The Frictional Coefficient of Bovine Knee Articular Cartilage

The normal displacement of articular cartilage was measured under load and in sliding, and the coefficient of friction during sliding was measured using a UMT-2 Multi-Specimen Test System. The maximum normal displacement under load and the start-up frictional coefficient have similar tendency of variation with loading time. The sliding speed does not significantly influence the frictional coefficient of articular cartilage.

Experimental study on the controlling factors of frictional coefficient for lost circulation control and formation damage prevention in deep fractured tight reservoir

Working fluids loss is a major contributor to low productivity during production process of fractured tight reservoirs.Lost circulation control effect directly related to the tribological behavior between fracture surface and lost circulation materials(LCMs).In this study,the friction coefficient(FC)was investigated using typical clastic rocks and LCMs by considering multiple effect factors divided into external condition and internal condition.The results show that normal load had a relatively high effect on sliding model.A positive correlation was observed between FC and asperities heights.FC decreased induced by particle size degradation of rigid LCMs.Elastic LCMs manifested higher FC compared with rigid LCMs.Under the lubrication condition by working fluid,FC of rigid LCMs was mainly controlled by their surface wettability.FC of organic LCMs is more sensitive to high temperature aging than inorganic LCMs.Fracture plugging experiments show that LCMs optimized based on the research results can effectively improve the efficiency and strength of fracture plugging.

Effects of multiple shapes for steady flow with transformer oil+Fe_(3)O_(4)+TiO_(2) between two stretchable rotating disks

In this study,we examine the effects of various shapes of nanoparticles in a steady flow of hybrid nanofluids between two stretchable rotating disks.The steady flow of hybrid nanofluids with transformer oil as the base fluid and Fe_(3)O_(4)+TiO_(2)as the hybrid nanofluid is considered.Several shapes of Fe_(3)O_(4)+TiO_(2)hybrid nanofluids,including sphere,brick,blade,cylinder,and platelet,are studied.Every shape exists in the same volume of a nanoparticle.The leading equations(partial differential equations(PDEs))are transformed to the nonlinear ordinary differential equations(ODEs)with the help of similarity transformations.The system of equations takes the form of ODEs depending on the boundary conditions,whose solutions are computed numerically by the bvp4c MATLAB solver.The outputs are compared with the previous findings,and an intriguing pattern is discovered,such that the tangential velocity is increased for the rotation parameter,while it is decreased by the stretching values because of the lower disk.For the reaction rate parameter,the concentration boundary layer becomes shorter,and the activation energy component increases the rate at which mass transfers come to the higher disk but have the opposite effect on the bottom disk.The ranges of various parameters taken into account are Pr=6.2,Re=2,M=1.0,φ_(1)=φ_(2)=0.03,K=0.5,S=-0.1,Br=0.3,Sc=2.0,α_(1)=0.2,γ=0.1,E_(n)=2.0,and q=1.0,and the rotation factor K is within the range of 0 to 1.

EFFECT OF FRICTIONAL FORCE ON GEARING CONTACT FATIGUE STRENGTH

The model for computing frictional coefficient between two teeth faces at the state of mixed elastohydrodynamic lubrication is established. And then more than 80 sets of numerical calculations and six sets of disc fatigue tests are completed. The results show that when the film thickness ratio λ 〈1.6, frictional coefficient μ is drastically decreased as λ. rises; Thereafter it decreases smoothly until λ=4.5. When λ〉4.5, however, it goes up again with λ, which indicates that the excessive film thickness ratio will deteriorate gearing contact fatigue strength. At the end, the formulae for determining the frictional coefficients are formed.

Identification of Maximum Road Friction Coefficient and Optimal Slip Ratio Based on Road Type Recognition

The identification of maximum road friction coefficient and optimal slip ratio is crucial to vehicle dynamics and control.However,it is always not easy to identify the maximum road friction coefficient with high robustness and good adaptability to various vehicle operating conditions.The existing investigations on robust identification of maximum road friction coefficient are unsatisfactory.In this paper,an identification approach based on road type recognition is proposed for the robust identification of maximum road friction coefficient and optimal slip ratio.The instantaneous road friction coefficient is estimated through the recursive least square with a forgetting factor method based on the single wheel model,and the estimated road friction coefficient and slip ratio are grouped in a set of samples in a small time interval before the current time,which are updated with time progressing.The current road type is recognized by comparing the samples of the estimated road friction coefficient with the standard road friction coefficient of each typical road,and the minimum statistical error is used as the recognition principle to improve identification robustness.Once the road type is recognized,the maximum road friction coefficient and optimal slip ratio are determined.The numerical simulation tests are conducted on two typical road friction conditions（single-friction and joint-friction）by using CarSim software.The test results show that there is little identification error between the identified maximum road friction coefficient and the pre-set value in CarSim.The proposed identification method has good robustness performance to external disturbances and good adaptability to various vehicle operating conditions and road variations,and the identification results can be used for the adjustment of vehicle active safety control strategies.

Estimation of Road Friction Coefficient in Different Road Conditions Based on Vehicle Braking Dynamics

The accurate estimation of road friction coeffi- cient in the active safety control system has become increasingly prominent. Most previous studies on road friction estimation have only used vehicle longitudinal or lateral dynamics and often ignored the load transfer, which tends to cause inaccurate of the actual road friction coef- ficient. A novel method considering load transfer of front and rear axles is proposed to estimate road friction coef- ficient based on braking dynamic model of two-wheeled vehicle. Sliding mode control technique is used to build the ideal braking torque controller, which control target is to control the actual wheel slip ratio of front and rear wheels tracking the ideal wheel slip ratio. In order to eliminate the chattering problem of the sliding mode controller, integral switching surface is used to design the sliding mode sur- face. A second order linear extended state observer is designed to observe road friction coefficient based on wheel speed and braking torque of front and rear wheels. The proposed road friction coefficient estimation schemes are evaluated by simulation in ADAMS/Car. The results show that the estimated values can well agree with the actual values in different road conditions. The observer can estimate road friction coefficient exactly in real-time andresist external disturbance. The proposed research provides a novel method to estimate road friction coefficient with strong robustness and more accurate.

The Influence of Normal Load and Sliding Speed on Frictional Properties of Skin

The study of frictional properties of human skin is important for medical research, skin care products and textile exploi- tation. In order to investigate the influence of normal load and sliding speed on the frictional properties of skin and its possible mechanism, tests were carded out on a multi-specimen friction tester. When the normal load increases from 0.1 N to 0.9 N, normal displacement and the friction coefficient of skin increase. The friction coefficient is dependent on the load, indicating that both adhesion and deformation contribute to the friction behaviour. The deformation friction was interpreted using the plough model of friction. When sliding speed increases from 0.5 mm·s^-1 to 4 mm·s^-1, the friction coefficient increases and ＂stick-slip＂ phenomena increase, indicating that hysteretic friction contributes to the friction. The hysteretic friction was in- terpreted using schematic of energy translation during the rigid spherical probe sliding on the soft skin surface, which provides an explanation for the influence of the sliding speed on the frictional characteristics of the skin.

Driving force coordinated control of an 8x8 in-wheel motor drive vehicle with tire-road friction coefficient identification

Because of the complexities of tire-road interaction,the wheels of a multi-wheel distributed electricdrive vehicle can easily slip under certain working conditions.As wheel slip affects the dynamic per-formance and stability of the vehicle,it is crucial to control it and coordinate the driving force.With this aim,this paper presents a driving force coordination control strategy with road identification for eight-wheeled electric vehicles equipped with an in-wheel motor for each wheel.In the proposed control strategy,the road identification module estimates tire-road forces using an unscented Kalman filter al-gorithm and recognizes the road adhesion coefficient by employing the recursive least-square method According to road identification,the optimal sip ratio under the current driving condition is obtainedand a controller based on sliding mode control with a conditional integrator uses this value for accel-eration slip regulation.The anti-slip controller obtains the adjusting torque,which is integrated with the driver-command-based feedforward control torque to implement driving force coordination control.The results of hardware-in-loop simulation show that this control strategy can accurately estimate tire-roadrces as well as the friction coefficient,and thus,can effectively fulfill the purpose of driving force coordinated control under different driving conditions.

Analysis of sliding electric contact characteristics in augmented railgun based on the combination of contact resistance and sliding friction coefficient

The contact resistance between the armature and rails is an important indicator of the contact characteristics in electromagnetic launches.As the contact resistance depends not only on the contact state but also on the contact stress and temperature,there are some limitations in analyzing the contact characteristics using only the contact resistance.In this paper,the contact characteristics of the augmented railgun are analyzed by the combination of contact resistance and sliding friction coefficient.Firstly,the theoretical calculation model of the contact resistance and friction coefficient of the augmented electromagnetic railgun is established.Then the contact resistance and friction coefficient are calculated by the measured values of the muzzle voltage,rail current and armature displacement.Finally,the contact characteristics are analyzed according to the features of the waveforms of the contact resistance and the friction coefficient,and the analysis conclusions are verified by experimental rail images.The results showed that:the aluminum melt film gradually formed on the contact surface reduces the contact resistance and the friction coefficient;the wear and erosion of the armature cause deterioration of the contact state;after the transition,the reliability of the sliding contact between the armature and rails decreases,resulting in an increase in contact resistance.

Tire Road Friction Coefficient Estimation:Review and Research Perspectives

Many surveys on vehicle traffic safety have shown that the tire road friction coefficient(TRFC)is correlated with the probability of an accident.The probability of road accidents increases sharply on slippery road surfaces.Therefore,accurate knowledge of TRFC contributes to the optimization of driver maneuvers for further improving the safety of intelligent vehicles.A large number of researchers have employed different tools and proposed different algorithms to obtain TRFC.This work investigates these different methods that have been widely utilized to estimate TRFC.These methods are divided into three main categories:off-board sensors-based,vehicle dynamics-based,and data-driven-based methods.This review provides a comparative analysis of these methods and describes their strengths and weaknesses.Moreover,some future research directions regarding TRFC estimation are presented.

Studies on the Coefficient of Friction During the Oblique Impact of a Hard Sphere Against a Ductile Solid Target

Following the original approach of Bowden and Tabor and introducing state variables, an effective friction coefficient μ_e for solid particle erosion is defined as a combination of shearing term and ploughing term. In the case of continuous sliding, based on considering the interaction between asperities under certain condition, it is indicated that during the oblique impact of a hardened steel sphere against a mild steel target, a possible value of μ_e is 0.05, which was chosen in all of the calculations by Hutchings for consistency with both experiments and calculations. In the case of continuous ploughing, it is shown that the value of μ_e is a function of the impact process and the initial impact angle and is greater than 0.05 on an average for Hutchings' experiments. It is suggested that the variation of sliding, rolling and ploughing state at each instant in the impact process makes “the coefficient of friction” equal to 0.05 for Hutchings' experiments, and in general, makes the effective friction coefficient during particle impact on metal far less than the friction coefficient during simple continuous sliding on an average.

Influences of Bias Voltage and Target Current on Structure,Microhardness and Friction Coefficient of Multilayered TiAlN/CrN Coatings Synthesized by Cathodic Arc Plasma Deposition

Multilayered TiAlN/CrN coatings have been synthesized on stainless steel substrates by cathodic arc plasma deposition using TiAl and Cr targets.Influences of the bias voltage,cathode current ratio ITiAl/ICr,and deposition pressure on the hardness and friction coefficient of the coatings were investigated.The measurement revealed existence of two cubic phases,face-centercubic （Cr,Al）N and（Ti,Al）N,in the coatings deposited under various bias voltages except for the coating deposited at -400 V,which is amorphous.The hardness of the coatings was strongly dependent on the Itial/Icr ratio and deposition pressure,and reached a maximum of 33 GPa at an ITiAI/ICr ratio of 1.0 and a pressure of 1.0 Pa.The incorporation of the element chromium can reduce the density of pinholes in the coatings and assist the optimization of deposition conditions for high quality TiAlN/CrN coatings.

Influences of the Textured Surface Micro-Texture Depth on the Friction Coefficient

The use of textured surfaces in lubrication to improve the tribological characteristics has been widely studied. The understanding of the textured surface geometric parameters influences on these tribological characteristics could help to improve their applications in industry. In this paper, we purpose to analyze the influence of the micro-texture depth on the friction coefficient experimentally. The experiment is conducted using different copper alloy samples have been the first laser textured with different micro-hole depth (40.83 μm and 46.36 μm). A 3D electronic Olympus microscope is used to visualize the shapes of the holes and find the depths. Then, the friction test has been conducted using these samples with the same velocity. The time variation of the friction coefficient is plotted and analyzed. The analysis of time variation of the friction coefficient shows a reduction of friction coefficient with the increase of the micro-hole depth has been observed. In some cases, this reduction is significant.

Road Friction Coefficient Real-Time Identification Based on the Tire Dynamic Friction Model

Road friction coefficient real-time estimation methods is an important issue and problem in automotive active safety con- trol system development. First a fixed feedback gain sliding mode observer of road adhesion coefficient is designed through the es-tablishment of tire/road dynamic friction model in this article. The simulation results shows that the observer can well real-time iden-tify the current road adhesion characteristics. And more importantly, the observer only need wheel speed signal and the braking torque （brake pressure） signal, so the system is low cost, and its adaptability is good. There is no doubt this estimation method has a good application prospect.

Experimental Study on Friction Coefficient Between Concrete and the Top Surface of Rubble Mound Foundation

Experimental studies on the friction coefficient between concrete and the top surface of a rubble mound foundation in China are reviewed. Through comparison of different test results, the development of this research is comprehensively analyzed. An experiment is carried out in the condition similar to prototype. The process curve of friction coefficient with the test block sliding is analyzed and a standard for determination of the friction coefficient is defined. The variation features of the friction coefficient are analyzed on the basis of the present experimental results and other studies in China. It is shown that the friction coefficient between concrete and the top surface of a rubble mound foundation decreases with the increase of the foundation pressure, and the friction coefficient for a very fine leveling bed is smaller than that for a fine leveling bed.

Measurement of the friction coefficient of a fluctuating contact line using an AFM-based dual-mode mechanical resonator

A dual-mode mechanical resonator using an atomic force microscope （AFM） as a force sensor is developed. The resonator consists of a long vertical glass fiber with one end glued onto a rectangular cantilever beam and the other end immersed through a liquid-air interface. By measuring the resonant spectrum of the modified AFM cantilever, one is able to accurately determine the longitudinal friction coefficient ξv along the fiber axis associated with the vertical oscillation of the hanging fiber and the traversal friction coefficient ξh perpendicular to the fiber axis associated with the horizontal swing of the fiber around its joint with the cantilever. The technique is tested by measurement of the friction coefficient of a fluctuating （and slipping） contact line between the glass fiber and the liquid interface. The experiment verifies the theory and demonstrates its applications. The dual-mode mechanical resonator provides a powerful tool for the study of the contact line dynamics and the rheological property of anisotropic fluids.

Study on the Friction Coefficient in Grinding

The friction between the abrasive grains and workpi ec e is a crutial factor determining the main grinding output. Few studies have bee n carried out investigating the values of the friction coefficient in grinding, due to the difficulty of direct measurement. In this paper, a mathematical model of the friction coefficient in grinding has been established with the aid of a new grinding parameter C ge, which has close relations to wheel wear rate Z s, metal removal rate Z w, specific energy u and grinding force ratio λ(λ=F n/F t). By monitoring the process forces, C ge can be obtained and used easily for different grinding methods. Heavy grinding with different wheels and also single-grit grinding tests have been conducted for various work materials. The friction coefficients under different grinding conditions have been obtaine d using the model and the experimental results. For most materials tested in pap er, the friction coefficients decrease with the grinding speed. The friction coe fficients in single-grit grinding are 0.61～0.84 at the speed of 0.028 m/s, and 0.09～0.34 at the speed of 67～120 m/s. In single-grit grinding for 45 # a nd 20Cr steels, the friction coefficients decrease with the increase of the grindi ng speed while below a critical speed, and increase slightly with the increase o f grinding speed while above the critical grinding speed. Owing probably to the high surface temperature caused by high power consumption and dry condition, the friction coefficients in heavy grinding are 0.09～0.19, distinctly lower than t h ose of single-grit grinding, and also lower than those of ordinary grinding. Du e to the softening of the metals, the friction coefficients in heavy grinding un der dry condition are lower than that in wet condition. Owing probably to the di fference of hardness and roughness, while using different types of wheel and abr asive, the friction coefficients for the same work material changes even at same grinding speed. The work materials also substantially influence the friction coefficient depending on the properties such as the plasticity, hardness and a lso the tendency of adhesion to the abrasives.

Uphill anomalous transport in a deterministic system with speed-dependent friction coefficient

We investigate the transport of a deterministic Brownian particle theoretically, which moves in simple onedimensional, symmetric periodic potentials under the influence of both a time periodic and a static biasing force. The physical system employed contains a friction coefficient that is speed-dependent. Within the tailored parameter regime, the absolute negative mobility, in which a particle can travel in the direction opposite to a constant applied force, is observed.This behavior is robust and can be maximized at two regimes upon variation of the characteristic factor of friction coefficient. Further analysis reveals that this uphill motion is subdiffusion in terms of localization（diffusion coefficient with the form D（t） -t-（-1） at long times）. We also have observed the non-trivially anomalous subdiffusion which is significantly deviated from the localization; whereas most of the downhill motion evolves chaotically, with the normal diffusion.

Prediction and determination of both friction coefficient and forming force on sheet metal deep-drawing

On the basis of the criterion of no-wrinkle, the principle and method of prediction and determination of both friction coefficient and forming force on sheet metal deep-drawing are put forward, and proved it's expedience and practicability. They are suitable for assessment of lubricant properties. Friction coefficient and forming force are a function of material parameter, design parameter and process parameter, especially relative prevent wrinkle blank-holder force. Product of both friction coefficient and prevent wrinkle blank-holder force is only function of process parameter after determining material parameter and design parameter.

Experimental of the influence of mineral composition and normal stress on the frictional slip of shale

Natural fractures are widely distributed in shale reservoirs.During the hydraulic fracturing process,frictional slip occurring on natural fractures can increase the reservoir permeability and is of great significance to improve the efficiency of reservoir stimulation.Shale contains a large amount of clay and organic matter,and its frictional behavior is different from that of other previously studied lithologies.In this paper,the frictional behavior of shale is analyzed,and the results show that the frictional behavior is controlled by the content of clay and organic matter.As the content of clay and organic matter increases,the micro support type transforms from the particle support mode by hard quartz mineral to matrix support mode by plastic clay and organic matter.Accordingly,the shear strength and friction coefficient of shale both decrease,and the shear type transforms from brittle to plastic.When the content of clay and organic matter is low,the asperity of friction surfaces will break in a brittle manner and the wear degree of surfaces is low.Therefore,fractures are still featured by moderate apertures after friction.The lower the content of clay and organic matter is,the easier the asperity of crack surfaces supports themselves,and the higher the fracture residual permeability is.Thus,promoting shear slip is the main measure of reservoir stimulation.However,when the content of clay and organic matter is high,the remaining post-slip fracture aperture is small.It is difficult to increase reservoir permeability through the frictional slip of natural fractures,and in this situation,the proppant support efficiency needs to be improved.