The SRV test rig was used to evaluate the friction and wear properties of a lubricant in a laboratory setup. Normally, the coefficient of friction and the amount of wear that occurred are measured while the wear scar surface is also evaluated. Special attention was paid to factors that affect the repeatability. The test fluid was subjected to a friction and wear test on the SRV test rig in order to determine what factors affect the repeatability of the coefficient of friction, the amount of wear that occurred and the wear scar appearance. The test fluid used was based on rapeseed oil and white mineral oil. The fluid also contained an extreme pressure additive in the form of sulphurised ester. This was also compared for the same test fluid with dispersed hexagonal-boron nitride (h-BN) nanoparticles. The standard test method as described by ASTM D 6425, was used as test method. Instead of the standard temperature, the block temperature was increased to 100 °C in order to simulate harsher operating environments. The load was set at 200 N It was found that:  The rapid load increase from 50 to 200 N at the end of the running-in period (as described in the standard test method) caused poor repeatability. The test was modified with a more gradual load application for the duration of the running-in period (30 N/min), which resulted in improvement in the repeatability of the tests conducted.  The moisture content in the atmosphere also affected the repeatability of the friction and wear tests. This was most likely due to the formation of a corrosion layer that involves water and by keeping the relative humidity constant, a further improvement in the repeatability was observed. The addition of the h-BN nanoparticles resulted in an improvement of the repeatability of the coefficient of friction (COF), wear scar surface (WSS) and wear scar volume (WSV), since the wear scar surfaces indicated that the particles remove the corrosion layers. This could have led to more consistent wear surfaces for the duration of the test.  The particles also influenced the corrosion layer formation. For both fluids, Raman spectroscopy indicated that greigite (Fe3S4) and goethite (α-FeOOH) were found on the surface, while additional corrosion products were found on the wear scar surface for the test fluid with dispersed particles. These compounds were melanterite (FeSO4.7H2O) and rozenite (FeSO4.4H2O). All these corrosion products were most likely formed due to the reaction of iron from the specimens with sulphurised esters in the test fluid. / Dissertation (MEng)--University of Pretoria, 2015. / tm2015 / Chemical Engineering / MEng / Unrestricted

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%.

To design high pressure fuel system components that resist wear and scuffing failure when operated in low viscosity fuels, a comprehensive study on the tribological performance of various existing coating materials is necessary. This thesis aims to provide the relative performance of a variety of coating materials across different fuel environments by testing them in conditions that model those experienced in fuel pumps. The relative performance of these coatings are then indexed across a variety of material properties, including hardness, elastic modulus, wettability, and the interaction between the surface and the various types of fuel molecules.

Phase transformation behavior, micro structural development, mechanical and tribological properties of electroless Ni-B coating was characterized using different characterization techniques. As deposited electroless Ni-B coating containing 94 wt. % of NI and 6 wt. % of B is amorphous. It crystallizes via two exothermic reactions one at 3000C and another at 430˚C. It has been observed that there is also slow evolution of the heat in between this two exothermic reactions. XRD studies display that as deposited coating undergoes multi-stage crystallization events. At the first exothermic peak NI3B phases crystallizes, in between two a phase mixture of Ni and Ni3B and at the second exothermic peak NI2B + Ni3B crystallizes. Evolution of the free Ni in the complete crystalline coating is not predicted by the equilibrium phase diagram of the Ni-B system. Microscopic observation of the as deposited coating displays a novel compositionally modulated microstructure comprises of different length scales ranging from micrometer to nanometer level. In situ TEM study along with composition analysis were carried out in order to track the crystallization pathway and microstructural development. This kind of composition fluctuation of the coating is intrinsic to the deposition process. In best of our knowledge this kind of microstructure is the first time reported example of phase separation in a binary metal-metalloid system without spinoidal decomposition. Effect of this kind of microstructure and phase evolution on the mechanical and tribological properties of the coating is very profound. Increase in the nanocrystalline borides content of the coating increases the hardness value of the coating as well as improved tribological properties of the coating. In the low load regime (5 N and less) wear resistance of the coating is provided by the oxide layer formed on the wear track by preventing the direct contact between the coating and counterface. Local temperature rise due to friction and nancrystalline nature of the coating enhances the tendency of oxide layer formation. Characterization of the oxide layer was carried out using SEM, EPMA, Nanoindenation and Raman Spectroscopy. Whereas in case high load regime (above 5 N) this oxide layer breaks off and direct contact between the coating and counterface is established. This increases the wear rate of the coating. Material is removed from the coating through subsurface crack formation and propagation by low cycle fatigue mechanism. Effect of amorphous phase and free Ni on the tribological properties of the coating is detrimental by promoting a strong adhesion between the coating and steel counter face, whereas nanocrystalline borides shows opposite effect. A nano tribological studies using lateral force microscopy shows that nanocrystalline borides decreases the coefficient of friction of the coating. Phase evolution and microstructural characterization also shows that above 450˚C there is a significant diffusion of the boron from the coating to the steel substrate. This restrict the high temperature tribological studies of the coating up to a temperature range of 450˚C. Wear data along with worn track characterization demonstrate the fact that above 100˚C even in low load regime wear rate is very high. Wear of the coating is mainly governed by the plastic deformation of the coating and breakage of the protective oxide layer. Analytical calculation as well experimental observation shows that during the time of wear the temperature at the local contact region reaches a very high value even up to 1100˚C. This may soften the coating and causes the wear though plastic deformation of the coating.

Les matériaux composites organiques pour garniture de frein à friction sont le fruit d’une élaboration complexe, composée d’une succession d’étapes (mélange de constituants, préformage à froid, moulage à chaud, post-cuisson) ce qui rend difficile la maitrise du lien entre procédé, propriétés et comportement de ces matériaux en particulier du fait des synergies entre les constituants formant le mélange d’une part, et entre la composition et le procédé de fabrication d’autre part. Les travaux de thèse se sont focalisés sur deux étapes de fabrication, le moulage à chaud et la post cuisson, avec l’objectif de mieux comprendre l’influence de certains paramètres du procédé de fabrication sur les performances des matériaux : la température et la durée de moulage à chaud, la durée de post cuisson. L’analyse a porté sur la compréhension des liens entre la microstructure, les propriétés, le comportement tribologique et les mécanismes de frottement et d’usure, par le biais d’une démarche expérimentale fondée sur des formulations matériaux simplifiées ainsi que sur des essais d’usure élémentaires, spécifiques aux sollicitations de freinage / Organic composite friction materials for brake lining result from a complex elaboration made up of successive stages (mixture of constituents, cold preforming, hot molding, post-curing) that makes difficult the mastery of the link between process, properties and behaviour of friction material, especially because of synergies between constituents on one hand, and between composition and manufacturing process on the other hand. Two manufacturing stages were involved in this study, the hot molding and the post-curing, with the aim of a better understanding of the influence of certain parameters of the manufacturing process: the temperature and the duration of hot molding, and the duration of post curing. The analysis has focused on the understanding the relationship between microstructure, properties, tribological behaviour and friction and wear mechanisms of materials.The experimental approach was based on the development of simplified formulations of friction material, and on an elementary wear test specifically designed for braking loadings

Die Anforderungen an die Verbrennungsmotoren im Hinblick auf Emissionen, Kraftstoffverbrauch und Leistungspotentiale sind in den letzten Jahren stark gestiegen. Die zunehmende Leistungsdichte, aufgrund eingesetzter Konzepte wie Downsizing und Aufladung, führt gerade an der Zylinderlaufbahn zu ansteigenden thermischen und mechanischen Belastungen. Aktuelle Konzepte, wie z.B. Aluminium-Silizium-Legierungen erreichen dabei ihre Belastungsgrenzen, so dass zur Absicherung der Funktion Grauguss - Legierungen in Buchsenform eingesetzt werden. Dies führt jedoch wiederum zu einem Motormehrgewicht mit direkter Auswirkung auf den Kraftstoffverbrauch und damit auch Emissionen. Die Umsetzung von alternativen Laufbahnkonzepten, die diesen Anforderungen gewachsen sind und dabei optimales Reibungs- und Verschleißverhalten zeigen, steht daher im Fokus aktueller Entwicklungsarbeiten. Im Rahmen dieser Arbeit wurde die anodische Oxidation von Aluminiumoberflächen als potentielles Zylinderlaufbahnkonzept untersucht. Es wurden Laufbahnen aus der Druckgusslegierung AlSi9Cu3 mit zwei unterschiedlichen Keramik-Schichten erzeugt. Die Kepla-Coat R-Schicht basierend auf dem Gleichstromprozess der Firma AHC Oberflächentechnik GmbH, ein Unternehmen der AIMT Holding, und die G2 - Schicht auf Basis des Wechselstromprozesses der Firma Keronite. Die Schichtcharakterisierung hat gezeigt, dass sich die Schichtzusammensetzungen und -strukturen in Abhängigkeit von Prozessparameter und Elektrolyt unterscheiden. Nach einer mechanischen Nachbearbeitung zur Glättung der Oberfläche und Freilegung der prozessbedingten Porosität, erfolgte die tribologische Bewertung sowohl in Tribometer-Modellversuchen mit oszillierender und rotierender Kinematik als auch unter realen Betriebsbedingungen an einem befeuerten Einzylindermotor. Untersucht wurden Fresslasten sowie das Reibungs- und Verschleißverhalten. Verwendet wurden unterschiedliche Kolbenring - Laufbahn -Paarungen in Kombination mit unterschiedlichen Ölen. Als Kolbenringe kamen nitrierte, CKS-, CrN-, ta-C- und GG-Kolbenringe zum Einsatz. Im Rahmen der Fresslastuntersuchungen konnte gezeigt werden, dass die maximale Belastung der G2 - Schicht bei ca. 500 N und die der Kepla-Coat R-Schicht bei ca. 200 N liegt. Auf dem gleichen Niveau wie Aluminium - Silizium - Legierungen liegend, war letztere für den motorischen Einsatz ungeeignet. Die G2 - Schicht erfüllte dahingegen die Anforderungen sowohl im Rotationstribometer, in dem die kritischen Verhältnisse des Zwickelbereichs stationär nachgebildet wurden, als auch diejenigen in den motorischen Untersuchungen. In den untersuchten Systemen konnte in Abhängigkeit von unterschiedlichen Kolbenringen und Ölen jedoch kein Reibungsvorteil zum Seriensystem bestimmt werden. Während die Kolbenringbeschichtung im Modellversuch zu unterschiedlichen Reibzahlen führte, konnte im realen Ring / Laufbahn - System nur ein untergeordneter Einfluss auf die Reibung festgestellt werden. Im Rahmen der Verschleißbetrachtung der Kolbenringe konnte für den Modelltest und den Einzylindermotor ein gleiches Ranking festgestellt werden. Der Verschleiß zeigte dabei eine Abhängigkeit zur Ringoberflächenhärte. Von den untersuchten Ringen zeigt der ta-C - beschichtete Kolbenring den geringsten Verschleiß. In den Untersuchungen hinsichtlich Laufbahnverschleiß konnte gezeigt werden, dass die Keronite - Laufbahnen bis zu Kontaktpressungen von 200 bar eine maximale Verschleißgeschwindigkeit von 10 nm/h aufweisen. Eine höhere Verschleißgeschwindigkeit wurde bei 150 und 200 bar mit 5 m/s Gleitgeschwindigkeit gemessen. Sie lagen bei ca. 16 nm/h. Im Vergleich mit Serienbauteilen sind das nur wenige Prozent.

The friction process occurs in most structures, especially in contact between two faces with relative motion. The process of friction and abrasion affects the productivity and performance of equipment. In this study, the simulations and experimentations are formed to understand the friction and wear properties of hydraulic rubber seals. The tribometer test rig is developed to investigate rubber samples' friction and abrasion properties with different contact conditions. An observation structure to measure the contact area of the rubber sample also was constructed. The experiments are performed with different contact conditions (dry contact, wet contact, mud contact), different geometry of sample (half-cylinder, half-sphere), quite different contact directions (sliding direction axial and sliding direction lateral), fillet radius, contact angle or rubber material with different sliding velocities and normal forces. In addition, the contact process of rubber seals is simulated and equations for seal wear for the specific experimental conditions are formulated.:CHAPTER 1 Introduction .....................................................................................1 1.1 Motivation and objectives of the thesis…………….………..…..….........…….1 1.2 Structure of the dissertation.........................................................................3 CHAPTER 2 State of the Art………………………………………………...………....4 2.1 Water hydraulic seal.....................................................................................4 2.2 Fundamental tribology..................................................................................7 2.3 Experimental Investigation...........................................................................15 2.4 Simulation....................................................................................................19 CHAPTER 3 Test setup........................................................................................21 3.1 Tribometer test rig........................................................................................21 3.2 Setup for experimental investigation with rubber block……….........………...24 3.3 Setup for experimental investigation with a hydraulic seal………........……..32 3.4 Setup for Simulation………………………………………………..…................37 CHAPTER 4 Friction characteristics of the rubber block………………..…...….38 4.1 Influences on friction characteristic…………………………….…...........…….39 4.2 Test configuration and analysis of measured data…………………..............42 4.3 Results of experiments................................................................................44 4.4 Summary ……………………………………………….……………..............….58 CHAPTER 5 Experimental investigation with hydraulic seals……………….…..60 5.1 Test configuration…………………………………………………….................60 5.2 Result of experimental investigation ………………………….............………64 5.3 Summary…………………………………………………………..............…..….82 CHAPTER 6 Simulation…………………………………………….......……….…..83 6.1 Contact model………………………………………………….............………..83 6.2 Results of simulation……………………………………….…….............….…..85 6.3 Wear equation………………………………………………….............……...…94 6.4 Summary ………………………………………………………...............………102 CHAPTER 7 Conclusions and Recommendations …………….…………………..104 7.1 Summary and conclusion ……………………………………..................……104 7.2 Recommendations…………………….………………………............…….….108 References………………………………………………...…………….....……...…..109

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