Surfaces are rough, unless special care is taken to make them atomically smooth. Roughness exists at all scales, and any surface-producing operation affects the roughness in certain degrees, specific to the production process. When two surfaces are brought close to each other, contact is established at many isolated locations. The number and size of these contact islands depend on the applied load, material properties of the surfaces and the nature of roughness. These contact islands affect the tribological properties of the contacting surfaces. The real contact area, which is the sum total of the area of contacting islands, is much smaller than the apparent contact area dictated by the macroscopic geometry of the contacting surfaces. Since the total load is supported by these contact islands, the local contact pressure will be very high, and dependent on the local microscopic geometry of the roughness. Thus understanding the deformation behaviour of the rough surfaces will lead to better understanding of friction and wear properties of the surfaces. In this work, the interaction of these contact islands with each other is studied when two surfaces are in contact and sliding past each other. Asperities can be thought of as basic units of roughness. The geometry and the distribution of heights of asperities can be used to define the roughness. For example, one of the earliest models of roughness is that of hemispherical asperities carrying smaller hemispherical asperities on their back, which in turn carry smaller asperities, and soon. In the present study the asperities are assumed to be of uniform size, shape and distribution. Normal and tangential loading response of these asperities with a rigid indenter is studied through elastic-plastic plane strain finite element studies. As a rigid indenter is loaded onto a surface with a regular array of identical asperities, initial contact is established at a single asperity. The plastic zone is initially confined within the asperity. When the load is increased ,the elastic-plastic boundary moves towards the free surface of the asperity, and the contact pressure decreases. The geometry and spacing are determined when the neighbouring asperities come into contact. The plastic zone in these asperities is constrained, and hence contact pressure sustained by these asperities is larger. As the indentation progresses, more asperities come into contact in a similar way. If a tangential displacement is now applied to the indenter, the von Mises stress contours shift in the direction of indenter displacement. As the tangential displacement increases, the number of asperities in contact with the indenter decreases gradually before reaching a steady sliding state. The tangential sliding force experienced by the indenter arises from two components. One is the frictional resistance between the contacting surfaces and the other is due to the plastic deformation of the substrate. If the surface is completely elastic, it has been seen that the sliding force is purely due to the specified friction coefficient. For the smooth surface, as the subsurface makes the transition from purely elastic to confined plastic zone, plasticity breaks out on the free surface, hence the sliding force increases. For surfaces with asperities, even at very small load, the asperities deform plastically and hence the sliding force is considerably higher. The frictional force is experimentally measured by sliding a spherical indenter on smooth and rough surfaces. These experimental results are qualitatively compared with two dimensional finite element results. It has been observed that for rough surface, sliding force is considerablyhigherthanthesmoothsurface,asisobservedinsimu-lations at lower loads. In contrast to the simulations, the sliding force decreases at higher loads for both the smooth and rough surfaces.

A variety of analytical and numerical approaches for calculating the friction temperature have been developed in the past. However, none is capable to estimate the friction temperature of thermoplastic friction pairings. Therefore, a semi-analytical model for predicting the friction temperature has been developed. Dry friction and periodically recurring contact is a premise. In the article the derivation is shown und influencing parameters are explained. A validation is made by experimental studies on a conveyor system. The model can be applied to sliding chain conveyor as well as perspectively similar tribological systems.

Silicon nitride on steel sliding contacts may provide advantageous tribological properties over traditional self-mated pairs, however the friction and wear behavior at high sliding speeds (>1 m/s) is not well understood. Previous studies at low sliding speeds (< 1 m/s) have found that the wear mechanisms change as a function of the operating parameters, e.g. atmosphere, sliding speed, load, and temperature, due to the formation of transition metal oxides such as Fe2O3 and Fe3O4. This study detected transient effects of the dry silicon nitride on steel contact over a range of sliding speeds to understand their relation to tribochemical reactions and the resulting tribological behavior. Two sets of dry silicon nitride on steel experiments were conducted at 1.45 GPa maximum Hertzian pressure. The first set were low sliding speed reciprocating experiments, conducted at an average of 0.06 m/s, conducted at variable operating temperature, ranging from 23 °C to 1000 °C. In the low sliding speed experiments, transitions of the wear mechanism from adhesive wear, to abrasive wear, then to oxidative wear was observed when the operating temperature increased. The second set were high sliding speed experiments, conducted at variable sliding speeds, ranging from 1 m/s to 16 m/s. In the high sliding speed experiments, a transition from adhesive wear to oxidative wear was observed when the sliding speed surpassed 4.5 m/s. The high sliding speed experiments were accompanied by in-situ instrumentation which detected the presence of a tribofilm which correlated to a reduction in friction, and its formation was linked to tribochemical reactions induced by high flash temperatures. Both sets of experiments had a maximum estimated contact temperature of 1000 °C where oxidative wear was prevalent. Although, the low sliding speed experiments underwent severe bulk oxidation and thermal softening effects, while the high sliding speed experiments experienced localized flash heating events with temperatures sufficient to form a semi-coherent tribofilm that was lubricious and significantly improved wear resistance. Therefore, the effects of transition metal oxides in sliding contacts are determined to be significantly influenced on their mechanisms of formation and interrelated to the operating parameters as found for dry sliding silicon nitride on steel contacts.

No description available.

Im Zuge der kontinuierlichen Weiterentwicklung von Verarbeitungs- und Verpackungsmaschinen werden immer höhere Anforderungen an die für den Gütertransfer eingesetzte Fördertechnik gestellt. Neben der erhöhten Förderleistung sind zudem ein schmiermittelfreier Betrieb sowie eine hundertprozentige Verfügbarkeit gefordert. Durch die zunehmende Leistungssteigerung kommt es zu hohen Beanspruchungen, die bei falscher Auslegung zu mechanischem oder thermischem Versagen der Kunststoff-Bauteile im Fördersystem führen können. Während das mechanische Versagen mit den aktuellen Dimensionierungen vermieden werden kann, gibt es bezüglich des thermischen Versagens keine hinreichend genaue Auslegungsvorschrift. Die vorliegende Arbeit befasst sich mit der thermischen Analyse von Gleitketten-Fördersystemen sowie den darin eingesetzten thermoplastischen Kunststoff-Kunststoff-Gleitpaarungen. Diesbezüglich werden die Gleitkontakte eines Gleitkettenförderers und deren Belastungen analysiert. Durch Abstraktion des Kette–Schiene-Systems wird ein semi-analytisches Berechnungsmodell zur Abschätzung der Reibtemperatur entwickelt, welches mittels experimenteller Untersuchungen auf einem Tribo-Prüfstand und an einem Fördersystem verifiziert wird. Aus den Untersuchungsergebnissen konnte ein thermisches Auslegungskriterium für Kunststoff-Kunststoff-Gleitpaarungen abgeleitet werden, welches sowohl auf Gleitketten-Förderer als auch perspektivisch auf ähnliche tribologische Systeme übertragen werden kann. / In the course of the continuous enhancements of processing and packaging machines, higher demands are set on conveying technology used for transferring goods. In addition to an increased delivery rate, a lubricant-free operation as well as a hundred percent availability are claimed. Increasing performance leads to high stresses that can result to mechanical or thermal failure of plastic components in the conveying system, if incorrectly designed. While mechanical failure can be avoided with up to date dimensioning, there is no sufficiently precise dimensioning criterion in regard to thermal failure. The present thesis is concerning with the thermal analysis of sliding chain conveyor systems as well as the thermoplastic plastic-plastic sliding pairs used therein. In this regard, the sliding contacts of a sliding chain conveyor and their loads are analyzed. By abstraction of the chain–rail system, a semi-analytical model for estimating the frictional temperature is developed, which is verified by experimental studies on a tribo test bench and a conveyor system. From the study results, a thermal dimensioning criterion for plastic plastic pairings could be derived, which can be applied to sliding chain conveyor as well as perspectivly similar tribological systems.

The adhesive and frictional response of an AFM tip connected to a substrate through supramolecular host–guest complexes is investigated by dynamic Monte Carlo simulations. Here, the variation of the pull-off force with the unloading rate recently observed in experiments is unraveled by evidencing simultaneous (progressive) breaking of the bonds at fast (slow) rates. The model reveals the origin of the observed plateaus in the retraction force as a function of the tip-surface distance, showing that they result from the tip geometrical features. In lateral sliding, the model exhibits a wide range of dynamic behaviors ranging from smooth sliding to stick-slip at different velocities, with the average friction force determined by the characteristic formation/rupture rates of the complexes. In particular, it is shown that for some molecular complexes friction can become almost constant over a wide range of velocities. Also, we show the possibility of exploiting the ageing effect through slide-hold-slide experiments, in order to infer the characteristic formation rate. Finally, our model predicts a novel ‘‘antiageing’’ effect which is characterized by a decrease of the static friction force with the hold time. Such an effect is explained in terms of enhancement of adhesion during sliding, especially observed at high driving velocities.

The design of traction mechanisms of continuous conveying units (e. g. plastic chains) is so far based on a purely mechanical dimensioning. However, mechanical limits are only applicable in a limited way to avoid system failure. With higher speeds or pressure, especially the thermal stress increases, which results in system failure based on softening or melting of the materials at a certain temperature. By means of systematic studies, correlations between friction temperature, coefficient of friction, wear and process parameters are examined. On this basis, a model for calculating the friction temperature is developed. / Die Konstruktion von Zugmitteln für kontinuierliche Fördereinheiten (z. B. Kunststoffketten) beruht bisher auf einer rein mechanischen Dimensionierung. Allerdings sind mechanische Grenzwerte zur Vermeidung von Systemausfall nur bedingt anwendbar. Bei größeren Geschwindigkeiten oder Druck erhöht sich insbesondere die thermische Beanspruchung, was bei einer bestimmten Temperatur zum Systemausfall durch Erweichung oder Schmelzen der Werkstoffe führt. In systematischen Untersuchungen wurden die Korrelationen zwischen Reibungstemperatur, Reibungskoeffizient, Verschleiß und den Prozessparametern untersucht. Auf dieser Basis wurde ein Modell zur Berechnung der Reibungstemperatur entwickelt.

No description available.

Im Zuge der kontinuierlichen Weiterentwicklung von Verarbeitungs- und Verpackungsmaschinen werden immer höhere Anforderungen an die für den Gütertransfer eingesetzte Fördertechnik gestellt. Neben der erhöhten Förderleistung sind zudem ein schmiermittelfreier Betrieb sowie eine hundertprozentige Verfügbarkeit gefordert. Durch die zunehmende Leistungssteigerung kommt es zu hohen Beanspruchungen, die bei falscher Auslegung zu mechanischem oder thermischem Versagen der Kunststoff-Bauteile im Fördersystem führen können. Während das mechanische Versagen mit den aktuellen Dimensionierungen vermieden werden kann, gibt es bezüglich des thermischen Versagens keine hinreichend genaue Auslegungsvorschrift. Die vorliegende Arbeit befasst sich mit der thermischen Analyse von Gleitketten-Fördersystemen sowie den darin eingesetzten thermoplastischen Kunststoff-Kunststoff-Gleitpaarungen. Diesbezüglich werden die Gleitkontakte eines Gleitkettenförderers und deren Belastungen analysiert. Durch Abstraktion des Kette–Schiene-Systems wird ein semi-analytisches Berechnungsmodell zur Abschätzung der Reibtemperatur entwickelt, welches mittels experimenteller Untersuchungen auf einem Tribo-Prüfstand und an einem Fördersystem verifiziert wird. Aus den Untersuchungsergebnissen konnte ein thermisches Auslegungskriterium für Kunststoff-Kunststoff-Gleitpaarungen abgeleitet werden, welches sowohl auf Gleitketten-Förderer als auch perspektivisch auf ähnliche tribologische Systeme übertragen werden kann. / In the course of the continuous enhancements of processing and packaging machines, higher demands are set on conveying technology used for transferring goods. In addition to an increased delivery rate, a lubricant-free operation as well as a hundred percent availability are claimed. Increasing performance leads to high stresses that can result to mechanical or thermal failure of plastic components in the conveying system, if incorrectly designed. While mechanical failure can be avoided with up to date dimensioning, there is no sufficiently precise dimensioning criterion in regard to thermal failure. The present thesis is concerning with the thermal analysis of sliding chain conveyor systems as well as the thermoplastic plastic-plastic sliding pairs used therein. In this regard, the sliding contacts of a sliding chain conveyor and their loads are analyzed. By abstraction of the chain–rail system, a semi-analytical model for estimating the frictional temperature is developed, which is verified by experimental studies on a tribo test bench and a conveyor system. From the study results, a thermal dimensioning criterion for plastic plastic pairings could be derived, which can be applied to sliding chain conveyor as well as perspectivly similar tribological systems.

Im Rahmen der Arbeit wurde ein semi-analytisches Berechnungsmodell für den Reibwert einzelner kugelförmiger Erhebungen erarbeitet, das die Berechnung der deformativen (μ_def) und adhäsiven (μ_adh) Reibanteile ermöglicht. Die Integration eines plastischen (Radius der Laufspur R_Spur) und eines viskosen (Rückstellwinkel ω) Verformungsanteils gestattet die Berechnung der realen Kontaktfläche während des Reibvorgangs. In Abhängigkeit des mittleren Kontaktdrucks kann damit der adhäsive Reibanteil μ_adh bestimmt werden. Die experimentelle Untersuchungen umfassten neben ungeschmierten Reibversuchen, die zur Ermittlung des gesamten Reibwertes (μ_ges) dienten, auch mit Silikonöl geschmierte Versuche aus denen sich μ_def ergibt. Anhand der Verifikationsversuche konnte einerseits gezeigt werden, dass beide Schmierungszustände zu gleichen Verformungen führen und andererseits wurde der Nachweis erbracht, dass der im Berechnungsmodell postulierte Zusammenhang zwischen dem Rückstellwinkel ω und μ_def Gültigkeit besitzt. Hierzu wurden Reibversuche mit segmentierten Kugeln durchgeführt, die eine gezielte Variation des Rückstellwinkels ω erlauben. Für beide untersuchten Reibpaarungen (Stahl | PE-UHMW und POM-C | PE-UHMW) kann abgeleitet werden, dass der deformative Reibanteil μ_def generell von untergeordneter Rolle ist (ca. 1/3 μ_ges) und der Einfluss des adhäsiven Reibanteils μ_adh überwiegt (ca. 2/3 μ_ges). Dabei sinkt μ_adh und folglich auch μ_ges mit zunehmendem Kontaktdruck p_(max,Ebene). Dieser wurde als verallgemeinerte Bezugsgröße eingeführt und beschreibt den maximalen Hertz´schen Kontaktdruck eines äquivalenten Kugel-Ebene-Kontaktes, der sich unter Eingabe des Kugelradius r_Kugel, der Normalkraft und der Verwendung der statischen E-Moduln beider Werkstoffe ergibt. Weiterhin zeigten die Untersuchungen, dass die oszillierende Bewegungsform im Vergleich zur rotierenden Bewegung immer einen erhöhten Reibwert μ_ges auszeichnet. Abschließend wurden noch Reibexperimente zu Mehrfachstrukturen aus POM-C mit je 6 Einzelerhebungen im Kontakt durchgeführt. Auch hier lag eine hohe Übereinstimmung zwischen Experiment und Modell vor. Es konnte gezeigt werden, dass Reibwerte für beide Bewegungsformen auf μ_ges ~ 0,13 gesenkt werden können. Bezogen auf den jeweiligen höchsten Reibwert (μ_(ges,rotierend) ~ 0,24, μ_(ges,oszillierend) ~ 0,34), welcher mit glatten Probekörpern ermittelt wurde, stellt dies eine erhebliche Reduktion dar. / In this thesis, a semi-analytical calculation model for the coefficient of friction (COF) of single spherical protrusions which allows the calculation of the deformative (μ_def) and adhesive (μ_adh) friction parts was developed. The integration of a plastic (radius of the running track R_Spur) and a viscous (rear angle ω) component of deformation allows the calculation of the real area of contact during the friction process. Depending on the mean contact pressure, the adhesive friction part μ_adh can be determined. The experimental studies included unlubricated friction tests, which served to determine the total COF (μ_ges), as well as tests being lubricated with silicone oil, from which μ_def is obtained. Based on the verification tests, it could be shown that both states of lubrication result in the same deformation and that the relationship between the rear angle ω and μ_def postulated in the calculation model is valid. Therefore, friction tests were carried out with segmented spheres, which allow a specific variation of the rear angle ω. For both friction pairings investigated (steel | PE-UHMW and POM-C | PE-UHMW), it can be concluded that the deformative friction part μ_def is generally of minor significance (approx. 1/3 μ_ges) and the influence of the adhesive friction part μ_adh predominates (approx. 2/3 μ_ges). Thereby μ_adh and consequently also μ_ges decreases with increasing contact pressure p_(max,Ebene). The latter was introduced as a generalised reference value and describes the maximum Hertzian contact pressure of an equivalent sphere-plane contact, which is obtained by entering the radius of the sphere r_Kugel, the normal force and using the static E-moduli of both materials. Furthermore, the investigations revealed that the oscillating form of motion always has an increased COF μ_ges compared to the rotating motion. Finally, friction experiments on multiple structures made of POM-C were carried out, each with 6 individual protrusions in contact. Also here, there was good agreement between the experiment and the model. It could be demonstrated that COF for both forms of motion can be reduced to μ_ges ~ 0.13. In comparison to the highest COF (μ_(ges,rotating) ~ 0.24, μ_(ges,oscillating) ~ 0.34), which were obtained with flat specimens, this is a significant reduction.