• The Transactions of the Korean Institute of Electrical Engineers C
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• v.50 no.11
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• pp.544-549
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• 2001

The mechanical and electrical properties of the hot-pressed and pressureless annealed SiC-39vo1.%TiB$_2$electroconductive ceramic composites were investigated as functions of the liquid additives of $Al_2O_3+Y_2O_3$ and the sintering temperature. The result of phase analysis for the SiC-39vo1.%TiB$_2$ composites by XRD revealed $\alpha -SiC(6H),\; TiB_2,\; and YAG(Al_5Y_3O_{12})$ crystal phase. The relative density of SiC-39vo1.% $TiB_2$ composites was increased with increased $Al_2O_3+Y_2O_3$ contents. The fracture toughness showed the highest value of $7.8 MPa.m_{1/2}$ for composites added with 12 wt% $Al_2O_3+Y_2O_3$additives at $1750^{\circk}C$. The electrical resistivity of the SiC-39vo1.%$TiB_2$composites was all positive temperature coefficient resistance(PTCR) in the temperature range of $25S^{\circ}C \;to\; 700^{\circ}C$.

• Journal of Sensor Science and Technology
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• v.14 no.1
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• pp.52-55
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• 2005

Ni oxide thin films with thermal sensitivity superior to Pt and Ni thin films were formed through annealing treatment after Ni thin films were deposited by a r.f. magnetron sputtering method. Resistivity values of Ni oxide thin films were in the range of $10.5{\mu}{\Omega}cm$ to $2.84{\times}10^{4}{\mu}{\Omega}cm$ according to the degree of Ni oxidation. Also temperature coefficient of resistance(TCR) values of Ni oxide thin films depended on the degree of Ni oxidation from 2,188 ppm/$^{\circ}C$ to 5,630 ppm/$^{\circ}C$ in the temperature range of $0{\sim}150^{\circ}C$. Because of the high linear TCR and resistivity characteristics, Ni oxide thin films exhibit much higher sensitivity to flow and temperature changes than pure Ni thin films and Pt thin films.

• Proceedings of the KIEE Conference
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• 2011.07a
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• pp.1449-1450
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• 2011

The SiC-$ZrB_2$ composites were produced by subjecting a 40:60 (vol.%) mixture of zirconium diboride($ZrB_2$) powder and ${\beta}$-silicon carbide (SiC) matrix to spark plasma sintering(SPS) under argon atmosphere at 50MPa(P50) and 60MPa(P60) pressure. The relative density, 94.13% of P60 sample was lower than that, 94.75% of P50 sample. Reactions between ${\beta}$-SiC and $ZrB_2$ were not observed via x-ray diffraction (hereafter, XRD) analysis. The trend of flexural strength of SiC-$ZrB_2$ composites were in accordance with the relative density. The properties of a SiC-$ZrB_2$ composites through SPS under argon atmosphere were positive temperature coefficient resistance in the temperature range from $25^{\circ}C$ to $500^{\circ}C$, and electrical resistivity of P50 and P60 sample were $6.75{\times}10^{-4}$ and $7.22{\times}10^{-4}{\Omega}{\cdot}cm$ at room temperature, respectively.

• The Korean Journal of Ceramics
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• v.2 no.1
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• pp.33-38
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• 1996

In thick film resistors, the characteristics of the frit and the reaction between glass frit and conductor material play an important role for their electrical properties. In this study, various glass frits in the system of $60RO{\cdot}20SiO_2$ $15B_2O_3{\cdot}5Al_2O_3$(RO=PbO, ZnO, CdO; mole%) were mixed with $RuO_2$ and coated on 96% alumina substrate. Only the glass frit containing PbO was reacted with $RuO_2$in$RuO_{2+}$-thick film resistor and produced the new crystalline phase of $Pb_2Ru_2O_{65}$. Their electrical resistivities strongly depend on the amount of $Pb_2Ru_2O_{65}$ crystalline phase obtained, which varied with firing temperature. The sheet resistivities of these resistors were varied from $10^3\; to\; 10^6\;{\Omega}/{\Box}$ depending on heat treatment, and the absolute value of TCR was decreased as the heat treatment temperature increaed. However, $RuO_2$ did not reacted with the glass frits containing ZnO nor CdO, and the resulting showed very high sheet resistivities.

• Journal of the Korean Society for Heat Treatment
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• v.27 no.2
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• pp.65-71
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• 2014

SMF9060 material is a Fe-based powder sintered alloy that is used for several automobile components such as Synchronize Hub, oil pump and transmission. These components are required excellent wear resistance and durability. In this study, we have performed a dry wear test at the ambient air and Ar gas conditions in the room temperature, and a lubricant wear test at the room temperature and engine oil temperature of $100^{\circ}C$. The amount of wear volume and coefficient friction are measured by a Profilometer and a Ball on disk type wear tester. The wear volume in Ar gas condition was a little higher than that in the ambient air condition. However the wear volume in the lubricant wear condition was much lower than in the dry wear condition. XRD analysis of the debris in Ar gas condition showed that the oxide film was not formed.

• Journal of the Korean institute of surface engineering
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• v.57 no.2
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• pp.105-114
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• 2024

Tempering behavior and mechanical properties in AISI H13 steel, quenched and tempered from 300 ℃ to 700 ℃ for different tempering time (1, 2, 5, 10, 20 hr) were quantitatively investigated by scanning electron microscopy (SEM), x-ray diffractometer (XRD), impact test machine, rockwell apparatus, ball-on-disk tester. Under the condition that the tempering time is 2 hours, the hardness increases slightly as the tempering temperature increases, but decreases rapidly when the tempering temperature exceeds 500 ℃, while the impact energy increases in proportion to the tempering temperature. Friction tests were conducted in dry condition with a load of 30 N, and the friction coefficient and wear rate according to tempering conditions were measured to prove the correlation with hardness and microstructure. In addition, primary tempering from 300 ℃ to 700 ℃ was performed at various times to establish a kinetic model to predict hardness under specific tempering conditions.

• 한국신재생에너지학회:학술대회논문집
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• 2008.05a
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• pp.178-181
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• 2008

Cylindrical stainless-steel/sodium heat pipe for a high-temperature application was manufactured and tested for transient and steady-state operations. The container material was made of stainless-steel 316, and the working fluid was sodium. Stainless-steel 316 mesh screen was inserted as a capillary structure. The working fluid fill charge ratio was approximately 64 $\sim$ 181% based on the pore space of the wick. The outer diameter of the heat pipe was 12.7 mm and the total length was 250 mm. The evaporator part was 150 mm and the condenser 80 mm. The performance test of the heat pipe has been conducted in the furnace with up to 800 W. The variation of the average heat transfer coefficient was investigated as a function of heat flux and vapor temperature. As input thermal load increased, it was showed that difference of temperatures in evaporator and condenser decreased and that operating section and heat transfer characteristics at the heat pipe increased.

• Proceedings of the Korean Society of Tribologists and Lubrication Engineers Conference
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• 2001.06a
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• pp.55-63
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• 2001

Friction and wear properties of brake friction materials containing different metal fibers (Al, Cu or Steel fibers) were investigated using a pad-on-disk type friction tester. Two different materials(gray iron and Al-MMC)) were used for disks rubbing against the friction materials. Results from ambient temperature tests revealed that the friction material containing Cu fibers sliding against cast iron disk showed a distinct negative ${\mu}$-ν (friction coefficient vs. sliding velocity) relation implying possible stick-slip generation at low speed. The negative ${\mu}$-ν relation was not observed when the Cu-containing friction materials were rubbed against the. Al-MMC counter surface. As applied loads increased, friction materials showed higher friction coefficients comparatively. Friction materials slid against cast iron disks exhibited higher friction coefficients than Al-MMC disks during high temperature tests. On the other hand, high temperature test results suggested that copper fibers in the friction material improved fade resistance and the steel fibers were not compatible with Al-MMC disks showing severe material transfer and erratic friction behavior during sliding at elevated temperatures.

• Proceedings of the Korean Institute of Electrical and Electronic Material Engineers Conference
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• 2009.04b
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• pp.7-7
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• 2009

Lead telluride (PbTe) is a very promising thermoelectric material due to its narrow band gap (0.31 eV at 300 K), face-centered cubic structure and large average excitonic Bohr radius (46 nm) allowing for strong quantum confinement within a large range of size. In this work, we present the thermoelectric properties of individual single-crystalline PbTe nanowires grown by a vapor transport method. A combination of electron beam lithography and a lift-off process was utilized to fabricate inner micron-scaled Cr (5 nm)/Au (130 nm) electrodes of Rn (resistance of a near electrode), Rf (resistance of a far electrode) and a microheater connecting a PbTe nanowire on the grid of points. A plasma etching system was used to remove an oxide layer from the outer surface of the nanowires before the deposition of inner electrodes. The carrier concentration of the nanowire was estimated to be as high as $3.5{\times}10^{19}\;cm^{-3}$. The Seebeck coefficient of an individual PbTe nanowire with a radius of 68 nm was measured to be $S=-72{\mu}V/K$ at room temperature, which is about three times that of bulk PbTe at the same carrier concentration. Our results suggest that PbTe nanowires can be used for high-efficiency thermoelectric devices.

• Proceedings of the KSR Conference
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• 2004.10a
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• pp.812-817
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• 2004

Recently drastic improvement of railway technology has been accompanied by the construction of very high-speed tracks. It should be noticed that Continuously Welded Rail(CWR) has played significant role in technical development of railway and that installation of CWR is now being scheduled on existing lines as well as newly-built lines. In general, interaction between CWR and bridge deck takes place on bridge section and additional axial force and displacement is to be developed owing to temperature and braking/acceleration forces. This interaction is known to be mainly governed by span organizations and arrangements of foot bearings. In common practice, movable bearing is stationed and designed on the assumption that it is not able to transfer the horizontal force of upper decks. However, it is well known that horizontal resistance is developed in movable bearings due to friction and that friction coefficient of movable bearing is ranged from 0.03 to 0.20 depending on the material of bearings and magnitude of reactions. Therefore, it is easily reasoned out that friction of movable bearing can influence the mutual behavior of CWR and bridge decks. Suggested in this study is to investigate the validity and efficiency of friction effect of movable bearings in controlling the axial force and displacement of CWR on continuous railway bridges.