• Proceedings of the Korean Society of Precision Engineering Conference
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• 2000.11a
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• pp.914-917
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• 2000

Application of ceramics, carbide, ferrite has grown considerably due to significant improvement in their mechanical properties such as light weight, chemical stability , super wear resistance and electronical. Despite these character, the me of advanced material has not increased because of poor machinability. The method of using of metal bond wheel was proposed. But it is difficult that metal bond wheel can be dressed. Recently, the technology of in-process electrolytic dressing is developed to solve this problem. This method need wheel for electrolytic dressing, power supply and electrolyte. But development of wheel for electrolytic dressing is the most need. The aim of this study is development of wheel for electrolytic and appraisement of CIB-diamond lapping wheel

• Proceedings of the Korean Society of Precision Engineering Conference
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• 2000.05a
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• pp.858-861
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• 2000

Application of ceramics, carbide, ferrite has grown considerably due to significant improvement in their mechanical properties such as light weight chemical stability super wear resistance and electronical. Despite these character, the use of hi-tech material has not increased because of poor machinability. The method of using of metal bond wheel was proposed. But it is difficult that metal bond wheel can be dressed. Recently, the technology of in-process electrolytic dressing is developed to solve this problem. This method need wheel for electrolytic dressing, power supply and electrolyte. But development of wheel for electrolytic dressing is the most need. The aim of this study is development of wheel for electrolytic and appraisement of CIB-diamond lapping wheel

• Journal of the Korean Society of Manufacturing Process Engineers
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• v.2 no.4
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• pp.40-45
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• 2003

In this paper, to choose the optimum CBN wheel for Internal Grinding at LM Guide, among 7 types of CBN-wheels, the 2 types of CBN-wheels, which were the macrofracture CBN wheel and the microfracture CBN wheel, have been used, and the SCM420H have been used as the workpiece. The working conditions in the grinding experiments were depth-of-cut, table speed, and spindle speed for 4 types of the CBN grinding wheels, 2 types of the lubrications. By the experiments, the loading effect of the microfracture types of the CBN-wheel needed a short dressing interval and resulted in grinding wheel wear and bad surface roughness. However, a macrofracture type of CBN-wheel with the concentration of 100, CB120Q100V showed the best surface roughness quality at a low table speed for internal grinding at LM-guide.

• Proceedings of the KSR Conference
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• 2009.05a
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• pp.1598-1603
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• 2009

Recently, several wheel for freight car in running had experienced the wheel failure due to fatigue crack, overheat braking and other factors. Severe heating of the wheel during tread braking was believed to be a contributing factor of derailment. It is necessary to evaluate the residual stress in wheel tread. In the present paper, the residual stress of wheel using x-ray diffraction system is investigated. the result shows that the residual stress of wheel is depend on the running distance and wear rate of wheel.

• Journal of the Korean Society of Manufacturing Process Engineers
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• v.5 no.3
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• pp.71-79
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• 2006

ABS is a safety device for preventing wheel locking in a sudden baking. Its control methods are classified into three types; deceleration control, wheel slip control and deceleration/acceleration control. The braking force takes the influence of the friction coefficient between road and tire, which in turn depends on the wheel slip as well as road conditions. In this paper, it has been proposed the wheel slip control system to apply the adaptive control method at the ABS. To maintain wheel slip to desired wheel slip, it have been done the linearization and designed the adaptive controller to apply gradient method based on the reference model. It is illustrated by computer simulations that the proposed control system gives good performances and adaptation to parameter variation.

• Proceedings of the KSR Conference
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• 2003.05a
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• pp.668-673
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• 2003

A wheel and axle failure can cause a derailment with its attendant loss of life and property. The service conditions of railway vehicles have become severe in recent years due to a general increase in operating speeds. Damages of railway wheel are a spalling by wheel/rail contact and thermal crack by braking heat etc. One of the main source of damage is a residual stress. therefore it is important to evaluate exactly. A Residual stress of wheel is formed at the process of heat treatment when manufacturing. it is changed by contact stress developed by wheel/rail contact. Distributions of residual stress vary according to a magnitude of wheel load, a magnitude of friction when acceleration and deceleration. The objective of this paper is to estimate the influence of wheel motion on the residual stress distribution in the vicinity of the running surface.

• Journal of the Korean Society for Railway
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• v.6 no.2
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• pp.142-148
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• 2003

A wheel and axle failure can cause a derailment with its attendant loss of life and property. The service conditions of railway vehicles have become severe in recent years due to a general increase in operating speeds. Damages of railway wheel are a spatting by wheel/rail contact and thermal crack by braking heat etc. One of the main source of damage is a residual stress. therefore it is important to evaluate exactly. A Residual stress of wheel is formed at the process of heat treatment when manufacturing. it is changed by contact stress developed by wheel/rail contact. Distributions of residual stress vary according to a magnitude of wheel load, a magnitude of friction when acceleration and deceleration. The objective of this paper is to estimate the influence of wheel motion on the residual stress distribution in the vicinity of the running surface.

• Proceedings of the Korean Society of Machine Tool Engineers Conference
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• 2000.04a
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• pp.459-464
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• 2000

In this paper, it verifies the relationships between wheel velocity and surface roughness with the mirror surface grinding using electrolytic in-process dressing (ELID). In the general, as wheel velocity is high, surface roughness is better on the base of grinding theory. However, the relationships between wheel velocity and surface roughness is undefined due to the effect of electro-chemical dressing and the characteristics of materials. According to above relationships, ELID grinding experiment is carried out by following the change of wheel velocity. As the result of this study, it is found that surface roughness is not better as linearly as the increase of wheel velocity, but the limit of wheel velocity exists according to the characteristics of materials. Also, in contradiction to the present trend of high wheel velocity of manufacturing system for high surface integrity, it is able to expected to the base on the development of new ultra precision grinding method with the practicality of mirror surface grinding using ELID grinding method.

• Transactions of the Korean Society of Automotive Engineers
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• v.10 no.2
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• pp.166-173
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• 2002

The wheel bearing hub unit is developed type of wheel bearing unified with the hub parts. It has advantage of reducing the weight and the number of components. And, it also improves uniformity of manufacturing quality, In order to design the wheel bearing hub units, many techniques are used such as load analysis, structure analysis and bearing characteristics analysis and so forth. These techniques need highly accurate load conditions founded on service conditions. In this study, to design the wheel bearing hub units used widespread in passenger cars, the service load was measured through driving tests on the public roads and in the special events. The public roads are classified into highway, intercity road, rural road, urban road, and unpaved road so as to know what the characteristics of the road loads are. The results of the tests showed that the wheel force was relative to the lateral acceleration, and also could be calculated from the lateral acceleration. The lateral acceleration was measured from 0.0G to 0.6G in general driving on the public roads, with different distributions in each road type. In special events, the maximum lateral acceleration was measured from 0.8G to 1.3G.

• Proceedings of the KSR Conference
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• 2008.06a
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• pp.2163-2172
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• 2008

The noise to be considered as the most important in railway systems is the noise generated from the wheel/rail interaction. Such noise can be divided into three categories; that is, the rolling noise, the squeal noise and the wheel howling noise. Especially in metro systems, this type of noise has been considered seriously in recent years, and the diversified studies on the mechanism and solutions of such noise are in progress by many railways and researching bodies. In this study, a specially designed wheel absorber is installed in the wheel, and FEM analysis and laboratory tests are executed for the two cases, i.e. with wheel absorber and without wheel absorber, to check the effect of the wheel absorber in noise reduction. For the FEM analysis, the frequency response functions for respective cases are compared. And, for the laboratory test, following four cases are tested and compared; that is, i) with wheel only, ii) installation of ring damper only, iii) installation of damping material and cover, iv) installation of complete absorber system.