Engine downsizing, improving fuel efficiency while satisfying the environmental legislations are one of the main driving forces in developing new solutions for passenger cars.Engine main bearings, are journal bearings which support the crankshaft and operate principally in full film lubrication. Defining the optimum design parameters of the bearings which can provide low friction and high durability for automobiles represents a multi-variable problem.Being the supporters of the main shaft driven by the internal combustion engine, main bearings are subjected to strenuous operating conditions. These include high loads and pressures amongst others. The trend in lubricant selection for these components is shifting towards choosing engine oils with lower viscosity to further reduce fuel consumption. Simultaneously with the shift in oil, new solutions for controlling the geometry and the topography on the micro-scale are becoming available. Three main bearing top layers plated on a conventional aluminum alloy containing tin and silicon were selected for the study. The top layers, one bismuth based and two newly developed polymer based, were investigated for their frictional and wear performance.In order to study experimentally the influence of different design parameters on bearing performance a test rig and a methodology was developed. The selected engine main bearings were tested in lubricated condition with two oils having different viscosity. Pre - and post test analysis of the shaft surface roughness was performed using white light interferometry. The wear performance of the bearings was measured both as mass loss and surface topography.The results suggest that the developed test rig can be used to simulate close to running condition testing. The measurement method and set up shows good consistency at a load of 2000 N, but indicates inconsistency in set up at 500 N.It is found that the newly developed engine main bearing top layers have promising frictional and wear performance, providing a reduction in friction by up to 20%.

Le but du travail réalisé dans cette thèse était d’approfondir les connaissances en matière d’utilisation du couple de frottement céramique-céramique dans l’implantologie moderne de hanche sans ciment. L’étude clinique de 100 prothèses totales de hanche sans ciment avec un recul de 9 ans a permis de montrer la fiabilité du couple de frottement céramique en terme d’usure, de biocompatibilité et d’ostéointégration. Par la suite, la comparaison de la méthode d’implantation de ces implants (impaction du métal-back avec ou sans adjonction de vis supplémentaires) a montré que la rigidité de la céramique n’était pas incompatible avec une impaction simple du métal-back, pour des patients qui ne présentent pas de fragilité osseuse. Nous avons ensuite étudié plus particulièrement une complication de la céramique, le grincement ou squeaking. Une étude in vitro du phénomène, a permis de reproduire ce phénomène dans des conditions de lubrification optimale, avec la présence d’un troisième corps métallique entre les surfaces de frottement, suggérant l’importance des problèmes de lubrification dans la genèse du phénomène. L’analyse d’explant a conforté notre hypothèse, mettant en évidence l’importance du dessin des implants afin d’éviter les conflits prothétiques pouvant générer des particules métalliques. Enfin, l’analyse sur le long terme du phénomène de squeaking a montré son faible impact sur la survie des implants et sur la qualité de vie des patients. Ce travail, qui a associé des analyses cliniques et biomécaniques nous conforte dans l’utilisation de la céramique comme couple de frottement dans les prothèses totales de hanche sans ciment, insiste sur l’importance du dessin et du positionnement des implants pour éviter les complications qui peuvent survenir et permet de mieux connaître le problème du squeaking et ses conséquences / The aim of the study done in this thesis was to enhance the knowledge in the use of ceramic on ceramic bearing for cementless total hip arthroplasty. A clinical study of 100 cementless total hip arthroplasty at 9 years of follow-up showed the reliability of ceramic in terms of wear, biocompatibility and osseointegration. Subsequently, the comparison of the method for implantation of the implants (press-fit with or without additional screws fixations) showed that the stiffness of ceramic was not inconsistent with a simple impaction, for patients who do not present bone fragility. We then studied a particular complication of ceramic bearing, the squeaking noise. An in vitro study of this phenomenon, allowed us to reproduce squeaking in lubricated conditions, with the presence of a third metal body between the frictions surfaces, suggesting the importance on lubrication damages in the genesis of this phenomenon. Analysis of explants has confirmed our hypothesis, highlighting the importance of implant design, to avoid impingement, potentially generating metal particles. Finally, the long-term analysis of squeaking phenomenon showed its low impact on implant survival and patient’s quality of life. This work, which involved clinical and biomechanical analysis, confirms the interest for the use of ceramics bearings in total hip arthroplasty, emphasizes the importance of implant design and implant positioning, to avoid complications, and helps for a better understanding with the problem of squeaking and its consequences

The lubricants that are applied during metal cutting acts on the interface between the tool and the nascent surfaces generated by the cutting process. Dispersions of oil in water made using suitable emulsifier(s) are used as metal cutting lubricants. The efficiency of the emulsion in rendering a low friction layer on the freshly cut surface will depend on the composition of the emulsion and on the speed, load and temperature characteristics in the tribological system. A unique tribometer which can perform friction testing on freshly cut surfaces has been designed and built for the experimental investigation. In this experimental facility experiments are conducted by performing cutting operation inside a pool of the lubricant and friction force is measured in-situ. Experiments at different loads and speeds were performed. The surfaces were subsequently subjected to spectroscopic analysis using X-ray Photoelectron spectroscopy and Fourier Transform Infrared Spectroscopy (FTIR). Lubricity of the base oils on nascent and preformed (oxidized) surfaces are compared by performing friction tests on surfaces which are cut and friction tested without exposing them to the environment, and on surfaces which were cut and exposed to the environment. While the freshly cut surfaces were seen to be sensitive to the structure of the base oil, the oxidized surfaces did not differentiate between the oil structures. Amongst the three base oils tested, aromatic oil was found to exhibit the least friction. This is attributed to tendency of the aromatic chains to react with the surface and form a film, due to the formation of radical anion-metal cation complexes. Results from spectroscopic investigations are presented to substantiate these arguments. The thesis then explores the differences in the tribological behavior promoted by an emulsion between, when it acts on a cut surface and is slid just once, and when it acts on a cut surface slid repeatedly. Due to repeated sliding, friction was found to decrease with sliding time (distance), and the transition from a freshly formed surface to a repeatedly slid one was found to follow a smooth transition. The improvement in lubricity is attributed to the formation of carboxylate type structures (C=O) which get generated due to the tribological action under repeated sliding conditions in the presence of water. Under repeated sliding conditions, the friction as a function of emulsifier concentration is found to exhibit a minimum at a value which is much below the critical micellar concentration of the emulsifier (CMC). However, the variation under continuous cutting followed a different pattern, with the friction undergoing a sharp decrease close to the CMC. The effect of speed on the tribological performance was investigated and friction was found to increase dramatically beyond a critical speed which is marked as the onset of starvation. The characteristic time required for a film to develop on a newly created surface, together with the contact pressure conditions dictated by the load and speed dictates starvation. The films formed at speeds corresponding to starvation conditions was found to have a significantly different chemical structure from that corresponding to a speed less than the starvation speed.. The effect of temperature was found to affect the lubricity adversely. At elevated temperature, the nature of the film was found to change to that to starved condition, even at a speed which does not register starvation when operating at a lower temperature. The effect of solubility of the emulsifier on the friction characteristics were explored by using emulsifiers of varying hydrophilic-lypophilic values (HLB). Lower HLB emulsifiers were found to exhibit lesser friction, than those corresponding to high HLB value. The variation in lubricity is examined in the light of the morphology of the micellar structures which evolve using these emulsifiers. The main conclusions of the thesis are: 1 Evaluation of lubricity of metal cutting fluids warrants a testing strategy which tests their lubricity on freshly cut surfaces. 2 The formation of carboxylate structures aids lubricity while using an emulsion; emulsions which can result in the formation of such structures exhibit better lubricity under cutting conditions. 3 Tribofilms which show characteristic peaks related to chemisorbed oxygen is found to exhibit good lubricity under the test conditions. 4 Emulsifiers which form lamellar micellar structures which aid easy shear give better lubricity in cutting than those which yield spherical micelles.

Currently, the production of most non-asbestos organic (NAO) friction materials depends on a long and energy intensive manufacturing process and an unsustainable supply of synthetic resins and fibres; it is both expensive and bad for the environment. In this research, a new, more energy efficient, manufacturing process was developed which makes use of a naturally derived resin and natural plant fibres. The new process is known as 'cold moulding' and is fundamentally different from the conventional method. It was used to develop a new brake pad for use in low temperature (<400 °C) applications, such as rapid urban rail transit (RURT) trains. A commercially available resin based upon cashew nut shell liquid (CNSL) was analysed and found to have properties suitable for cold moulding. In addition, hemp fibre was identified as a suitable composite reinforcement. This was processed to improve its morphology and blended with aramid to improve its thermal stability. Each stage of cold mould manufacture was thoroughly investigated and the critical process parameters were identified. The entire procedure was successfully scaled up to produce an industrially sized 250 kg batch of material and the resultant composites were found to have appropriate thermal and mechanical properties for use in a rail brake pad. The tribological performance of these composites was iteratively developed through a rigorous testing and evaluation procedure. This was performed on both sub- and full-scale dynamometers. By adding various abrasives, lubricants, and fillers to the formulation it was possible to produce a brake pad with similar friction characteristics to the current market material, but with a 60% lower wear rate. In addition, this brake pad caused 15% less wear to the brake disc. A detailed examination of both halves of the friction couple found that cold moulded composites exhibit a different wear mechanism from the current market material, which was suggested to be the reason for their superior properties. Cold moulding is 3.5x faster and uses 400% less energy than the conventional method.

To make a check of an contemporary balancing verification of diesel engine Zetor UŘ III with type identification 1505, the engine power 90 kW and especially friction bearing design, which could replace existing needle bearing HK 4520 type, is the aim of this diploma thesis. Bearing type modification requires constructional adjustment of engine block and balancing shaft and therefore this proposal for construction another aim in my diploma thesis. The last part of my diploma thesis is an economic balance original imposition against newly designed. Calculations are made using mathematical software MathCad, the balancing shaft is made using ProEngineer software and control calculations of bearing stresses are made with ADAMS and FEM of ANSYS system. Motivation to write this work is to prove the possibility how to decrease manufacturing costs of ZETOR TRACTORS a.s. company.

Master’s thesis deals with the description of cranktrain friction and presents and describes experimental cranktrain friction loss evaluations and computational cranktrain friction loss evaluations. The main problem is the creating software solution of selected computational friction loss evaluations that leads to calculation of cranktrain friction losses. Master’s thesis describes chosen computational friction loss methods and the subsequent creation of the software solution. After application on chosen internal combustion engine, it evaluates the results and draws conclusions about functionality of the software solution.

This master's thesis deals with the determination of mechanical losses in the valvetrain of the combustion engine. It describes the computational and experimental methods of determining the mechanical losses of valve mechanism. The practical part of the thesis focuses on the programing of structures in Matlab. This application calculates the values of mechanical losses of valvetrain and displays their graphical representation. This program is used for computing the mechanical losses of the selected real engine.

No description available.

In this study tools consisting of a 5mm cylindrical pin and a 12mm shoulder held by a simple tool holder were used to compare the wear of 11 tooling materials. The objective was to determine if using these tools in a spot welding configuration to simulate friction stir welding could differentiate the potential performance of tooling materials. All tools were made of varying percentages of polycrystalline cubic boron nitride (PCBN), tungsten (W) and rhenium (Re). The materials are referred to herein as GV1, GV2, G1, G2, G3, G4, G5, G6, G7, G8 and G9.The tools were run to 205 welds if they did not fracture first. The grades averaged the following quantities of welds before fracture failure GV-1:0; GV-2:200; G1:82; G2:204; G3:205; G4:205; G5:96; G7:102.73; G8:21.2; G9:38.5. Of the tools that ran the full 205 welds without chipping, the average calculated volume loss, which was the best indication of wear, was as follows G2:1.83%; G3:2.53%; G4:2.41%; G5:1.93%; and G7:2.30%.The study showed that G2 had the least wear and G6 had the most wear, of those tools that completed all 205 spot welds. Fracture was the failure mode of all grades with over 70% CBN content. It was found that small CBN grain size was not correlated to better wear performance, as has been seen in a prior study.

Friction stir processing (FSP) has been utilized to locally process regions of arc weldments in 304L stainless steel to improve the microstructure and mechanical performance. The cast microstructure and coarse delta-ferrite has been replaced with a fine-grained wrought microstructure. Furthermore, twins were introduced throughout the friction stir processed region. Although sub-surface sigma and carbides were introduced during FSP, their presence is not expected to adversely affect the resulting mechanical or corrosion properties of friction stir processed 304L arc welds. The resulting mechanical properties of FS processed weldments were also an improvement over as-welded arc welds. FSP resulted in an increase of 6% for both yield and ultimate strength. It is expected that the improved microstructure will lead to improved stress corrosion cracking and general corrosion properties.