The vertical load on a moving tire was estimated by using accelerometers attached to the inner liner of a tire. The acceleration signal was processed to obtain the contact patch length created by the tire on the road surface. Then an appropriate equation relating the patch length to the vertical load is used to calculate the load. In order to obtain the needed data, tests were performed on a flat-track test machine at the Goodyear Innovation Center in Akron, Ohio; tests were also conducted on the road using a trailer setup at the Intelligent Transportation Laboratory in Danville, Virginia. During the tests, a number of different loads were applied; the tire-wheel setup was run at different speeds with the tire inflated to two different pressures. Tests were also conducted with a camber applied to the wheel. An algorithm was developed to estimate load using the collected data. It was then shown how the estimated load could be used in a control algorithm that applies a suitable control input to maintain the yaw stability of a moving vehicle. A two degree of freedom bicycle model was used for developing the control strategy. A linear quadratic regulator (LQR) was designed for the purpose of controlling the yaw rate and maintaining vehicle stability. / Master of Science

A friction stir welding equipment with high rotation speed and constant load is successfully developed in this study to weld the multi-laminated silicon steel sheets widely used on regular transformers. This equipment consists of a spinning unit, a loading unit, and a feeding unit. A WC round rod with 3 mm diameter is used as welding tool. Under different operating conditions, such as the normal load(140~480 N), the spindle speed (12000~24000rpm), the feeding rate (0~1.58 mm/s), the welding characteristics and the welding mechanism of multi-laminated silicon steel sheets, and the welding feasibility of the transformer are investigated. Firstly, the contour map of welding depth in terms of spindle speed,normal load, and depth of point welding is established for dwell welding time 15 seconds. Secondly, based on this contour map, two experimental conditions of the long-pass welding tests are selected to investigate the effect of normal load (Fd), the spindle speed (Ns), and the feeding rate (f) on the failure load of weld under the shear. According to the experimental results, the empirical formula is obtained as Ff =40.6(Fd¡DNs)1.123(f)-0.791. In this formula,(Fd¡DNs)1.123(f)-0.791 is proportional to the frictional work per unit moving distance. With the larger frictional work, this represents the heat generation of the workpiece material is higher with more uniform friction stir, so that the bonding strength of the material increases and the failure load of weld is larger. According to the micrograph observations, the thermo-mechanically affected zone is significantly influenced by high heat action generated from the friction between the tool and the weld surface region, so that the plastic flow of the workpiece material occurs to cause the multi-laminated silicon steel sheets bonding together. Finally, the transformer is successfully welded under the experimental conditions of the long-pass welding tests with the smaller welding depth and the better failure load.

Os mecanismos do desgaste e atrito que ocorrem durante o desgaste por deslizamento, bem como, a transição do regime do desgaste moderado para o desgaste severo, são influenciados pela força aplicada, rugosidade, temperatura e umidade, sendo estas variáveis frequentemente estudadas. Entretanto, a avaliação da remoção de debris durante o deslizamento e a influência do aditivo lubrificante, em regime limítrofe/quase seco (e.g. Ácido Esteárico C18H32O2) ainda são necessários maiores entendimentos sobre os mecanismos de desgaste e também a força na qual ocorre a transição do regime do desgaste moderado para o desgaste severo durante o deslizamento. Para os testes a seco, com e sem a remoção dos debris, foram realizados ensaios tribológicos convencionais com as duas durezas de disco, 435 e 530 HV30. Os resultados mostraram que a transição do regime de desgaste é influenciada pela dureza e pela remoção dos debris. A influência da dureza é observada apenas quando os ensaios convencionais são realizados, nos quais foi observado que o aumento da dureza do contra corpo estende a transição do desgaste moderado para o severo em forças maiores. A remoção dos debris aumenta a extensão da força para ocorrer a transição moderado/severo. Para os testes lubrificados, foram realizados ensaios com a dureza de disco de 530 HV, variando a concentração do ácido esteárico. Os resultados mostram que o aumento da concentração do aditivo e da força normal aplicada são varáveis determinantes para a redução do coeficiente de atrito. A ação do aditivo lubrificante é fundamental nas forças baixas, sendo que nas forças elevadas apenas o aumento da força normal é suficiente para manter o baixo coeficiente de atrito. Adicionalmente, para as elevadas forças aplicadas, o filme lubrificante falha em função do tempo de deslizamento, e maiores concentrações de aditivo são necessárias para manter o coeficiente de atrito constante. / The wear and friction mechanisms that occur during the sliding wear, as well as the transition from mild to severe wear regimes are influenced by the normal load applied, roughness, temperature and humidity, the variables more frequently studied. However, the assessment of debris removal during the sliding wear and oil influence with lubricant additive (e.g. Stearic Acid C18H32O2) in the boundary/dry lubrication needs further understanding of the mechanisms and the load that occur a wear transition from mild to severe wear. The aim in this work is the characterization and evaluation the contact surface without debris in sliding surface (cleaning of the wear track) and the wear surface in boundary lubrication tests. The materials studied are: the pin AISI 4140 - 435 HV30 steel and the disc AISI H13 - 435 e 530 HV30 steel. Firstly were made conventional tribological tests with two disc hardness. Then, tests with the cleaning of the wear track were made. The results showed that the hardness and the absence of debris influence in the wear transition regime. The hardness influence is observed only when the conventional tests were made. When the counter body hardness increased, the transition from mild to severe wear extends to greater loads. The debris influence was evidenced in tests with the cleaning of the wear track, and showed that greater loads are needed from mild to severe wear transition. For the lubricated tests, the hardness of the disk was 530 HV. The results shown that the concentration of the lubricant additive and the normal load applied are determinant variables to decreasing the friction coefficient. The lubricant additive action is critical in low loads, and in high loads only the increasing of the load is needed to maintain the low friction. In addition, in the high load applied, the failure of the lubricant film occurs with the increase of the sliding time, and higher additive concentrations are needed to maintain constant the friction coefficient.

Os mecanismos do desgaste e atrito que ocorrem durante o desgaste por deslizamento, bem como, a transição do regime do desgaste moderado para o desgaste severo, são influenciados pela força aplicada, rugosidade, temperatura e umidade, sendo estas variáveis frequentemente estudadas. Entretanto, a avaliação da remoção de debris durante o deslizamento e a influência do aditivo lubrificante, em regime limítrofe/quase seco (e.g. Ácido Esteárico C18H32O2) ainda são necessários maiores entendimentos sobre os mecanismos de desgaste e também a força na qual ocorre a transição do regime do desgaste moderado para o desgaste severo durante o deslizamento. Para os testes a seco, com e sem a remoção dos debris, foram realizados ensaios tribológicos convencionais com as duas durezas de disco, 435 e 530 HV30. Os resultados mostraram que a transição do regime de desgaste é influenciada pela dureza e pela remoção dos debris. A influência da dureza é observada apenas quando os ensaios convencionais são realizados, nos quais foi observado que o aumento da dureza do contra corpo estende a transição do desgaste moderado para o severo em forças maiores. A remoção dos debris aumenta a extensão da força para ocorrer a transição moderado/severo. Para os testes lubrificados, foram realizados ensaios com a dureza de disco de 530 HV, variando a concentração do ácido esteárico. Os resultados mostram que o aumento da concentração do aditivo e da força normal aplicada são varáveis determinantes para a redução do coeficiente de atrito. A ação do aditivo lubrificante é fundamental nas forças baixas, sendo que nas forças elevadas apenas o aumento da força normal é suficiente para manter o baixo coeficiente de atrito. Adicionalmente, para as elevadas forças aplicadas, o filme lubrificante falha em função do tempo de deslizamento, e maiores concentrações de aditivo são necessárias para manter o coeficiente de atrito constante. / The wear and friction mechanisms that occur during the sliding wear, as well as the transition from mild to severe wear regimes are influenced by the normal load applied, roughness, temperature and humidity, the variables more frequently studied. However, the assessment of debris removal during the sliding wear and oil influence with lubricant additive (e.g. Stearic Acid C18H32O2) in the boundary/dry lubrication needs further understanding of the mechanisms and the load that occur a wear transition from mild to severe wear. The aim in this work is the characterization and evaluation the contact surface without debris in sliding surface (cleaning of the wear track) and the wear surface in boundary lubrication tests. The materials studied are: the pin AISI 4140 - 435 HV30 steel and the disc AISI H13 - 435 e 530 HV30 steel. Firstly were made conventional tribological tests with two disc hardness. Then, tests with the cleaning of the wear track were made. The results showed that the hardness and the absence of debris influence in the wear transition regime. The hardness influence is observed only when the conventional tests were made. When the counter body hardness increased, the transition from mild to severe wear extends to greater loads. The debris influence was evidenced in tests with the cleaning of the wear track, and showed that greater loads are needed from mild to severe wear transition. For the lubricated tests, the hardness of the disk was 530 HV. The results shown that the concentration of the lubricant additive and the normal load applied are determinant variables to decreasing the friction coefficient. The lubricant additive action is critical in low loads, and in high loads only the increasing of the load is needed to maintain the low friction. In addition, in the high load applied, the failure of the lubricant film occurs with the increase of the sliding time, and higher additive concentrations are needed to maintain constant the friction coefficient.

O esmalte dental é o tecido mineralizado mais duro do corpo humano; apesar disto, seu desgaste é um problema muito comum. Este pode estar associado aos processos de envelhecimento, ou ainda, ser encontrado em indivíduos jovens, como consequência de atividades parafuncionais, por exemplo, atrição dental. Este tipo de dano pode resultar em prejuízo da função mastigatória e em diminuição da qualidade de vida. Por isto, o desgaste do esmalte dental tem sido objeto de muitos estudos, embora poucos tenham utilizado conceitos tribológicos. Não foi encontrado nenhum estudo que explorasse o desgaste de esmalte e seus micromecanismos oriundos do deslizamento alternado de incisivo contra incisivo, configuração que mais se aproxima do tribossistema real de atrição. O presente estudo tem por objeto investigar o desgaste e seus mecanismos em pares deslizantes de esmalte incisal (configuração pino-plano), selecionados por seus similares valores de dureza e de tenacidade à fratura, submetidos a diferentes cargas normais e lubrificações do meio. Incisivos bovinos foram ensaiados em deslizamento alternado sob duas cargas normais (8 N e 16 N) e quatro modos de lubrificação: saliva natural; saliva artificial; gel lubrificante oral (Oralbalance!, Biotène); e grupo controle sem lubrificação (seco). Durante os ensaios, foram levantadas as curvas de atrito. O volume desgastado e a rugosidade da superfície foram mensurados via perfilometria 3D. Os micromecanismos de desgaste foram analisados ao microscópio eletrônico de varredura. O aumento da carga normal aplicada resultou em aumento do volume de desgaste para todas as condições. Comparando-se ao grupo sem lubrificação, as salivas (natural e artificial) não reduziram o desgaste, mas a lubrificação com o gel foi efetiva para reduzir tanto o volume de esmalte desgastado como o coeficiente de atrito. A relação entre o valor do parâmetro de rugosidade Sq e o coeficiente de atrito não foi linear, nem entre a rugosidade Sq e o coeficiente de desgaste, para todas as condições. Os micromecanismos de desgaste encontrados foram, em ordem crescente de severidade: desgaste da região interprismática (8 N - gel); propagação de trincas interprismáticas (8 N - seco); reações triboquímicas associadas à ação mecânica (8 N - saliva natural e artificial; 16 N - gel; 16 N - saliva natural e artificial); e desplacamento (16 N - seco). / Enamel is the hardest mineralized tissue in the human body; despite that, the enamel wear is a very common problem. The wear damage can be related to aging processes or also be found in young people as a result of parafunctional activities, for example, dental attrition. This type of damage can result in loss of masticatory function and decreased quality of life. Therefore, the wear of the enamel has been the subject of many studies, although few have used tribological concepts. The wear mechanisms of reciprocating sliding pairs from incisor against incisor have not been reported in the literature, this configuration is the one that is closest to the real tribosystem of attrition. The present study aims to investigate the wear behavior and the related mechanisms in reciprocating sliding pairs of incisal enamel (pin-on-flat configuration), selected for their similar hardness and fracture toughness values, with different applied normal loads and lubrication conditions. Bovine incisors were tested in reciprocating sliding with different applied normal loads (8 N and 16 N) and four lubrication conditions: natural saliva; artificial saliva; oral gel lubricant (Oralbalance!, Biotène); and control group (dry). During tests, the friction curves were recorded. The volume loss and the surface roughness Sq were investigated by 3D profilometry. Wear mechanisms were analyzed by scanning electron microscope. The increase of the normal load resulted in an increased volume loss for all conditions. Comparing to the group without lubrication, the saliva (natural and artificial) did not reduce the volume loss, but the lubricant gel was effective to reduce both the volume loss and the coefficient of friction. The relationship between the value of the roughness Sq and the friction coefficient was not linear, nor between the roughness Sq and the wear coefficient for all conditions. In increasing order of severity, the micromechanisms of wear were: wear at the interrod enamel (8 N - gel); crack propagation in the interrod enamel (8 N - dry); tribochemical reactions associated with mechanical wear (8 N - natural saliva and artificial saliva; 16 N - gel; 16 N - natural saliva and artificial saliva); and flake-like wear (16 N - dry).

Objetivo: Avaliar por meio do estudo fotoelástico qualitativo as tensões geradas no longo eixo dos implantes e interimplantes nas regiões cervical, média e apical quando submetidos a diferentes carregamentos com ou sem interposição de placa oclusal plana. Método: Foram confeccionados quatro modelos fotoelásticos, com dois implantes hexágono externo (Neodent) localizados no espaço correspondente ao segundo pré-molar e segundo molar inferiores. Em cada modelo, foram instaladas supraestruturas metálicas parafusadas sobre os implantes. Os modelos fotoelásticos foram posicionados no polariscópio circular para distribuição das franjas isocromáticas em torno dos implantes e áreas interimplantes. Registros fotográficos foram obtidos antes e após a aplicação dos diferentes tipos de carregamento: 1- 30kg sem placa; 2- 30kg com placa; 3- 60kg sem placa; 4- 60kg com placa; 5- 90kg sem placa; 6- 90kg com placa. Resultados: Após as análises, observou-se a presença de tensão nos modelos sem a aplicação de carga oclusal após a aplicação do torque (20Ncm). A diminuição na magnitude de tensão com a aplicação da placa oclusal plana se tornou mais evidente após a aplicação de carga de 60kg. De modo geral, a maior magnitude de tensão se deu na região cervical para as áreas interimplantares e na região apical ao redor dos implantes, havendo uma diminuição de 57,77% entre as três magnitudes de cargas aplicadas após utilização da placa. Conclusões: Assim, os dados obtidos deste estudo demonstraram que a melhor distribuição de tensões nos implantes foi obtida com a interposição da placa oclusal plana, a partir da aplicação de carga de 60kg, com diminuição de 66,66%. / Aim: To assess using qualitative photoelastic studies the tensions generated in the long axis of the implants and interimplants in the cervical, middle and apical regions when subjected to different loads with or without interposition of occlusal splint flat. Methods: Four photoelastic models were fabricated with two external hexagon implants (Neodent) located in the space corresponding to the second premolar and molar inferiors. In each model, screw-retained metal superstructures were installed on the implants. Photoelastic models were positioned in the circular polariscope for distribution of isochromatic fringes around the implants. Photographic records were obtained before and after application of different types of loading: 1- 30kg without plate; 2- 30kg with plate; 3- 60kg without plate; 4- 60kg with plate; 5- 90kg without plate; 6- 90kg with plate. Results: After the analysis, the presence of tension in the models without the application of occlusal load after torque application (20Ncm) was observed. The decrease in stress with the application of the occlusal splint flat became more evident after the application of 60kg load. Generally, the major stress magnitude occurred in the cervical region for interimplant areas and in the apical region around implants, with a decrease of 57,77%, between the three magnitudes of loads applied after use of plate. Conclusions: The data obtained in this studies demonstrate that the best stress distribution in the implants is obtained by interposing occlusal splint flat, with the application of a 60kg load, and a decrease of 66,66%.

O esmalte dental é o tecido mineralizado mais duro do corpo humano; apesar disto, seu desgaste é um problema muito comum. Este pode estar associado aos processos de envelhecimento, ou ainda, ser encontrado em indivíduos jovens, como consequência de atividades parafuncionais, por exemplo, atrição dental. Este tipo de dano pode resultar em prejuízo da função mastigatória e em diminuição da qualidade de vida. Por isto, o desgaste do esmalte dental tem sido objeto de muitos estudos, embora poucos tenham utilizado conceitos tribológicos. Não foi encontrado nenhum estudo que explorasse o desgaste de esmalte e seus micromecanismos oriundos do deslizamento alternado de incisivo contra incisivo, configuração que mais se aproxima do tribossistema real de atrição. O presente estudo tem por objeto investigar o desgaste e seus mecanismos em pares deslizantes de esmalte incisal (configuração pino-plano), selecionados por seus similares valores de dureza e de tenacidade à fratura, submetidos a diferentes cargas normais e lubrificações do meio. Incisivos bovinos foram ensaiados em deslizamento alternado sob duas cargas normais (8 N e 16 N) e quatro modos de lubrificação: saliva natural; saliva artificial; gel lubrificante oral (Oralbalance!, Biotène); e grupo controle sem lubrificação (seco). Durante os ensaios, foram levantadas as curvas de atrito. O volume desgastado e a rugosidade da superfície foram mensurados via perfilometria 3D. Os micromecanismos de desgaste foram analisados ao microscópio eletrônico de varredura. O aumento da carga normal aplicada resultou em aumento do volume de desgaste para todas as condições. Comparando-se ao grupo sem lubrificação, as salivas (natural e artificial) não reduziram o desgaste, mas a lubrificação com o gel foi efetiva para reduzir tanto o volume de esmalte desgastado como o coeficiente de atrito. A relação entre o valor do parâmetro de rugosidade Sq e o coeficiente de atrito não foi linear, nem entre a rugosidade Sq e o coeficiente de desgaste, para todas as condições. Os micromecanismos de desgaste encontrados foram, em ordem crescente de severidade: desgaste da região interprismática (8 N - gel); propagação de trincas interprismáticas (8 N - seco); reações triboquímicas associadas à ação mecânica (8 N - saliva natural e artificial; 16 N - gel; 16 N - saliva natural e artificial); e desplacamento (16 N - seco). / Enamel is the hardest mineralized tissue in the human body; despite that, the enamel wear is a very common problem. The wear damage can be related to aging processes or also be found in young people as a result of parafunctional activities, for example, dental attrition. This type of damage can result in loss of masticatory function and decreased quality of life. Therefore, the wear of the enamel has been the subject of many studies, although few have used tribological concepts. The wear mechanisms of reciprocating sliding pairs from incisor against incisor have not been reported in the literature, this configuration is the one that is closest to the real tribosystem of attrition. The present study aims to investigate the wear behavior and the related mechanisms in reciprocating sliding pairs of incisal enamel (pin-on-flat configuration), selected for their similar hardness and fracture toughness values, with different applied normal loads and lubrication conditions. Bovine incisors were tested in reciprocating sliding with different applied normal loads (8 N and 16 N) and four lubrication conditions: natural saliva; artificial saliva; oral gel lubricant (Oralbalance!, Biotène); and control group (dry). During tests, the friction curves were recorded. The volume loss and the surface roughness Sq were investigated by 3D profilometry. Wear mechanisms were analyzed by scanning electron microscope. The increase of the normal load resulted in an increased volume loss for all conditions. Comparing to the group without lubrication, the saliva (natural and artificial) did not reduce the volume loss, but the lubricant gel was effective to reduce both the volume loss and the coefficient of friction. The relationship between the value of the roughness Sq and the friction coefficient was not linear, nor between the roughness Sq and the wear coefficient for all conditions. In increasing order of severity, the micromechanisms of wear were: wear at the interrod enamel (8 N - gel); crack propagation in the interrod enamel (8 N - dry); tribochemical reactions associated with mechanical wear (8 N - natural saliva and artificial saliva; 16 N - gel; 16 N - natural saliva and artificial saliva); and flake-like wear (16 N - dry).

The aim of this research work is to deepen the understanding of joint shear behavior under different boundary conditions. For this purpose, joint closure tests under quasi-static and dynamic conditions, direct shear and cyclic shear tests under CNL and DNL boundary conditions of plane joints are performed using GS-1000 big shear box device. The dissertation also presents the procedure to simulate the shear box device and simulating the behavior of plane joints at the micro-scale using FLAC3D. Special attention has been given to understand the influencing factors of the normal stress level, direct shear rate, horizontal cyclic shear frequency, normal impact frequency, horizontal cyclic shear displacement amplitude and vertical impact force amplitude. Lab test and numerical simulation results show that the quasi-static joint stiffness increases with increasing normal force. Dynamic joint stiffness decreases with increasing superimposed normal force amplitudes. Normal impact frequencies have little influence on the joint stiffness. Rotations and stress changes at the plane joint during shearing are proven. Rotations and development of stress gradients can be decreased significantly by increasing the size of the bottom specimen and applying a shear velocity at the upper shear box and normal loading piston. Furthermore, peak shear force increases with increasing normal force. Friction angle of cyclic shear tests is smaller than that of direct shear tests. Moreover, significant time shifts between normal and shear force (shear force delay), normal force and friction coefficient (friction coefficient delay) during direct shear tests under DNL boundary conditions are observed and the reference quantity ‘shear-velocity-normal-impact-frequency’ (SV-NIF) to describe the behavior under DNL boundary conditions is defined. Peak shear force and minimum friction coefficient increase with increasing SV-NIF. Relative time shift between normal force and shear force decreases with increase of SV-NIF. The mechanical behavior of the GS-1000 big shear box device is simulated and the loss of normal force caused by the tilting of the loading plate is quantified. Finally, the novel direct and cyclic shear strength criterions under DNL conditions are put forward. The shear strength criterions are in close agreement with the measured values, which indicates that the novel shear strength criterions are able to predict the shear strength under DNL conditions.

No description available.

The aim of this research work is to deepen the understanding of joint shear behavior under different boundary conditions. For this purpose, joint closure tests under quasi-static and dynamic conditions, direct shear and cyclic shear tests under CNL and DNL boundary conditions of plane joints are performed using GS-1000 big shear box device. The dissertation also presents the procedure to simulate the shear box device and simulating the behavior of plane joints at the micro-scale using FLAC3D. Special attention has been given to understand the influencing factors of the normal stress level, direct shear rate, horizontal cyclic shear frequency, normal impact frequency, horizontal cyclic shear displacement amplitude and vertical impact force amplitude. Lab test and numerical simulation results show that the quasi-static joint stiffness increases with increasing normal force. Dynamic joint stiffness decreases with increasing superimposed normal force amplitudes. Normal impact frequencies have little influence on the joint stiffness. Rotations and stress changes at the plane joint during shearing are proven. Rotations and development of stress gradients can be decreased significantly by increasing the size of the bottom specimen and applying a shear velocity at the upper shear box and normal loading piston. Furthermore, peak shear force increases with increasing normal force. Friction angle of cyclic shear tests is smaller than that of direct shear tests. Moreover, significant time shifts between normal and shear force (shear force delay), normal force and friction coefficient (friction coefficient delay) during direct shear tests under DNL boundary conditions are observed and the reference quantity ‘shear-velocity-normal-impact-frequency’ (SV-NIF) to describe the behavior under DNL boundary conditions is defined. Peak shear force and minimum friction coefficient increase with increasing SV-NIF. Relative time shift between normal force and shear force decreases with increase of SV-NIF. The mechanical behavior of the GS-1000 big shear box device is simulated and the loss of normal force caused by the tilting of the loading plate is quantified. Finally, the novel direct and cyclic shear strength criterions under DNL conditions are put forward. The shear strength criterions are in close agreement with the measured values, which indicates that the novel shear strength criterions are able to predict the shear strength under DNL conditions.