Abstract Fretting is present where the contacting surfaces of mechanical parts are subjected to rubbing and an alternating stress, resulting in fatigue in the material. This is the situation between the hub and shaft in a shrink-fitted assembly. In practice, fretting is found in the same assembly with normal fatigue, and it occurs in the axle in a shrink-fit between an axle and a hub, while normal fatigue cracks are found outside the assembly. Fretting phenomena have been investigated by many authors in laboratories, but the dimensioning criteria for shrink-fit assemblies are insufficient for the construction engineer. Fretting causes a considerable reduction in the fatigue strength of a shrink-fit assembly, and failures caused by fretting are as numerous as failures resulting from normal fatigue. The purpose of this investigation was to examine the effect of hub material, contact pressure, slip amplitude and shaft geometry on fatigue strength. The goal of this investigation was to determine an optimal contact pressure and a favourable fillet radius and axle diameter ratio at which fretting failure can be avoided and maximum normal fatigue strength will be obtained. The torsional fatigue strength of shrink-fitted shaft couplings was estimated using tests that varied the material of the hub, the contact pressure, the geometry of the shaft and the torsional stress amplitude of the shrink-fitted assembly. Based on the information obtained from the test, aluminium as a hub material appears to produce little damage to a steel shaft, whereas bronze appears to cause damage and fatigue. Cast iron and steel caused a medium amount of damage. To increase contact pressure at the shoulder, hub overhang past the shoulder was used. These experiments showed that increasing the contact pressure decreased the slip amplitude, thereby reducing fretting. With low contact pressure, shaft fracturing began from fretting fatigue inside the hub, but with high contact pressure the shaft fractured at the fillet due to normal fatigue. Selecting the fillet radius according to the contact pressure makes it possible to dimension the shrink-fit shaft assembly to prevent fretting. The shrink-fitted shaft should be designed according to the normal fatigue limit, because fretting fatigue may occur when the number of load cycles exceeds 2×107. Fretting can be prevented by using a sufficiently high contact pressure and by choosing optimal ratios for the fillet radius and the diameter. To avoid fretting, the slip amplitude should be under 3 μm. This is achieved by using a contact pressure of over 100 N/mm2, calculated according to Lamé's theory. A method for dimensioning a shrink-fitted shaft with respect to fretting fatigue was presented based on a specific geometry (Ø 50 mm) and the materials used in the tests. The method was applied in verifying the fretting fatigue of a shrink-fitted shaft with a diameter of 300 mm. / Tiivistelmä Kitkaväsyminen esiintyy yleisesti, kun koneenosien kontaktipintoihin kohdistuu edestakainen jännitysamplitudi hankaavan liikkeen lisäksi johtaen materiaalin väsymiseen. Tällainen tilanne vallitsee navan ja akselin välissä kutistusliitoksessa. Kitkaväsyminen esiintyy käytännössä samassa kutistusliitoksessa kuin normaali väsyminenkin ja se ilmenee navan ja akselin välissä yleensä akselissa, kun taas tavanomainen väsyminen tapahtuu akselissa liitoksen ulkopuolella. Kitkaväsymistä on tutkittu paljonkin, mutta kutistusliitoksen mitoituskriteerit kitkaväsymisen osalta ovat puutteelliset. Kitkaväsyminen aiheuttaa merkittävän väsymislujuuden heikkenemisen sekä täten väsymisiän alenemisen kutistusliitoksessa ja sen aiheuttamat vauriot ovat määrältään samaa luokkaa tavanomaisen väsymisen kanssa. Tämän tutkimuksen tarkoituksena oli selvittää napamateriaalin, liitospaineen, liukuma-amplitudin ja geometrian vaikutus väsymislujuuteen. Tavoitteena oli määrittää optimaalinen liitospaine sekä sopivat olakkeen pyöristyssäde ja akselisuhde, jotta kitkaväsyminen voidaan välttää ja saavuttaa maksimaalinen normaali väsymislujuus. Kitkaväsymislujuutta väännön suhteen testattiin varioimalla napamateriaalia, liitospainetta, geometriaa ja jännitysamplitudia. Testien perusteella alumiininen napamateriaali sopi hyvin teräsakselin kanssa, kun taas pronssi aiheutti akseliin pintavaurion ja sitä kautta väsymisilmiön. Teräs- ja valurautanapa olivat näiden kahden materiaalin välissä. Liitospaineen nostamiseksi olakkeen reunalla käytettiin navan ylitystä olakkeen yli. Kokeet osoittivat kitkaväsymisen vähenevän korkeammilla liitospaineilla liukuman aletessa. Alhaisella liitospaineella akselin vaurioituminen alkoi kitkaväsymisenä navan sisältä, mutta hyvin korkealla liitospaineella murtuminen tapahtui olakkeesta tavanomaisena väsymisenä. Valitsemalla pyöristyssäde liitospaineen perusteella kutistusliitos on mitoitettavissa kitkaväsymistä vastaan. Kutistusliitos tulisi mitoittaa tavanomaisen väsymisen mukaan, koska kitkaväsymismurtuma voi tapahtua kuormanvaihtoluvulla yli 2×07. Kitkaväsyminen on ehkäistävissä käyttämällä riittävän korkeata liitospainetta sekä sopivaa olakkeen pyöristyssädettä yhdistyneenä oikeaan akselisuhteeseen. Kitkaväsyminen estyy kun liukuma-amplitudi on alle 3 μm. Tämä on saavutettavissa liitospaineella yli 100 N/mm2 laskettuna Lamén teorian mukaan. Tutkimuksessa on esitetty mitoitusmenetelmä kitkaväsymisen suhteen perustuen Ø 50 mm akselilla sekä käytetyillä materiaaleilla tehtyihin testeihin. Menetelmää on sovellettu kitkaväsymisen tarkasteluun kutistusliitokseen, jonka akselin halkaisija on 300 mm.

Nos sistemas de freio automotivo, o principal componente que determina seu desempenho é o material de fricção, pois um bom material de fricção deve garantir estabilidade no atrito em diferentes condições de uso, além de possuir resistência à corrosão, longa vida útil, baixa taxa de desgaste, boa relação custo versus desempenho e baixo ruído. Desde que o conforto dos veículos tornou-se um fator importante para indicar sua qualidade, eliminar ou reduzir os ruídos e vibrações de seus componentes passou a ser uma vantagem competitiva no mercado automotivo, e, o problema de ruído nos sistemas de freios vem sendo um dos maiores causadores de reclamações de clientes nos últimos anos. O ruído de freio é na maioria das vezes o resultado de uma vibração auto excitada induzida pela fricção ou uma instabilidade dinâmica do sistema de freio. O processo de stick-slip é um típico exemplo de oscilação induzida por atrito, observada em baixas velocidades de deslizamento e geralmente resulta em vibrações, que geram ruídos graves e rangidos. Com o objetivo de verificar a viabilidade da utilização das medições de vibração durante a ocorrência do fenômeno do stick-slip para a caracterização de materiais de fricção utilizando um tribômetro, foram preparados seis materiais de fricção produzidos pela empresa Fras-le, fabricante de materiais de fricção para freios automotivos. Os ensaios foram realizados no Laboratório de Tribologia (Latrib) da Escola de Engenharia da Universidade Federal do Rio Grande do Sul (UFRGS). No tribômetro utilizado nos ensaios foi instalado um acelerômetro sobre o suporte onde é fixada a pastilha do material de fricção a ser ensaiado. Vários ensaios foram realizados, cada um sob ação de força normal e velocidade de giro do disco constantes. Os resultados dos ensaios demonstraram que o tribômetro apresenta excelente desempenho para caracterização de materiais de fricção, possibilitando o desenvolvimento de novos materiais a partir de ensaios realizados neste equipamento. A avaliação da resposta da aceleração da vibração obtida nos ensaios demonstrou que a resposta da vibração é dependente dos diversos parâmetros medidos, como deslocamento, velocidade e variação de torque, e para melhor prever a propensão de um determinado material em apresentar vibração de stick-slip deve-se levar em consideração, além da variação de torque, o torque máximo de cada ciclo de stick-slip. Além disso, o uso do acelerômetro para avaliação de ensaios de stick-slip mostrou-se viável e seu uso deve ser estimulado em trabalhos futuros. / In automotive brake systems, the main component that determines their performance is the friction material, because good friction material must ensure stability in friction under different conditions of use, as well as corrosion resistance, long life, low wear rate, good relation between cost and performance, and low noise. Since the comfort of vehicles has become important factor to indicate its quality, eliminate or reduce the noise and vibration of its components has become a competitive advantage in the automotive market, and the problem of noise in brake systems has been a cause of customer complaints in recent years. The brake noise is most often the result of a self-excited vibration induced friction or dynamic instability of the brake system. The stick-slip phenomenon is a typical example of oscillation induced by friction observed at low sliding speeds and generally results in vibrations which generate noise. In order to check the feasibility of using vibration measurements during the occurrence of the stick-slip phenomenon in the characterization of friction materials using a tribometer, were prepared six friction materials produced by the company Fras-le, manufacturer of friction materials for automotive brake. The tests were performed in the Laboratory of Tribology (Latrib) of the School of Engineering at Federal University of Rio Grande do Sul (UFRGS). In tribometer used for testing an accelerometer was installed on the support of the pad of friction material to be tested. Several tests were conducted, each under constant normal force and speed of rotation of the disk. The test results showed that the tribometer shows excellent performance for characterization of friction materials, enabling the development of new materials from tests performed on this equipment. The evaluation of the response of vibration acceleration obtained in the tests demonstrated that the response of vibration is dependent on various measured parameters, such as displacement, velocity and torque variation, and to better predict the propensity of a material to present vibration stickslip must take into account both the variation of torque and the maximum torque of each cycle of stick-slip. Furthermore, the use of accelerometer for assessing stick-slip tests was viable and its use should be encouraged in future work.

京都大学 / 0048 / 新制・課程博士 / 博士(理学) / 甲第21551号 / 理博第4458号 / 新制||理||1640(附属図書館) / 京都大学大学院理学研究科物理学・宇宙物理学専攻 / (主査)教授 佐々 真一, 准教授 藤 定義, 准教授 荒木 武昭 / 学位規則第4条第1項該当 / Doctor of Science / Kyoto University / DGAM

京都大学 / 0048 / 新制・課程博士 / 博士(理学) / 甲第22113号 / 理博第4540号 / 新制||理||1652(附属図書館) / 京都大学大学院理学研究科地球惑星科学専攻 / (主査)教授 福田 洋一, 教授 岩田 知孝, 准教授 深畑 幸俊 / 学位規則第4条第1項該当 / Doctor of Science / Kyoto University / DFAM

京都大学 / 0048 / 新制・論文博士 / 博士(工学) / 乙第13337号 / 論工博第4186号 / 新制||工||1740(附属図書館) / 京都大学大学院工学研究科材料化学専攻 / (主査)教授 瀧川 敏算, 教授 中村 洋, 教授 古賀 毅 / 学位規則第4条第2項該当 / Doctor of Philosophy (Engineering) / Kyoto University / DFAM

This masters’s thesis contains literary research about basic shaping methods of ceramic materials concerning the slip casting method. In addition, stabilization of ceramic slips, drying of ceramic green bodies and their subsequent sintering are described. This thesis also includes a description of plasma technology, including DCBD (Diffuse Coplanar Barrier Discharge) technology. In experimental part of this thesis the Al2O3 powder was treated with DCBD technology. From the prepared powder, the green body was prepared by the slip casting method, which was subsequently sintered by one-step and two-step sintering. The thesis describes the methods of preparation of ceramic samples and their evaluation. Evaluated experiments have shown that plasma technology has a positive effect on the treatment of ceramic powder Al2O3. Alumina ceramic samples of high relative density ( 99%) and low grain size (

The diploma thesis is devided into two levels. The Primary part of the thesis is the theoretical part, which is part of project „FV10588 – New generation of spatial prefab made from high-firm concrete with increased mechanical resistence and endurance“, realized in cooperation with Faculty of Civil Engineering at VUT university – Institute of concrete and masonry structures. The project deals with frame corners in the form of steel and composite reinforcement which will compared through experiments and various kind of calculate proceedings. The secondary part of thesis focuses on the static-design project of cooling reservoir, placed under the ground, while is stressed by temperature. The reinforcement of the construction is realized in two ways – steel and composite reinforcement with their effectivity compared.

The topic of this master‘s thesis is the axle Limited-slip Differential. The first part is devoted to the description of types of differentials open, locked or self-locking. The next part describes the procedure of creating a mathematical model for the simulation of vehicle movement based on input parameters and subsequent comparison of vehicle behavior with open and locked differential. The final part of the work based on data obtained from the model with a Limited-slip Differential is devoted to the design of a differential for a vehicle with one driven axle.

This master thesis deals with the influence of the type of tractor chassis on its utility properties. For the rating were used tractors John Deere 8 – series with wheel and track chassis, equipped with the same engine and gearbox, which were carried out for laboratory and field tests. The aim of laboratory tests was the exclusion of the difference in engine power of both tractors and the aim of field tests was to evaluate the drawbar properties of tractors with a different type of chassis. The reference parameter was especially drawbar pull, further drawbar power, slip and fuel consumption. Based on the tabular and graphical elaboration of the measured values were evaluated results.

The thesis summarizes the results of the measurement of the output parameters of the tractor, on which were mounted three different types of tires. The measured parameters are the maximum pulling power, slippage, specific effective fuel consumption at the maximum pulling performance. The final measured and calculated results are presented in tables and graphs. The results of the measurements were processed by the use of regressive analysis.