• Journal of Korea Water Resources Association
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• v.36 no.1
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• pp.87-104
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• 2003

A numerical model of surface runoff and river flow has been applied to small- and large-size catchment areas in order to investigate the physical characteristics of river flow during flood period. Several refinements are made on the existing model SIRG-RS for the ways of rainfall input through surface runoff, river junction treatment and the computation of river flow on steep slope. For the computation of frictional forces, employed is the power law of friction factor which is a function of Reynolds number and relative roughness height. The empirical equation of friction factor is developed using recent field data as well as laboratory data. The refined model has been applied to small-size catchment area as well as large-size catchment area, and the computation results are found in good agreement with the observations in both cases.

• Journal of the Korean Vacuum Society
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• v.20 no.6
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• pp.395-402
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• 2011

The nanomechanical properties of fully lithiated and unlithiated silicon nanowire deposited on silicon substrate have been studied with atomic force microscopy. Silicon nanowires were synthesized using the vapor-liquid-solid process on stainless steel substrates using Au catalyst. Fully lithiated silicon nanowires were obtained by using the electrochemical method, followed by drop-casting on the silicon substrate. The roughness, derived from a line profile of the surface measured in contact mode atomic force microscopy, has a smaller value ($0.65{\pm}0.05$ nm) for lithiated silicon nanowire and a higher value ($1.72{\pm}0.16$ nm) for unlithiated silicon nanowire. Force spectroscopy was utilitzed to study the influence of lithiation on the tip-surface adhesion force. Lithiated silicon nanowire revealed a smaller value (~15 nN) than that of the Si nanowire substrate (~60 nN) by a factor of two, while the adhesion force of the silicon nanowire is similar to that of the silicon substrate. The elastic local spring constants obtained from the force-distance curve, also shows that the unlithiated silicon nanowire has a relatively smaller value (16.98 N/m) than lithiated silicon nanowire (66.30 N/m) due to the elastically soft amorphous structures. The frictional forces of lithiated and unlithiated silicon nanowire were obtained within the range of 0.5-4.0 Hz and 0.01-200 nN for velocity and load dependency, respectively. We explain the trend of adhesion and modulus in light of the materials properties of silicon and lithiated silicon. The results suggest a useful method for chemical identification of the lithiated region during the charging and discharging process.

• Journal of Wetlands Research
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• v.16 no.3
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• pp.423-429
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• 2014

Due to high imperviousness rates of the roads, various pollutants originated from vehicle activities and air depositions are accumulated on the road surfaces. The washed-off pollutants can deteriorate the water quality and destroy the aqua-ecosystems with their toxicity. Usually the roads are paved with asphalt and concrete, which can affect on the pollutant concentrations with different frictional forces. Therefore, this research is performed to evaluate the influences of different pavement type on discharged concentrations of pollutant. The results shows the first flush phenomenon was occurred on both pavement types. However, peak concentrations are higher in concrete pavement areas than asphalt pavement because concrete pavement has high contact area with vehicles. The EMCs(Event Mean Concentration) also shows high values in concrete paved roads. As a result of this research, it can be concluded the pavement type is also one of the important affecting factors on pollutant emissions from the roads.

• Journal of the Korea Concrete Institute
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• v.23 no.3
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• pp.339-346
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• 2011

The effects of mineral admixtures on the bonding properties of cement mortar to polyolefin based synthetic fiber were evaluated. The mineral admixtures consisted of 0%, 5%, 10%, and 15% fly ash, blast furnace slag, and metakaolin in cement. Bond interactions between the cement mortar and the polyolefin based synthetic fiber were determined by Dog-bone bond tests. Bond tests of the polyolefin based synthetic fiber showed an increase in pullout load with the strength of the cement mortar. Also, the interface toughness of polyolefin based synthetic fiber in cement mortar increased as the fly ash, blast furnace slag, and metakaolin contents increased. The microstructure of polyolefin based synthetic fiber surface was examined after the pullout test to analyze the frictional resistant force according to the replacement ratio of fly ash, blast furnace slag, and metakaolin during the pullout process of polyolefin based synthetic fiber in cement mortar. The scratched of polyolefin based synthetic fibers increased with the replacement ratio of fly ash, blast furnace slag, and metakaolin. Also, the interface toughness was enhanced by adhesion forces induced by the fly ash, blast furnace slag, and metakaolin.

• The korean journal of orthodontics
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• v.35 no.2 s.109
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• pp.116-126
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• 2005

The object of this study was to evaluate how friction that occurs during the sliding movement of an orthodontic archwire through orthodontic brackets is differently affected by variant designs and ingredients of brackets and archwires and bracket-archwire angles. In order to simulate the situations which could occur during orthodontic treatment with fixed appliances, 4 types of brackets (Gemini, a stainless steel twin bracket, Mini Uni-Twiu. a stainless steel bracket with a single bracket design and narrow mesio-distal width; Clarity, a metal-reinforced ceramic bracket; Transcend, a ceramic bracket) and 3 types of orthodontic archwires $(0.016',\; 0.016{\times}0.022'\;stainless\;steel,\;0.016'\;Nitinol)$ were used and the bracket-archwire angles were controlled as $0^{\circ},\;3^{\circ}\;6^{\circ},\;and\;9^{\circ}$ Gemini significantly show and the lowest static and kinetic frictions (P<0.001) Clarity showed the highest static and kinetic frictions with a bracket-archwire angle of $0^{\circ}$. and Transcend at $6^{\circ}\;and\;9^{\circ}$ (P<0.001). An $0.016{\times}0.022'$ stainless steel rectangular archwire significantly showed the highest static and kinetic frictions (P<0.01). The lowest static and kinetic frictions were observed when the bracket-archwire angles were $0^{\circ}\;and\;3^{\circ}$ with 0.010' stainless steel round archwires (P<0.01), and $6^{\circ}\;and\;9^{\circ}$ with 0.016 Nitinol (P<0.001). The static and kinetic frictions were increased as the bracket-archwire angles were increased (P<0.001)

• Proceedings of the Korean Society of Propulsion Engineers Conference
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• 2008.03a
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• pp.671-679
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• 2008

The effect of Pre-cooled Turbojet Engine installation and nozzle exhaust jet on Hypersonic Turbojet EXperimental aircraft(HYTEX aircraft) were investigated by three-dimensional numerical analyses to obtain aerodynamic characteristics of the aircraft during its in-flight condition. First, simulations of wind tunnel experiment using small scale model of the aircraft with and without the rectangular duct reproducing engine was performed at M=5.1 condition in order to validate the calculation code. Here, good agreements with experimental data were obtained regarding centerline wall pressures on the aircraft and aerodynamic coefficients of forces and moments acting on the aircraft. Next, full scale integrated analysis of the aircraft and the engine were conducted for flight Mach numbers of M=5.0, 4.0, 3.5, 3.0, and 2.0. Increasing the angle of attack $\alpha$ of the aircraft in M=5.0 flight increased the mass flow rate of the air captured at the intake due to pre-compression effect of the nose shockwave, also increasing the thrust obtained at the engine plug nozzle. Sufficient thrust for acceleration were obtained at $\alpha=3$ and 5 degrees. Increase of flight Mach number at $\alpha=0$ degrees resulted in decrease of mass flow rate captured at the engine intake, and thus decrease in thrust at the nozzle. The thrust was sufficient for acceleration at M=3.5 and lower cases. Lift force on the aircraft was increased by the integration of engine on the aircraft for all varying angles of attack or flight Mach numbers. However, the slope of lift increase when increasing flight Mach number showed decrease as flight Mach number reach to M=5.0, due to the separation shockwave at the upper surface of the aircraft. Pitch moment of the aircraft was not affected by the installation of the engines for all angles of attack at M=5.0 condition. In low Mach number cases at $\alpha=0$ degrees, installation of the engines increased the pitch moment compared to no engine configuration. Installation of the engines increased the frictional drag on the aircraft, and its percentage to the total drag ranged between 30-50% for varying angle of attack in M=5.0 flight.

• Journal of The Korean Society For Urban Railway
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• v.6 no.4
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• pp.383-392
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• 2018

This study investigated the change of additional axial stress of rail and reaction force at bridge bearings due to the track-bridge interaction when laying CWR on non-ballasted railway bridges including truss bridges with relatively long span. According to the results of the present study, additional axial stresses of rail and reaction forces at bridge bearings showed a large increase when CWR is installed on the non-ballasted railway bridge. The additional axial stress of rail can be acceptable if sufficient lateral resistance can be obtained. However, if the reaction force increases, there is a risk of damage of the bearing or pier, and therefore, it is necessary to take measures to mitigate the reaction force. It is found that additional axial stress of rail decreases when considering the frictional resistance of the bridge movable support, but its effect on the bearing reaction force is very small. On the other hand, when the longitudinal track restraint decreases, both additional axial stress of rail and bearing reaction force are reduced to a large extent. Also, when the ZLR fastening devices are applied to the region where the additional axial stress of rail is highest, bearing reaction force as well as additional axial stress of rail greatly decreased. Therefore, the application of ZLR fastening devices with the reduction of the longitudinal track restraints is very effective for installing CWR on non-ballasted railway bridges.

• Journal of the Korean institute of surface engineering
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• v.53 no.6
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• pp.271-279
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• 2020

Non-ferrous metals, widely used in the mechanical industry, are difficult to machine, particularly by drilling and tapping. Since non-ferrous metals have a strong tendency to adhere to the cutting tool, the tool life is greatly deteriorated. Diamond-like carbon (DLC) is one of the promising candidates to improve the performance and life of cutting tool due to their low frictional property. In this study, a sacrificial DLC layer is applied on the hard nitride coated drill tool to improve the durability. The DLC coatings are fabricated by controlling the acceleration voltage of the linear ion source in the range of 0.6~1.8 kV. As a result, the optimized hardness(20 GPa) and wear resistance(1.4 x 10-8 ㎣/N·m) were obtained at the 1.4 kV. Then, the optimized DLC coating is applied as an sacrificial layer on the hard nitride coating to evaluate the performance and life of cutting tool. The Vickers hardness of the composite coatings were similar to those of the nitride coatings (AlCrN, AlTiSiN), but the friction coefficients were significantly reduced to 0.13 compared to 0.63 of nitride coatings. The drilling test were performed on S55C plate using a drilling machine at rotation speed of 2,500 rpm and penetration rate of 0.25 m/rev. The result showed that the wear width of the composite coated drills were 200 % lower than those of the AlCrN, AlTiSiN coated drills. In addition, the cutting forces of the composite coated drills were 13 and 15 % lower than that of AlCrN, AlTiSiN coated drills, respectively, as it reduced the aluminum clogging. Finally, the application of the DLC sacrificial layer prevents initial chipping through its low friction property and improves drilling quality with efficient chip removal.