An easy and reliable way to join two or more components is to use a bolted joint. When torque is applied on the bolt head, a clamp force is achieved. However about 90% of this torque will be used just to overcome the friction in the interfaces. To be able to fasten these in an ecient and precise manner the friction in the bolt threads and underhead area is important to understand. This is currently investigated at Atlas Copco by using a friction test rig, FTR, which measures the clamp force, the total torque and the shank torque. To evaluate the test rig and also to be able to evaluate dierent friction models, a parameterised simulation model of a bolted joint is built. This is a 3D-model of the joint containing a bolt, a nut and a test specimen. The stiness and frictional behaviour of the FTR is used in the model to get a good comparison between these two. Dierent contact formulations and settings are tested to achieve a good model. Also, mesh size, step size and material models are evaluated to see the eect of these. The results show a good correlation between the FTR data and the simulation model. For the total torque to clamp force ratio a dierence of about 1% is achieved. The average dierence in shank torque and underhead torque is at 3.1% and -1.6% respectively. The pressure distribution for this model is shown to be unevenly distributed along the threads. This is minimized by softening the contact, but this instead increases the error between the FTR data and the simulation model. For the evaluation of friction models that are based on the contact pressure this needs to be investigated further to nd a good compromise between the contact pressure and the frictional behaviour.

Neste trabalho foram conduzidos experimentos de laboratório no intuito de avaliar o efeito da textura superficial no desempenho de óleos lubrificantes aditivados e não aditivados. Os materiais envolvidos nos ensaios são referentes a materiais de anel e camisa de motores de combustão interna e as condições de superfície envolveram processamentos de lixamento e retífica, bem como texturização de microcavidades a laser. Os ensaios foram do tipo alternado, com regime limítrofe de lubrificação. Inicialmente foram feitas análises sobre a metodologia utilizada para o cálculo do coeficiente de atrito em ensaios alternados, mostrando que os valores fornecidos diretamente pelo equipamento (aqui chamados de coeficiente de atrito pico a pico) não foram efetivos para este estudo, pois apresentam alta dispersão entre as réplicas dos ensaios e não é representativo em termos de eficiência do tribossistema. Foram geradas microcavidades nas superfícies de alguns blocos de ferro-fundido mediante texturização a laser. Esta texturização gerou rebarbas que foram retiradas por um processo de lixamento. Com isso, uma parte dos resultados avaliou o efeito do lixamento nos parâmetros de rugosidade, no entanto que o processo acaba por aumentar os valores de raio de aspereza e reduzir a altura média dos picos. Por fim, ensaios com óleo sem aditivo tiveram formação de óxido em todas as condições de superfície, com pouca variação do coeficiente de atrito. Já nos ensaios com óleo aditivado, os resultados mostraram pouca influência das microcavidades e maior contribuição das características de picos (raio e altura) na formação de tribofilmes redutores de atrito (neste caso MoS2). / This work was conducted by experimental tests in order to evaluate the effect of surface texture on fully formulated oil and base-oil performance. In these tests, the materials were related to the piston ring and cylinder, in which surfaces were sanded, grounded and textured by laser. In addition, the tests were carried out by reciprocating movement and boundary conditions. A coefficient of friction study in reciprocating tests was performed, showing that peak-to-peak methodology does not represent properly the tribosystem efficiency. Burr was generated around the dimples (made by laser surface texturing), in which were removed by sanded process. The results showed that sanded process increased the peak radius and decreased the peak height. The results considering the base oil showed oxide formation on the surface in all the cases, occurring low variation of friction coefficient in the system. On the other hand, in the fully formulated oil results, the dimples had no influence on MoS2 formation; however, it was possible to see a strong relation with the radius and average height of the asperities.

Esta dissertação mostra a análise da interação de intersticiais pesados como oxigênio e nitrogênio em amostras policristalinas de nióbio e monocristalinas de nióbio e tânalo. Os dados experimentais foram obtidos através de medidas de atrito interno e freqüência de oscilação do pêndulo em função da temperatura, utilizando-se um pêndulo de torção invertido tipo Kê. Os resultados mostram estruturas de relaxação atribuídas à reorientação induzida por tensão de átomos intersticiais em torno de átomos da matriz metálica. Estas estruturas forma analisadas através de dois métodos: subtrações sucessivas e tempo de relaxação. A partir das medidas de atrito interno foram identificados os processos de relaxações Nb-O, Nb-N e Ta-O. Esses mesmos processos de relaxação foram confirmados por meio das medidas de freqüência de oscilação do pendulo usando um método proposto nesta dissertação, o qual relaciona o quadrado dessa freqüência medida e o inverso da temperatura. / This dissertation shows the analysis of heavy interstitials interaction, such as oxygen and nitrogen, in a policrystalline niobium sample and single crystal samples of niobium and tantalum. The experimental data were obtained by internal friction and oscillation frequency measurements as a function of temperature, using a Kê-type inverted torsion pendulum. The results show relaxation structures attributed to stress induced ordering of interstitial atoms around the mettalic matrix atoms. These structures were analysed by two methods: sucessive subtraction and relaxation time. From internal friction measurements, Nb-O, Nb-N and Ta-O relaxation processes were identified. These same relaxation processes were confirmed by oscillation frequency measurements, using a method proposed here, which relates squared frequency with inverse of temperature.

Tyres are used in everyday life for a variety of practical and recreational tasks. Frictional behaviour of tyres on any surface is important for vehicle safety and control; this behaviour becomes more important when that surface is snow. The interaction of rubber and a snow surface is complex and a deeper understanding of both is needed in order to help develop better tyres. Outdoor full scale tyre test results were compared to results from indoor laboratory tests using a linear tribometer and a surface of compacted artificial snow; these were in excellent correlation allowing a systematic and comprehensive study of rubber friction on snow to be conducted in the laboratory. Rubber samples of varied rubber compositions and geometries were used to gain an understanding of friction on snow. Samples with varying glass transition temperature (Tg), dynamic rigidity (G*) and Payne effect (dependence of the dynamic moduli on the amplitude of the applied strain) were investigated along with samples with and without sipes. The rubber friction coefficient (μ) was measured as a function of velocity and temperature. The siped samples exhibited a higher μ than those without sipes. FE simulations, rubber friction tests for varying contact pressures and steel blade force tests were performed to evaluate contributions from ‘surface’ friction and ploughing separately. The increased μ was attributed to the ploughing force from the front edges of the ‘subblocks’ created by the sipes. Although it is well known in the industry that siped tyres grip well, this is the first time it has been explained how sipes grip effectively through a combination of ploughing and rubber snow interaction. A comprehensive study of varying rubber properties (Tg, G* and Payne effect) was conducted to better understand their impact on snow friction. The findings were evaluated using the WLF shift factor to account for the running frequency of the rubber from the snow surface roughness. G* was found to be the dominant parameter for rubber μ when considering running frequency. Increased μ values were exhibited by rubbers with a lower G*. The decreased G* makes the rubber more compliant, thus increasing the contact area between the rubber and the snow, in turn increasing μ. A better knowledge of the surface roughness of snow will aid the understanding of the interaction between rubber and snow for tyres. A method was developed to characterise the artificial snow surface utilising sectioning and imaging of chemically stabilised snow samples. From images of the snow surface before friction testing the average indentor size can be found, this is used to analyse the running frequency of the rubber. Qualitatively comparing the surfaces before and after rubber friction testing shows a decrease in surface profile aggressivity after a test; this is attributed to melting of the snow from frictional heating and snow grain fracture. Friction tests were conducted to directly compare rubber friction on snow and ice using round edged samples. Again it was found that the rubber with the decreased G* exhibited higher friction; this was seen on both snow and ice confirming G* as the dominant rubber property for both surfaces, regardless of the surface roughness change. It was found that at low temperatures ice had a higher μ than snow, while at high temperatures snow exhibited a higher μ than ice. It is hypothesised that this intriguing switch is due to the surface roughness change leading to differing contact areas both with and without melt water. This switch is not seen when a simple heat transfer model is used, confirming the effect as a surface roughness change. The use of a modified Hertz model shows that indentation is the dominant mechanism at low velocities on snow. It is hypothesised that at high velocities melt water dominates on both snow and ice while adhesion may have a more significant role on ice at low velocities. These findings provide knowledge that can be used in the design of tyres for snow and ice in the future.

This literature analysis examines terahertz (THz) imaging as a non-invasive tool for the imaging of friction ridge detail from the first painted layer (imprimatura) in multilayered painted works of art. The paintings of interest are those created utilizing techniques developed during the Renaissance and still in use today. The goal of analysis serves to answer two questions. First, can THz radiation penetrate paint layers covering the imprimatura to reveal friction ridge information? Secondly, can the this technology recover friction ridge detail such that the fine details are sufficiently resolved to provide images suitable for comparison and identification purposes. If a comparison standard exists, recovered friction ridge detail from this layer can be used to establish linkages to an artist or between works of art. Further, it can be added to other scientific methods currently employed to assist with the authentication efforts of unattributed paintings. Flanked by the microwave and far-infrared edges, THz straddles the electronic and optic perspectives of the electromagnetic spectrum. As a consequence, this range is imparted with unique and useful properties. Able to penetrate and image through many opaque materials, its non-ionizing radiation is an ideal non-destructive technique that provides visual information from a painting’s sub-strata. Imaging is possible where refractive index differences exist between different paint layers. Though it is impossible, at present, to determine when a fingerprint was deposited, one can infer approximately when a print was created if it is recovered from the imprimatura layer of a painting, and can be subsequently attributed to a known source. Fingerprints are unique, a person is only able to deposit prints while their physical body is intact and thus, in some cases, the multiple layer process some artists use in their work may be used to the examiner’s advantage. Impressions of friction ridge detail have been recorded on receiving surfaces from human hands throughout time (and have also been discovered in works of art). Yet, the potential to associate those recorded impressions to a specific individual was only realized just over one hundred years ago. Much like the use of friction ridge skin, the relatively recently discovered THz range is now better understood; its tremendous potential unlocked by growing research and technology designed to exploit its unique properties.

Thesis (Sc.D.)--Massachusetts Institute of Technology, Dept. of Mechanical Engineering, 1980. / MICROFICHE COPY AVAILABLE IN ARCHIVES AND ENGINEERING. / Vita. / Includes bibliographical references. / by Kwai-Yung Benjamin Su. / Sc.D.

The main aim of this research was to investigate the mechanism of cavitation in conforming and partially conforming tribological conjunctions. The effect of cavitation on load carrying capacity and frictional performance of is also investigated. This is important with regards to fuel efficiency in internal combustion (IC) engines. Friction accounts for 15–20% of IC engine losses. The piston–cylinder system contributes to 40–50% of these, with the compression ring(s) being responsible for most of this. This is because the primary function of the ring is to seal the combustion chamber, thus small emerging gaps lead to increased friction. In fact, compression ring(s) expend 3–5% of engine input fuel energy. The share of frictional losses of engine bearings is approximately 20–25%. Traditionally, prediction of performance of tribological conjunctions has been studied using Reynolds equation. When the effect of cavitation is considered, various cavitation algorithms with associated boundary conditions for lubricant rupture and reformation are proposed. These include Elrod, and Elrod and Coyne algorithms, as well as boundary conditions such as Swift-Stieber, JFO and Prandtl-Hopkins. There are a number of assumptions embodied in these approaches, as well as the use of Reynolds equation itself. These approaches do not uphold the continuity of mass and momentum in multi-phase flow, in cavitation beyond the lubricant film rupture. A detailed methodology for multi-phase flow, comprising simultaneous solution of Navier-Stokes, energy and lubricant rheological state equations is developed.

Lubricants oils play an important role in a wide range of industrial and mechanical processes, where they are used to reduce both the friction and wear between interacting moving surfaces. The current understanding of lubrication is mainly based on empirical evidence, obtained from experiment. In this work, computer simulations are used to gain insight into the microscopic processes that lead to the modification of friction and wear by additive molecules adsorbed on sheared surfaces lubricated by thin liquid films. The specific area of application under consideration is the lubrication of automotive engine parts. The interactions between additive molecules are first determined using density-functional theory calculations. The interactions are then validated against available experimental data, and incorporated in to large-scale molecular-dynamics (MD) simulations, which are used to explore the structure and frictional properties of lubricated surfaces. The surfaces considered are alumina and iron oxide. The lubricating oils are squalane and hexadecane, which are representative of automotive lubricants, and the additive molecules are stearic acid, oleic acid and various oleamides. MD simulations are performed over wide ranges of the relevant physical conditions, namely pressure, temperature, and shear rate. The additives adsorb on to the surfaces and provide a physical connection between the surfaces and the lubricating liquid. The structures of adsorbed films are analysed in microscopic detail using functions of atomic positions and molecular geometry. Several important trends are identified, linking molecular isomerism and architecture with the structure and stability of the adsorbed film. In addition, the simulation results are used to gain insight on recent experimental measurements of film structure. The friction coefficients in various situations are computed and analysed with reference to the structures of the adsorbed films. The synthesis of these data and observed trends yields new insights on the intimate link between the molecular properties of lubricants, and the macroscopic frictional properties of macroscopic lubricated engine parts.

A demanda crescente por veículos mais confortáveis e mais seguros apresenta desafios à indústria. Os freios são um dos mais importantes sistemas de segurança dos veículos e também são frequentemente objeto de reclamações de consumidores por motivo de ruído. Os materiais de atrito empregados nos sistemas de freio devem apresentar desempenho satisfatório sob diferentes condições de temperatura e umidade, possuindo resistência à corrosão, longa vida útil, baixo custo e produzindo baixos níveis de ruído. Com o objetivo de caracterizar diferentes materiais quanto ao coeficiente de atrito e à produção de ruído, foram realizados ensaios de frenagem em diferentes condições utilizando um tribômetro. Esse equipamento possui sistemas de medição e controle capazes de registrar os coeficientes de atrito a cada frenagem simulada. O tribômetro também foi instrumentado com uma célula de carga capaz de medir variações da força de atrito. Os ensaios foram realizados em diferentes condições de temperatura e de intervalos de tempo entre as frenagens, alternando etapas quentes e frias. Durante o assentamento dos materiais, foram verificados diferentes comportamentos do coeficiente de atrito. Os materiais ensaiados apresentaram sensibilidade às variações de temperatura e de intervalos de tempo entre frenagens. Foi observada correlação entre as variações da força de atrito e o coeficiente de atrito. Também foram evidenciados os efeitos da velocidade de deslizamento sobre o espectro de frequências de variação da força de atrito. / The growing demand for more comfortable and safer vehicles comes up with new challenges to the industry. The brakes are one of the most important vehicle safety systems and are also often the subject of customer complaints about noise. The brake friction materials need to perform properly under different conditions of temperature and humidity, presenting resistance to corrosion, long life, low cost and producing low noise levels. In order to characterize the friction coefficient and noise generation of different friction materials, different conditions were tested using a tribometer. This equipment has measurement and control systems capable of record each brake stop friction coefficient. The tribometer was also instrumented with a load cell capable of measuring friction force variations. The tests were performed at different temperatures and time intervals between brake applications, alternating hot and cold stages. During the materials running-in, different behaviors of the friction coefficients were found. The friction materials tested showed sensitivity to temperature variations and time intervals between brake applications. There was a correlation between friction force variations and coefficient of friction. There were also effects of the slip speed on the frequency spectrum of the frictional force variations.

Made available in DSpace on 2014-06-11T19:31:04Z (GMT). No. of bitstreams: 0 Previous issue date: 2007-06-22Bitstream added on 2014-06-13T18:41:33Z : No. of bitstreams: 1 souza_ac_dr_bauru.pdf: 4889412 bytes, checksum: b1b5556d4915022278e65a9a1b120315 (MD5) / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES) / O desenvolvimento científico e tecnológico na área de novos materiais contribui para diversas aplicações do nióbio e suas ligas nas indústrias aeroespacial, aeronáutica, automobilística, naval, usinas nucleares, etc. O Brasil lidera o cenário mundial na oferta de nióbio, atingindo uma participação de 92,4% da produção mundial, justificando, assim, o interesse no estudo desse metal. Este trabalho tem dois objetivos: o primeiro é garantir a introdução do nitrogênio em solução sólida intersticial na matriz metálica Nb sob pressão parcial na ordem de 'X POT.-4' Torr e temperatura na ordem de 173 K, com diferentes tempos de dopagens; e, o segundo é caracterizar a liga Nb-1,0%pZr em termos de suas propriedades anelásticas, com diferentes concentrações de nitrogênio em solução sólida, tendo como referência padrão o metal nióbio. Pelo emprego do método de Espectroscopia Mecânica com base na técnia de atrito interno, que fornece informações sobre as interações Gás-Metal e outras técnicas auxiliares, como Difração de Raios X e Microscopia Eletrônica, foi possível mostrar a introdução de nitrogênio em solução em nióbio sob baixas condições de temperatura e pressão. Além disso, foi efetuada a caracterização anelástica da liga Nb-1,0%pZr em função do aumento da concentração de nitrogênio em solução sólida. / The scientific and technological development in the area of new materials has contributed to severa applications of niobium and its alloys to the aerospatial, aeronautical, automotive and naval industries, nuclear power stations, among others. Brazil is a worldwide leader in the supply of supply of niobium, reaching 92.4% share in the world production, thus justifying the interest in the study of that metal. In the present paper, there are two objectives: the first is to guarantee the introduction of nitrogen in an interstitial solid solution of niobium under partial pressure of 10-4 Torr and at a temperature of aound 1373 K, with different doping times. The second one is to characterize a Nb-1,0%Zr alloy according to its anelastic relaxation properties, with different nitrogen concentration in a solid solution, having niobium as a reference. By using Mechanical Spectroscopy, and bases on the internal friction technique - which provides information on Metal-Gas interactions and others auxiliary techniques, such as X-Ray Diffraction and Scanning Electron Microscopy - it was possible to show the introduction of nitrogen in a solid solution in niobium at a low temperature and pressure conditions. In addition, the anelastic characterization of the Nb-1,0%Zr alloy was performed in therms of the nitrogen concentration in a solid solution, showing complex anelastic relaxation structures, which were decomposed into their component relaxation processes due to stress-induced ordering of oxygen and nitrogen atoms around niobium and zirconium atoms.