• Transactions of the Korean Society of Automotive Engineers
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• v.15 no.2
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• pp.143-150
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• 2007

Ring and cylinder bore wear may not be a problem in most current automotive engines. However, a small change in ring face and cylinder bore diameter can significantly affect the lubrication characteristics and ring axial motion. This in turn can cause to change inter-ring pressure, blow-by and oil consumption in an engine. Therefore, by predicting the wear of piston ring face and cylinder bore altogether, the changed ring end gap and the changed volume of gas reservoir can be calculated. Then the excessive oil consumption can be predicted. Here, the oil amount through top ring gap into combustion chamber is estimated as engine oil consumption. Furthermore, the wear theories of ring and cylinder bore are included. The changed oil consumption caused by the new end gap and the new volume of oil reservoir around second land, can be calculated at some engine running interval. Meanwhile, the wear amount and oil consumption occurred during engine durability cycle are compared with the calculated values. The wear data of rings and cylinder bore are obtained from three engines after engine durability test. The calculated wear data of each part are turn out to be around the band of averaged test values or a little below. It is shown that the important factor regarding oil consumption increasement is the wear of ring face.

• Proceedings of the Korean Society of Precision Engineering Conference
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• 2000.11a
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• pp.311-315
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• 2000

In thls paper, a remote machine monitoring system for a vimal machine is proposed. The monltonng system is one of the core functmns of a vimd machne that provides a modeling and simulation environment for machining processes and management of the machine life cycle. The proposed system contains the modules for investigating tool wear using neural network and web-based real time process monitoring. An example implementation for tool wear and machining status monitoring is illustrated

• Proceedings of the Korean Society for Technology of Plasticity Conference
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• 2000.10a
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• pp.21-24
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• 2000

Ultra-fine grains were produced in pure Al using an Accumulative Rolling-Bonding (ARB) process. After several cycles of the ARB process, pure Al sheets were filled with the ultra-fine grains whose diameters were several hundred nano-meters. With ARB cycles, the nature of grain boundaries of the ultra-fine grains changed from diffusive sub-boundaries to well-defined high angle boundaries. After 7 cycles, ultra-fine polycrystals with large misorientations between neighboring grains were obtained. Sliding wear tests using a pin-on-disk type wear tester were co ducted on the ultra-fine grained pure Al. Wear rates of pure Al increased with the increase of ARB cycle numbers in spite of the increase in hardness. Worn surfaces and cross-sections were examined with optical microscopy (OM) and scanning electron microscopy (SEM) In investigate the wear mechanism of the ultra-fine grained pure Al.

• The Research Journal of the Costume Culture
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• v.16 no.1
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• pp.58-69
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• 2008

The purpose of this research therefore, was to conduct research on the actual state of manufacturers of cycle wears and the condition in wearing; to present the basic data to develop cycle wears which can lessen the trouble for the human body and an excellent feeling in wearing. For research on the actual state of manufacturers of cycle wears, three domestic companies were grasped. To inquire the condition in wearing, the method of questionnaire was used for 100 peoples consisted of male cycling professional players and ordinary peoples with the same tastes. As the result of research: The manufacturers were targeting for the professional players and men with the same tastes. They produced goods by themselves as well as in the form of subcontract, and they did not classify goods for male & female. Materials they used for cycle wears were mainly composed of jersey with spandex and nylon. The production ratio of cycle wears is shown as 80% for company A, 25% for company B, and 90% for company C. They make a pattern of cycle wears by a technical tie-up with foreign companies, or by the development of their own pattern. As the result of study on the present condition in wearing cycle wears according to each season, it was figured out that the users usually weard short-sleeved T-shirts with dividing zipper for summer upper garment, shorts most preferably for summer lower garment; long-sleeved shirts for spring and fall upper garment, and shorts with incision most preferably for spring and fall lower garment. Also, they usually weard jumpers with incision for winter upper garment, and long pants in which ankle parts of incision were tightened most preferably for winter lower garment.

• Journal of the Korean Vacuum Society
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• v.7 no.1
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• pp.59-65
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• 1998

Multi-layer diamond-like carbon (DLC) films were deposited by 13.56 MHz r.f. PACVD method. Multi-layer DLC film was composed of 2.5 $mu extrm{m}$ thick pure DLC filml and 0.2$\mu\textrm{m}$ thick Si incorporated DLC (Si-DLC) film as a surface layer. Tribological behaviors of the multi-layer DLC film were investigated with a ball-on-disk type tribometer in ambient atmosphere using AISI 52100 steel ball. Low friction coefficient (<0.1) period increased with increasing the Si content in the surface Si-DLC film. The wear rate after 44,000 cycles and 158,400 cycles were the $2.5\times10^{-8}\sim1.8\times10^{-7}\textrm{mm}^3$/rev. and $7.1\times10^{-9}\sim1.8\times10^{-8}\textrm{mm}^3$/rev.,respectively. The wear rate of the multi-layer DLC film after 158,400 cycles was about 2 times smaller than that of pure DLC films of 2.7 $\mu\textrm{m}$ thickness. This high wear resistance and low friction coefficient was caused by the formation of Si oxide layer on the wear scar surface, as confirmed by the debris composition analysis. It was further shown that this si oxide debris layer on the wear scar surface is formed again even after removing the debris of the steel ball, which maintain the low friction coefficient between multi-layer DLC films and steel ball.

• Transactions of the Society of Information Storage Systems
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• v.3 no.3
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• pp.129-134
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• 2007

Boron nitride (BN) is a highly attractive material for wear resistant applications of mechanical components. BN is super hard and it is the second hardest of all known materials. It also has a high thermal stability, high abrasive wear resistance, and in contrast to diamond, BN does not react with ferrous materials. The motivation of this work is to investigate the tribological properties of BN for potential applications in ultra-precision components for data storage, printing, and other precision devices. In this work, the wear characteristics of BN thin films deposited on DLC or Ti buffer layer with silicon substrate using RF-magnetron sputtering technique were analyzed. Wear tests were conducted by using a pin-on-disk type tester and the wear tracks were measured with a surface profiler. Experimental results showed that wear characteristics were dependent on the sputtering conditions and buffer layer. Particularly, BN coated on DLC layer showed better wear resistant behavior. The range of the wear rates for the BN films tested in this work was about 20 to $100{\mu}m^3$/cycle.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.20 no.6
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• pp.1753-1761
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• 1996

The wear behaviors of ${Si_3}{N_4}$ under the different sliding conditions were investigated. The cylinder-on-disc wear tester was used. Using the servo-metor, the sliding speed did ot alternate due to the frictional forces. Threekinds of loads and speeds were selected to watch the variation of the wear rates and the frictional forces. Also three kinds of sliding condition under a constant speed were used to see the effects of the oxidationand the abrasion. The contact pressure was more effective than the repeated cycle on the wear behavior of ${Si_3}{N_4}$. With the low loads, the effect of the asperity-failure was more dominant than that of oxidation and abrasion. As increasing the load, the effects of oxidation and abrasion were increased, but the asperity-failure effects were decreased. The wear particles destroyed the ozide layers formed on sliding surfaces. The wear rate could be decreased due to delaying the oxidation. The frictional power and the wear weight per time were usefuel to see the transition of wear.

• Tribology and Lubricants
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• v.34 no.4
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• pp.146-159
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• 2018

This paper presents a wear analysis procedure for calculating the wear of journal bearings of a four-strokes and four-cylinder engine operating at a constant angular crank shaft speed during firing conditions. To decide whether the lubrication state of a journal bearing is in the possible region of wear scar, we utilize the concept of the centerline average surface roughness to define the most oil film thickness scarring wear (MOFTSW) on two rough surfaces. The wear volume is calculated from the wear depth and wear angle, determined by the magnitude of each film thickness on a set of oil films with thicknesses lower than the MOFTSW at every crank angle. To calculate the wear volume at one contact, the wear range ratio during one cycle is used. The total wear volume is then determined by accumulating the wear volume at every contact. The fractional film defect coefficient, asperity load sharing factor, and modified specific wear rate for the application of the mixed-elasto-hydrodynamic lubrication regime are used. The results of this study show that wear occurs only at the connecting-rod big-end bearing. Thus, simulation results of only the big-end bearing are illustrated and analyzed. It is shown that the wear volume of each wear scar group occurs consecutively as the crank angle changes, resulting in the total accumulated wear volume.

• Tribology and Lubricants
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• v.33 no.4
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• pp.168-186
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• 2017

This paper presents a wear analysis procedure for calculating the wear of journal bearings during the start-up and coast-down cycles of a motoring stripped-down single cylinder engine operating with a tilted shaft. In order to decide whether the lubrication state of a journal bearing is in the mixed-elasto-hydrodynamic lubrication regime, we utilize lift-off speed and MOFT (most oil film thickness) under mixed-elasto-hydrodynamic lubrication regime at the corresponding aligned shaft. We formulate an equation for the modified film thickness in a misaligned journal bearing considering the additional wear volume described in Part I of this study. For this, we use the calculation results of the degree of misalignment and tilting angle obtained after finding the eccentricities of the two bearings supporting the crankshaft of a single cylinder engine. In this Part II, we calculate the wear of journal bearings using the fractional film defect coefficient, the asperity load sharing factor, and the modified specific wear rate for the application of mixed-elasto-hydrodynamic lubrication regime. We show that the accumulated wear volume after turning the ignition switch on and off once, increases to ${\sigma}=39{\mu}m$ and then decreases from ${\sigma}=39{\mu}m$ with increasing in surface roughness.

• Journal of Mechanical Science and Technology
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• v.15 no.11
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• pp.1524-1532
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• 2001

The effects of recirculated exhaust gas on the wear of cylinder liner and piston were experimentally investigated by a two-cylinder, four cycle, indirect injection diesel engine operating at 75% lo ad and 1600 rpm. For the purpose of comparison between the wear rates of the two cylinders with and without EGR, the recirculated exhaust gas was sucked into one of two cylinders after the soot in exhaust emissions was removed by an intentionally designed cylinder-type scrubber equipped with 6 water injectors(A water injector has 144 nozzles of 1.0 mm diameter), while only the fresh air was inhaled into the other cylinder. These experiments were carried out with the fuel injection timing fixed at 15.3$^{\circ}$ BTDC. It was found that the mean wear rate of cylinder liner with EGR was greater in the measurement positions of the second half than those of the first half, that the mean wear rate without EGR was almost uniform regardless of measurement positions, and that the wear rate of piston skirt with EGR increased a little bit, but the piston head diameter increased, rather than decreased, owing to soot adhesion and erosion wear, and especially larger with EGR.