• Transactions of the Korean Society of Machine Tool Engineers
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• v.10 no.6
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• pp.78-84
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• 2001

In the present study, SiCSi-$Si_3 N_4$-SiC ceramic composites that contained up to 30 wt% of dispersed SiC particles were fabricat-ed cia hot-pressing with an oxynitride glass. The microstructure, the mechanical properties and the cutting performance of resulting ceramic composites were investigated. By fixing the composition as $Si_3 N_4$-20wf%SiC, the effect of sintering time on the microstructure, the mechanical properties and the cutting performance were also investigated. The longer sir-tering time is, the bigger the grain size of SiC is. The fracture toughness(-$K_k$) of the $Si_3 N_4$-SiC ceramic composites increased with the increase of gain size, while the flexural strengthh($\sigma$) decreased. For machining SCM440, the insert with 20wt%r SiC sintered for 8 hours showed the longest tool life while the insert with 20wt% SiC sintered for 12 hours showed the longest tool life for machining gray cast iron.

• Tribology and Lubricants
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• v.25 no.1
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• pp.61-65
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• 2009

Tribological properties of the semi-metallic friction materials containing different solid lubricants (graphite, $WS_2$, $MoS_2$) were investigated. The friction materials were fabricated with an experimental formulation and tested with gray cast iron disks. Results showed that graphite contributed to stabilize the friction coefficient during run-in processes. Also, graphite provided better fade resistance than that of $WS_2$ and $MoS_2$. At intermediate temperature ranges, however, friction materials with $WS_2$ or $MoS_2$ maintained higher friction effectiveness than that of graphite. On the other hand, friction materials containing $MoS_2$ showed increased wear rates than that with graphite or $WS_2$. Friction materials with proper combinations of two solid lubricants showed better friction and wear properties than that of the friction materials containing single solid lubricant.

• Conservation Science in Museum
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• v.7
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• pp.25-31
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• 2006

We performed the conservation treatment for Bigyeokchinjeonnoe (A kind of time bomb in the Joseon Dynasty) excavated from Hwawangsanseong Fortress in Changnyeong-gun, Gyeongsangnam-do Province. Part of the Bigyeokchinjeonnoe has been lost; we did not restore the lost part so that one can observe the inside through it. The results of X-ray investigation and C. T (Computed Tomography) scan proved the generation of many blowholes around the molding line during the casting process; a hole in the casting mold to maintain inner mold during casting was identified on the surface and traces of fortifying this part with iron plate were also identified. The main ingredients of the blue corrosion on the surface were identified as O, Fe, P, Si and Al by SEM/EDS analysis. The result of XRD analysis identified the blue corrosion as vivianite [Fe₃(PO₄)₂·8H₂O]. The metal structure clarified its material was gray cast iron.

• Korean Journal of Heritage: History & Science
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• v.57 no.2
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• pp.6-25
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• 2024

This study concentrated on a report on the results of smelting experiments conducted eight times by the Jungwon National Research Institute of Cultural Heritage, put together the goals and results of the operation, and examined changes in the content of experiments and in the experimental results. First, changes related to operation, such as the ratio of raw materials to fuel and the presence or absence of additives, were reviewed depending on the operation goal. In addition, the results of metallurgical analysis of raw materials, formations, and byproducts were summarized and reviewed by comparing them with materials excavated from the ruins. The operation method varied up to the eighth smelting experiment in terms of iron ore roasting, additives, and raw material/fuel ratio. After reviewing the results again, pure iron with a low carbon content began to be confirmed through metallurgical analysis. As a result, it was confirmed that the charging ratio of raw materials and fuel plays an important role depending on the purpose of production. In addition, most of the products are gray cast iron, and it was deemed that this is due to changes in the internal structure of the pig iron while it was left in the furnace for a long time. The iron was an ingot that was in a molten state even though the carbon content did not reach 4.3%, where the process reaction takes place, and it was deemed to have been caused by excessive operating temperature. Based on the previously reviewed results and the structure and shape of the experimental furnace used in other ironmaking technology restoration experiments, this study finally attempted to restore the structure of an ancient iron smelting furnace, including the furnace's upper structure. By comprehensively referring to the remaining conditions of the excavated iron smelting furnace and the characteristics of the blow pipe, the form of the ancient iron smelting furnace was subdivided into six categories: furnace wall thickness, furnace height, blower height, blow pipe size, furnace inner wall shape, and top shape, and a restoration plan was proposed. To improve the problems of the restoration plan and the Jungwon National Research Institute of Cultural Heritage's experiments that have been conducted through continuous trial and error, an experiment that reflects changes in operating methods by lowering the furnace height and controlling the blowing volume is necessary.

• Proceedings of the Korean Institute of Surface Engineering Conference
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• 2016.11a
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• pp.142-142
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• 2016

무전해 니켈 도금은 산업기계 부품, 자동차 부품, 항공 및 전자 통신 부품 등에 이르기까지 산업 전반에서 폭넓게 사용되고 있다. 이는 무전해 니켈 도금 층이 우수한 균일성, 내마멸성, 내식성 등을 지녀 관련 연구가 지속적으로 활발하게 진행되어 왔기 때문이다. 특히, 최근에 이르기까지 도금 층이 얇고, 우수한 내마멸성 및 낮은 마찰계수를 활용한 무전해 니켈 도금은 산업현장에서 기계 부품들의 수명을 연장시키고, 그 성능을 개선시키는데 용이하게 적용되고 있다. 본 연구에서는 이와 같이 무전해 니켈 도금 층의 우수한 특성을 활용하여 해수 부식과 캐비테이션-침식 복합 환경 하에 놓여 있는 금속 재료의 손상을 방지하고자 하였다. 이는 선박의 경우 최근 고속화, 대형화 추세에 따라 부품의 내구성 향상과 연비 효율성이 더욱 강조되고 있으며, 그에 따라 해수 속에서 고속 회전으로 더욱 가혹해진 캐비테이션 침식-부식 환경하에 놓인 선박의 프로펠러, 펌프 임펠러 및 케이싱 등의 금속재료 자체를 보호할 수 있는 고성능 재료의 개발이 요구되고 있기 때문이다. 또한 해양환경 하에서 무전해 니켈 도금 층에 대한 캐비테이션 침식 손상에 대한 연구는 미비한 실정이다. 본 연구에서는 회주철 표면에 무전해 니켈 도금을 실시하여 캐비테이션 침식 손상을 방지하고자 하였다. 무전해 니켈 도금을 실시하기 전 도금 층을 균일하게 형성하기 위해 샌드 페이퍼 #1200까지 연마 후 알칼리 탈지 실시하고, 산세(10% HCl)와 수세를 순차적으로 실시하여 전처리하였다. 이후 무전해 니켈 도금은 황산니켈, 차아인산나트륨, 구연산, 아세트산나트륨 그리고 미량의 질산납으로 구성된 도금욕에서 pH 4-6, $80-90^{\circ}C$의 조건으로 실시하였으며, pH는 NaOH를 이용하여 조정하였다. 이렇게 제작된 무전해 니켈 도금 층에 대하여 천연 해수 속에서 ASTM-G32 규정에 의거한 캐비테이션 침식실험을 통해 내구성을 평가하였다. 캐비테이션 실험 후에는 무게 감소량, 표면 손상깊이, 침식 손상 경향 등을 종합적으로 분석 비교하였다. 그 결과, 회주철에 대하여 무전해 니켈 도금을 실시할 경우 현저한 캐비테이션-침식 저항성 향상이 관찰되었다.

• Tribology and Lubricants
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• v.13 no.1
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• pp.34-41
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• 1997

Frictional behavior of three automotive friction materials (brake pads) containing different amounts of antimony trisulfide ($Sb_2S_3$) and zirconium silicate ($ZRSiO_4$) were investigated using a front brake system. The friction materials were tested on a brake dynamometer (dyno) with gray cast iron rotors. The dynamometer(dyno) test simulated the dragging of a ehicle maintaining 70 km/h and vehicle stops from 100 km/h using 20 different combinations of initial brake temperature (IBT) and input pressure (IP). The results showed a strong influence of the relative amount of $Sb_2S_3$ and $ZrSiO_4$ in friction materials on friction characteristics. Friction stability was improved with the higher concentration of $Sb_2S_3$ in the friction material. Torque variation during drag cycle was increased with an increase of the $ZrSiO_4$ concentration in the friction material. Average friction coefficient and the wear rate of the friction material increased by using more aggressive friction materials containing more $ZrSiO_4$ and less $Sb_2S_3$. Generation of the disk thickness variation (DTV) increased when friction materials with higher concentration of $ZrSiO_4$ were used Careful examination of DTV change showed that aggressiveness of the friction material played an important role in determining torque variation.

• Korean Journal of Materials Research
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• v.8 no.7
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• pp.648-652
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• 1998

TIG remelting was performed to harden the surface of automobile earn shaft. Multipass remelting was conducted in longitudinal direction under argon gas atmosphere. The microstructure of as-east earn shaft was gray iron which consisted of flake graphite and pearlitic matrix. The remelted area had microstructue of both fine pearlite and ledeburite structure that consisted of globular austenite and $Fe_3C$. Hardness for as-cast earn shaft had HRc 25~28, however it increased at remelted area to HRc 53~55. Black line was found at heat affected zone next to the fusion line, that is remelt area of previous pass, during multipass remelting. Black line was identified as graphite, which was transformed from $Fe_3C$. in the ledeburite structure. It is observed that all graphites were nucleated at $Fe_3C$. and matrix interface. High density energy laser remelting process was also applied to verify whether black line could be eliminated. However, black line was still existed as observed in TIG remelting process. Regraphitization was simulated on the ledeburitic structure specimen using Gleeble 1500 with conditions of 1100 and 100$0^{\circ}C$ for 0.5, I, 3, 5 and 1Osee. From the fact that graphite was formed even at the simulation condition of 100$0^{\circ}C$ for 0.5sec, it is seen that regraphitization is an inevitable phenomenon generated whatever processes used during multipass overlap remelting.