The repeated thermal load on the railway wheel for tread brakes has been remarkably tightened due to increase in speed of trains and increase of operation frequency. As overheating and cooling between the wheel and brake block are continuously repeated, the railway wheel is damaged. To understand the process, thermal cracks for wheel tread can be experimentally reproduced under the condition of cyclic frictional heat from brake blocks, through bench experiments using a railway wheel. Thermal cracks generated in the wheel were investigated to observe the cracks’ initiation processes using full-scale brake dynamometer. Results show that as braking energy and braking temperature continued to accumulate, a hot spot appeared on the wheel surface and 2 mm of thermal crack occurred in the wheel rim.
The self-locking nuts that are used in high-speed railway-vehicle bogies and car-body connections are key components of the fastening system. These bogies and connection systems should withstand the high vibrations and shocks that are generated by high-speed operations. Since the first high-speed railway was developed, the antiloose nuts that are globally used in all of the high-speed rail-vehicle bogies and car-body connection systems are single-use limited to prevent nutloosening accidents during train operations. In this study, we developed a double reusable nut for the self-locking nuts of high-speed rail vehicles with a 100-% lifetime improvement. The proposed nut design was subjected to the KS R 9144 and NAS 3350 vibration-performance evaluation tests, and following the DIN 65151 method, a Junker test was performed for an impact-performance test. As the final step, a practical-application test was performed to assess the reusability of the proposed nut for which the self-locking nut of the HEMU-430X high-speed rail vehicle was utilized, and two reusability tests were subsequently carried out to evaluate the safety
Rolling contact fatigue (RCF) and wear caused by rolling contact between the wheel and rail are inevitable problems in railway systems. An increase in axle load or the slip ratio causes excessive wear. However, RCF and wear do not act independently, but one influences the other. Wheel and rail materials and manufacturing quality have a considerable influence on the formation of RCF and the ensuing wear. Therefore, the mechanical properties of the wheel and rail are important factors for reducing RCF and wear on the contact surface. This paper presents a comparative evaluation of the wheel and rail used in the Korean industry for high speed trains and conventional rails with respect to their fatigue and fracture behavior. A series of tests such as uniaxial tensile tests, fracture toughness tests, and fatigue crack growth tests were carried out at both room temperature and low temperatures.
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Domestic railway-maintenance technologies have been developed over more than 100 years of railway operation. Based on these technologies, we are striving to localize the vehicular parts, while the component localization is currently from 90-95%. Foreign manufacturers’ products, however, are still used in the manufacturing of major core components. Bearings are one of the key components in the support of the rotating shaft, and they are the essential components of major railway parts, like axles, electric motors, and gears, as they ensure the running stability of railway vehicles at high speeds. Among them, the axle bearings need to be protected against damage not only due to the possibility of a failure, but also to avoid railway accidents, so a high reliability and stability are required. Therefore, the durability test of axle bearings is both costly and time-consuming. In South Korea, the development of axle bearings has not occurred, but several test benches for a bearing-durability test have recently been developed. The characteristic curve was created using the temperature change according to the rotational speed of the bearing, and the acceleration index was obtained from this characteristic curve.
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In this paper, we compared the performance of the mechanical inertia and electronic inertia used in the friction coefficient measurement process, as this is the main function of the braking performance tester. The comparative test was carried out 36 times under mechanical inertia and electronic inertia. Stop braking was performed at various braking speeds (120, 160, 200, 220 ㎞/h), and at various contact force conditions (8, 18, 25 kN). We compared the instantaneous coefficient of the friction, the average coefficient of the friction, the braking force, and the braking distance with the mechanical inertia and the electronic inertia, by taking the average of the three tests we performed each for braking velocity and contact force. In addition, the friction coefficient ratio and the energy ratio were calculated. As a result, it was confirmed that the test using the electronic inertia compared to the test using the mechanical inertia appropriately reflects the bearing frictional force and the rotational resistance loss of the tester, and the kinetic energy is consumed as the braking energy without loss.
Carrying out accurate and reliable track maintenance tasks is very important to improve the running safety of a railway vehicle and the ride quality for the passenger. For this purpose, appropriate track management standards need to be set by analyzing the field test results for setting reliable management criteria. However, in practice, it is difficult to quantitatively examine the various track fault conditions. Therefore, investigation of the influence of various track characteristics on the running safety and ride quality was performed through numerical analysis method. The influence of the track irregularities on the wheel lateral forces, derailment coefficients, and accelerations on the bogie and car body was investigated through numerical analysis.
This study presents the development of a magnetostrictive control rod position indicator (Mag-CRPI) for improving safety of nuclear power generation. Mag-CRPI principle is based on two magnetostrictive effects: The Wiedemann effect and the Villari effect. The position may be estimated by multiplying time-of-flight (TOF) of the elastic wave from the cursor magnet to the sensing coil, and a sound speed of the magnetostrictive wire. A Mag-CRPI prototype has been designed and built. Experiments are conducted to characterize the Mag-CRPI. Change of the TOF is obtained with cursor magnet movement interval of 100 ㎜. Averaged position error is estimated to be 0.002m over the entire measuring length. Based on experimental results, the performance of Mag-CRPI is validated, thereby confirming feasibility of a nuclear reactor-internal control rod.
The residual vibration during the high acceleration and deceleration of a motion stage degrades the manufacturingsystem productivity and lifespan. Although a passive RFC mechanism with a movable magnet track reduces the residual vibration of the system base, a magnet track resonance may occur according to the motion profile, and the mover inposition error increases due to the residual vibration of the magnet track. We investigated input-shaping methods for a linear motor motion stage with a passive RFC mechanism. An air-bearing linear motor motion stage with the passive RFC mechanism is built, and the dynamic characteristic of the passive RFC mechanism is identified using a freevibration test. Then, mover velocity profiles are generated using various input-shaping methods. Further, the effects of the input-shaping methods on the air-bearing linear motor motion stage are investigated by comparing the magnet track oscillation, settling time, and mover in-position error. Finally, several input-shaping methods are applied to reduce the mover rise-time delay for the proposed linear motor motion stage. A properly shaped input motion profile removes the residual vibration of the passive RFC mechanism without any additional devices, as well as reducing the transmitted reaction force and the in-position error.
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Grate Bars used in the sintering process of steel companies are exposed to high temperatures, oxidation and abrasive environments. To extend the lifetime of the Grate Bar, surface coating was applied to enhance performance at high temperatures and reinforce abrasion resistance. To evaluate mechanical and chemical properties of these coatings, various tests such as abrasion resistance testing and high temperature oxidation testing were conducted. Based on results of the tests, selection of applicable coating materials and techniques were obtained in the field.
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Boring depth is limited by the overhang on which the vibration frequency depends. To improve the process, a passive boring bar with dynamic vibration absorber has been used, but is effective only for a limited length of overhangs. In this study, a tunable damped boring bar was devised to cope with a variable length of overhangs. Vibration parameters arising from the various overhangs were analyzed using Euler’s beam theory. The proposed bar contains a cantilever-type dynamic vibration absorber to suppress the vibration amplitudes of the overhangs. The absorber adjusts the natural frequency of the bar by adjusting the spring stiffness. The proposed bar was fabricated and tested by impact excitation and its capability to suppress vibration was demonstrated.
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The aim of this paper is the development of a PZT-driven apparatus for testing the force-deflection behavior of thin 0.1/0.5-㎜-thick plates. Thin plates are widely used as the diaphragm of pressure sensors, as they are much stronger than the thin films with thicknesses of up to several tens of ? that are used in MEMS applications. Therefore, a proper PZT actuator should be selected to acquire the static- and dynamic-material properties of these thin plates to perform testing in terms of the force and frequency responses. Based on the investigation of the PZT characteristics, a test apparatus is developed. It is verified for the Hastelloy C-276 that the static-force deflection, acquired through sample testing, is compatible with the theoretical one; moreover, the dynamic test is available up to approximately 20 ㎐.
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The development of the lightweight sandwich plate with periodically repeated cores is one of hot issues to reduce the weight of the part. The behavior of the sandwich plate under static and dynamic loads is greatly influenced by the design of the cores. The aim of this paper is to investigate the effects of the corrugated angle on low velocity impact characteristics of the lightweight sandwich plate with corrugated cores. The corrugated core with the fold surface is designed to improve the joining characteristics between cores and skin sheets. The corrugated angle of the corrugated cores ranges from 45o to 90o. Specimens are manufactured from the fused deposition modeling (FDM) process. The characteristics of the fabricated specimen are investigated. Impact experiments are performed using a drop impact tester with a stretching type of fixture and the hemispherical nose of the impact head. From the results of the experiments, the influence of the impact energy and corrugated angle on the failure pattern of the lightweight sandwich plate is examined. The effects of the corrugated angle on critical impact energies for different failure patterns are investigated. Finally, the failure map of the lightweight sandwich plate with corrugated cores is estimated.
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