In this study, we focus on the correctness of oil condition monitoring, specifically of a tuning forks sensor in hydraulic systems. We also aim to analyze the correlation between the online monitoring sensor signal and offline oil analysis by periodically sampling the hydraulic oil. In recent years, condition-based monitoring (CBM) of hydraulic oils has played a key role in extending earthmoving machinery uptime and reducing maintenance costs. We performed rig test and field test to develop a condition monitoring system based on oil analysis for construction equipment. Using the rig test, a reference line for the diagnosis of viscosity and dielectric constant for the new hydraulic oil was derived, and the characteristics of each sensor parameter for artificial contamination and oxidation were confirmed. In order to affirm the validity of oil diagnosis using oil sensors, the oil sensors were applied to four excavators to detect changes in oil conditions over 12 months. It was found that monitoring hydraulic oil with an oil sensor detecting the change in oil properties and contamination can provide reliable information for establishing diagnostic criteria. The finding allows us to predict the remaining oil life and to determine the oil change intervals based on the diagnosis of the oil condition.

The effect of nickel silicide on the friction properties of Cu-based wet sintered friction materials was investigated. The microstructure and mechanical properties of nickel silicide added Cu-based wet sintered friction materials were examined. Nickel silicide was prepared by mechanically alloying Ni and Si powder. Three types of Cu-based wet sintered friction materials with different nickel silicide contents (0 wt%, 5 wt%, 10 wt%) were fabricated by the powder metallurgy route. The phase transformation of Ni2Si to Ni31Si12 was observed in nickel silicide after a sintering process. The friction coefficient and wear rate decreased with increasing nickel silicide content. The wear scar changed from ploughing to micro-cutting with increasing nickel silicide content. As a result, it is suggested that nickel silicide can be used as a friction modifier when added to Cu-based wet sintered friction materials.

In this study, the characteristics of commercially pure titanium (hereinafter referred as CP-Ti)/Steel joints, brazed with Zr–Ti–Ni amorphous filler metal were analyzed. The effects of brazing temperature and time on the microstructure and joining strength of the CP-Ti/Steel joints were investigated. It was observed that Ti diffused into stainless steel substrate formed a brittle reaction zone, which contained intermetallic compounds, such as τ (Ti5Cr7Fe17), (Fe, –Ni)Ti, and FeTi, observed at the joint interface. As the brazing temperature and time increased, the width of the reaction layer in the joint was observed to increase. To suppress the oxidation of the substrates, the experiment was conducted at a cooling and heating speed of 100 °C/min, under a vacuum of 5×10−5 torr. The joining strength was observed to be significantly affected by the brazing conditions, such as temperature and duration time. The shear strength test showed that the strength increased for 15 min and then sharply decreased. This was attributed to the formation of brittle intermetallic compounds, like (Fe, Ni)Ti. The joint brazed at 880 °C for 15 min showed the maximum joining strength, of 216 MPa.

Commercial vehicle pistons should have low thermal expansion and should be able to withstand deformation or mechanical stress. Aluminum alloys are suitable for pistons due to their light weight. However, as aluminum alloys have low strength and friction resistance, cast iron is added through the dipping process in order to increase the quality of pistons. However, the dipping process leads to defects such as defective bonding, void formation, and formation of an oxidation film at the junctions of the two materials due to differences in their properties, which adversely affects the impact resistance and mechanical strength of the product. A theoretical study on the metallurgical bond between the aluminum alloy and the cast iron insert in the piston was conducted to investigate the cause of the defects. The microstructure of the intermetallic bonding layer was observed using scanning electron microscopy and electron dispersive spectroscopy. In this study, defects were found in non-bonding and oxide films and several phases were generated corresponding to different parameters. It was found that processing time and temperature were the main causes of these defects.

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