Knowledge

Wind turbines are frequently located in remote, hard-to-reach locations, making it difficult to apply traditional oil analysis sampling of the machine's critical gearset at timely intervals. Metal detection sensors are excellent candidates for sensors designed to monitor machine condition in vivo . Remotely sited components, such as wind turbines, therefore, can be comfortably monitored from a distance. Online sensor technology has come of age with products now capable of identifying onset of wear in time to avoid or mitigate failure. Online oil analysis is now viable, and can be integrated with onsite testing to vet sensor alarms, as well as traditional oil analysis, as furnished by offsite laboratories. Controlled laboratory research data were gathered from tests conducted on a typical wind turbine gearbox, wherein total ferrous particle measurement and metallic particle counting were employed and monitored. The results were then compared with a physical inspection for wear experienced by the gearset. The efficacy of results discussed herein strongly suggests the viability of metallic wear debris sensors in today's wind turbine gearsets, as correlation between sensor data and machine trauma were very good. By extension, similar components and settings would also seem amenable to wear particle sensor monitoring. To our knowledge no experiments such as described herein, have previously been conducted and published.

Keywords: Particles, Sensors, Wind turbine technology, Analytical research, Inspection, Teeth, Metals

Wet clutches are used in automatic transmissions to enable gear changes and also to reduce energy loss in the torque converter. These friction devices are susceptible to stick–slip effects, which result in the vehicle giving an unsteady ride. Stick–slip effects can be avoided by ensuring the wet clutch and lubricant combination produces a friction coefficient that increases with sliding speed. Although wet clutches have been studied throughout the industry for many decades, the mechanism of the generated friction is still not fully understood. It is known that, because of the fibrous nature and thus very large roughness of friction material, the overall contact between clutch plates actually consists of many small, independent, contact units, which are the sites of the generated friction. Some authors have suggested that a temperature rise due to friction either at these contact units or of the overall clutch plate may be important in controlling friction behaviour. In this study, the flash temperatures at the contact units formed in the wet clutch contact have been measured using an infrared camera. Three friction materials have been tested. It was found that measured flash temperature in a pure sliding system similar to that present in a slipping clutch remain well below 5 °C, and are therefore unlikely to play a major role in the observed friction-speed dependency of slipping wet clutches at speeds below 2 m/s.

Keywords: Clutches, Automatic transmission fluids, Boundary lubrication thermal effects

The main role of a lubricant is to form a protective, low shear strength film between rubbing surfaces and thereby reduce friction and surface damage. The science, or art, of both the lubricant and the mechanical designer is to develop combinations of lubricant and mechanical system best able to form such films. This task is not straightforward since modern technology is continually demanding lower friction and better protection over an ever-widening range of operating conditions. Furthermore, environmental concerns are also producing both design constraints and the need for rapid change.

The aim of this paper is to show how progress is being made by experimental research which looks inside rubbing contacts to see how lubricants behave therein. The paper focuses on concentrated contacts, as found in gears, cams and rolling element bearings, and describes a number of techniques for probing such contacts to observe just how a range of lubricant types, from greases to emulsions, behave in such contacts to reduce friction and form films.

A laser-induced fluorescence (LIF) technique has been used to measure fluid film thickness in a compliant, sliding contact under low-load/low-pressure conditions. The soft contact between an elastomer hemisphere and a glass disc is lubricated by a liquid containing fluorescent dye. The contact is then illuminated with 532 nm laser light through the glass disc, and viewed with a fluorescence microscope. From the intensity of emitted radiation, film thickness maps of the contact are determined. Previous calibration procedures have used a separate calibration piece and test specimen with possible errors due to differences in reflectivity between the calibration and test specimens. In the work reported in this paper a new calibration process is employed using the actual test sample, thereby avoiding such errors.

Results are reported for a sliding contact between PDMS and glass, lubricated with glycerol and water solutions under fully flooded and starved conditions. It was found that, for glycerol, the measured film thickness is somewhat lower than numerical predictions for both lubrication conditions. It is suggested that a combination of thermal effects and the hygroscopic nature of glycerol may cause the lubricant viscosity to drop resulting in thinner films than those predicted for fully flooded contacts. Starvation occurs above a critical entrainment speed and results in considerably thinner films than predicted by fully flooded I-EHL theory. A numerical study has been carried out to determine the effect of the observed starvation on film thickness. Predicted, starved film thickness values agree well with those obtained experimentally.

Keywords: Film thickness, Compliant contact, Fluorescence, Starvation

This paper reports a fundamental study of lubricant film formation with model synovial fluid components (proteins) and bovine serum (BS). The objective was to investigate the role of proteins in the lubrication process. Film thickness was measured by optical interferometry in a ball-on-disc device (mean speed range of 2-60 mm/s). A commercial cobalt-chromium (CoCrMo) metal femoral head was used as the stationary component. The results for BS showed complex time-dependent behaviour, which was not representative of a simple fluid. After a few minutes sliding BS formed a thin adherent film of 10-20 nm, which was attributed to protein absorbance at the surface. This layer was augmented by a hydrodynamic film, which often increased at slow speeds. At the end of the test deposited surface layers of 20-50 nm were measured. Imaging of the contact showed that at slow speeds an apparent 'phase boundary' formed in the inlet just in front of the Hertzian zone. This was associated with the formation of a reservoir of high-viscosity material that periodically moved through the contact forming a much thicker film. The study shows that proteins play an important role in the film-forming process and current lubrication models do not capture these mechanism.

Keywords: Artificial hip joint, synovial fluid, boundary lubrication, CoCrMo alloy

Wet clutches are required to transmit torque and also prevent motion in automatic transmissions. Their performance is critically dependent on a friction material which comprises one of the contacting surfaces. Friction materials are usually a composite of fibres, naturally occurring minerals and particles of silicon and graphite, which are all bonded together with a resin. The material formed has very rough surfaces with much steeper slopes than normally-finished steel surfaces. When the friction material is loaded against a relatively flat counterface the real area of contact is only a small percentage of the nominal area and consists of many small, independent “contact units”. It is important to know the conditions present in the contact units (spatial dimensions and pressure) in order to understand and model wet clutch lubrication.

In this study, the contact units formed between a paper based friction material and a glass counterface have been investigated under different pressures and during rubbing. A contact visualisation technique is used to directly view and capture images of the contact. The real area of contact and the number of individual units is subsequently determined by image analysis. It is found that the real area of contact increases approximately linearly with applied load, and increases rapidly with rubbing, due to wear. As the load is increased, the number of individual contact units increases up to a critical pressure, suggesting more parts of the material support the load. Above the critical pressure the contact units may be deforming elastically and/or plastically to form larger units. After rubbing, large contact units are formed by flat areas on the tops of the contacting fibres, which are formed during wear. The topography of individual fibres is studied before and after the wearing process using atomic force microscopy, and the results support the truncating wear mechanism.

Keywords: Clutches, Topography, Contact area, Running-in

A wet clutch in an automatic transmission has very specific and unusual friction characteristics. For the clutch to operate efficiently and without stick–slip, friction must both increase with sliding speed and be high over the whole sliding speed range. This is achieved by the use of a very rough friction material, which inhibits fluid film formation, combined with sophisticated design of the automatic transmission fluid, with separate additives to reduce friction at low speed and increase friction at high speed. There has been much debate in the literature as to the underlying mechanism that allows friction to increase with sliding speed. This article critically discusses the main models that have been suggested, which range from a highly viscous, and thus high friction, hydrodynamic film forming at high sliding speed, to fluid drag supplementing friction as sliding speed increases. The authors then propose an entirely new model for wet clutch friction. This is based on the two principles: (1) the wet clutch morphology ensures that the contact remains in the boundary lubrication regime over the whole sliding speed range and (2) organic friction modifiers form adsorbed boundary films whose friction increases with the logarithm of the sliding speed. The latter behavior has been clearly demonstrated in a number of previous studies and ascribed to an activated shear process. The combination of these two principles means that when an effective organic friction modifier is present, wet clutch friction increases monotonically up to high sliding speeds. Based on friction–sliding speed measurements described in a companion article, Part I (Ingram, et al. (1)) it is then suggested that additives that increase friction do so by partial disruption of the organic friction modifier film, which allows more interpenetration of the films on the opposing surfaces and thus higher friction over the whole speed range. Toward the end of the article, the possible origins of the increase of friction at low sliding speeds observed for base oils and blends without effective organic friction modifiers is discussed.

Keywords: ATF, Wet Clutch Friction, Organic Friction Modifiers, Boundary Friction, Stick–Slip, Detergents, Dispersants, Anti-Squawk Additives, Anti-Shudder Additives

New infinitely variable transmission (IVT) systems are under development for the automotive industry as a means to achieving significant fuel economy benefits. These systems rely on the lubricating fluid to transmit the drive train loads across the interface of the transmission components. This requires the development of new fluids that exhibit high traction properties under elastohydrodynamic lubrication (EHL) conditions. However, it has been reported recently that the traction performance of some fluids can reduce dramatically as temperature is reduced. This may place severe operational limits on IVT systems and suggests that the low-temperature traction properties of fluids for these systems should be studied in order to understand the mechanism for the observed reduction in traction.

The work reported here is an experimental study aimed at identifying whether low temperature traction reduction is related to a fundamental change in rheological behavior specific to the fluids tested or to more generic changes in the EHL contact conditions. A series of model experiments were performed using a mini traction machine (MTM) on three high-viscosity polybutene samples. The results have been mapped against previously reported non-dimensional parameters used to identify different EHL regimes. The results show that dramatic reductions in traction occur when the contact transitions from the rigid piezo-viscous (RP) toward the rigid iso-viscous (RI) region. Similar results were also found for two other high-viscosity fluids of different molecular structure and lower traction properties. The results support the hypothesis that the reduction in traction observed at low temperature is due to a change in EHL contact conditions rather than being solely due to a change in the rheological performance of the test fluids.

Keywords: Traction, EHL, Traction Fluids, Thermal Effects, Bench Tests

There is a growing trend for lubricated systems to operate for much of their operating life with very thin lubricating films. This paper reviews our current understanding of such films, at the borderline between elastohydrodynamic and boundary lubrication. The nature and properties of these films are very complex, since the proximity of the solid surfaces influences the structure and rheology of thin liquid layers, while boundary films can, themselves, possess rheological characteristics that vary with thickness.

Novel experimental tools, such as atomic force microscopy and ultra-thin-film interferometry have greatly accelerated our understanding of this area in the last few years and it has recently become possible to map lubricant film thickness within rough surface contacts. These tools are beginning to provide the level of understanding of thin-film rough surface behaviour required to develop accurate numerical and simulation models. The next 5 years should see a very rapid progression of our understanding of this important regime.

Keywords: Thin film, boundary lubrication, elastohydrodynamic lubrication