based on this to improve process analysis prediction accuracy. Therefore, in this study, quantitative criteria for phosphate film damage are presented, and based on this, the friction coefficient in the multi-stage cold forging process is to be derived.

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.

Middle size of membrane retractable roof is under 25m span which consists of various moving systems. Trolley is the system that leads the membrane to parking place, transferring the load from the membrane to structural cable. When membrane closes roof completely, thus, structural behavior of trolley, which may contain various material with different friction coefficients, should be investigated by vertical load. Nummerical simulation of trolley prototypes, in this research, was performed by incrementation of vertical load. Consequently, this paper studied proper friction characteristics and provided the effective inner materials of trolley.

In this study, to confirm the effect of alloying elements on the phase transformation and conditions of the friction stir process, we processed two materials, SS400 and SM45C steels, by a friction stir process (FSP) under various conditions. We analyzed the mechanical properties and microstructure of the friction stir processed zone of SS400 and SM45C steels processed under 400RPM - 100mm/min conditions. We detected no macro (tunnel defect) or micro (void, micro crack) defects in the specimens. The grain refinement in the specimens occurred by dynamic recrystallization and stirring. The microstructure at the friction stir processed zone of the SS400 specimen consisted of an α-phase. On the other hand, the microstructure at the friction stir processed zone of the SM45 specimen consisted of an α-phase, Fe3C and martensite due to a high cooling rate and high carbon content. Furthermore, the hardness and impact absorption energy of the friction stir processed zone were higher than those of base metals. The hardness and impact absorption energy of FSPed SM45C were higher than that of FSPed SS400. Our results confirmed the effect of alloying elements on the phase transformation and mechanical properties of the friction stir processed zone.

Friction welding in dissimilar materials is widely applied in various engineering fields such as automobiles, rolling stocks, machine tools. Since interface edges of Friction-welded materials have stress singularity by differences of mechanical properties and temperature changes, it is necessary to assess stress singularity with the variation of flash shape and length. In this paper, the influences which the flashes created by friction welding concern to the stress singularity at interface edges are investigated. Through stress analysis by the BEM and static experiments, the influences were studied quantitatively, the stress singularity greatly depends on the shape of the flash and its size.

The main contributors to the friction in modern internal combustion engines were identified at the top ring around the top dead center of the stroke. In this study, variations of the friction force between piston ring and cylinder liner were varied with piston speed, normal load and oil temperature as well as the properties of the ring materials were investigated experimentally. Their frictional behaviors when sliding against the steel cylinder bore materials lubricated with 10W-30 oil for a commercial medium speed diesel engine were investigated using a Pin-On-Disk tribotester. The results show that the hardness of ring has less effect on the friction force in comparison to the piston speed, normal load and oil temperature. And friction force is lower with harder metals.

The friction characteristics of automotive brake friction materials that contained different ceramic content were investigated. Several kinds of raw materials, such as resin-based binder, reinforcing fiber, friction restraint, abrasive, and filling materials were mixed, pressed, and heated in order to make the brake friction materials. The contents of SiC and BaSO4 changed from 5 vol% to 20 vol%, respectively. In addition to this, the content of Al2O3 adjusted from 1 vol% to 16 vol%. The surface morphology of the SiC containing sample appeared rough while more debris was observed when the contents of SiC increased. This implies that the SiC containing brake composite was not adequate for the automobile. However, the relatively smooth surface was observed in samples that contained the Al2O3. But the roughness was low with a content of 11 vol% Al2O3 compared to the other samples. This is consistent with the abrasive properties of the samples. In the case of BaSO4 containing samples, the smoothes surface was observed in the contents of 15 vol% BaSO4. Thus, it was concluded that the 11 vol% Al2O3 and 15 vol% BaSO4 containing composite would be the optimum content for the brake composite. Similar to the results of the surface morphology, the abrasion resistance consistently decreased when the content of SiC increased. On the contrary, the sample that contained 11 vol% Al2O3 and 15 vol% BaSO4 showed the highest abrasion resistance compared to the other samples.

In this study, the structural stability of stone pagoda in Korea is evaluated with regard to the contact characteristics between stone blocks and a method for restoring the static stability of the stone pagoda by increasing the friction coefficient between stone blocks are proposed. Existing steel insertions, which are used for a temporary retrofitting method, bring about not only decoloration on the surface due to its corrosion but also stress concentration in stone blocks which may end up fracturing blocks. In order to replace the stiff insertions such as iron with ductile materials, lead or tin, experirnental test is conducted for identifying the friction characteristics of stone blocks without/with various types of insertions and the results indicated that a ductile compound metal insertion brought about the increase of the friction coefficients when compared to the existing iron insertion.

The marine structures with sea water cooling system always expose to the oceanic atmosphere. Therefore, the protection of the equipments is very important. To investigate the effectiveness of advanced composite materials for the application in offshore environments, the tensile test, hardness test, undercutting property test, permeance test and the friction and wear test were carried out by using various applicable coating materials. The main results obtained can be summarized as follows; 1. The micro-hardness of the Archcoat 502B showed the highest value. 2. The coefficient of friction of the Rigspray coating at the speed of 2.21m/sec showed the lowest value, and that of the Archcoat 502B coating at 1.08m/sec and 0.18m/sec indicated the lowest values. 3. The wear mass at the speed of 0.18m/sec and 1.08m/sec in dry condition showed the smallest values. 4. The Archcoat 502B coating is fitted to the dynamic instruments in the range of low speed and middle speed. Rigspray coating is fitted to the dynamic instruments in the range of high speed. 5. The wear mass of five kinds of coating materials at the range of low speed was very small, and those of the Archcoat S02B, Archcoat 402B and Rigspray coating at high speed range were quitely smaller than those of the Modified Epoxy and Tar Epoxy.

The sliding materials for bridge supports are used to ensure the seismic performance or to absorb thermal deformation of bridge decks. The sliding plates in the bridge-bearings directly transfer vertical loads and horizontal displacements to piers. To construct bridge economically, bridge-bearings are required to endure higher vertical load capacity. Therefore, smaller and stiffer sliding materials have been being developed to improve vertical loading capacity of bearings. In this study, friction coefficient tests were accomplished with the sliding materials applied for bridge bearings. Three different types of friction materials (PTFE, C-Lube, and UHMWPE) were tested with equivalent compressive stress, velocity, and displacement respectively. Based on the experimental results of each material, the horizontal stiffness and energy dissipation capacities of bearings were compared and analyzed through the design of the friction pendulum bearing as well.