Evolution of Maximum Contact Stresses in Amorphous Carbon Coated Silicon During Sliding Wear Against Si3N4 Ball

Zhang, P. Y.; Diao, Dongfeng

doi:10.1115/1.4023409

Cited by 7 publications

(3 citation statements)

References 37 publications

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“…This is in order to ensure that the maximum subsurface stresses do not exceed the adhesion strength of the coating or coincide with the coating-substrate interface, thus leading to its exfoliation 39 or causing inelastic deformation of the coating. 40,41 There are also limitations with regard to the choice of coating technology, such as physical vapour deposition, CVD or electroplating technique. Manufacturing and fabrication costs and output volume also play an important role in opting for a certain coating thickness.…”

Section: Engine Test Resultsmentioning

confidence: 99%

Reducing in-cylinder parasitic losses through surface modification and coating

Howell-Smith

Rahnejat

King

et al. 2014

Proceedings of the Institution of Mechanical Engineers, Part D:

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Friction constitutes nearly one fifth of all engine losses. The main contributory source of frictional losses in most engines is the piston-cylinder system, accounting for nearly half of all the parasitic losses. Minimisation of this is essential for improved fuel efficiency and reduced emissions, which are the main driving forces in engine development. The tribology of piston-cylinder conjunctions is, however, transient in nature. This means that various palliative actions need to be undertaken to suit certain instances during the engine cycle. In general, formation of a coherent film of lubricant of suitable viscosity reduces the chance of boundary interactions for most of the piston cycle. Plateau honing of the cylinder bore surface reduces the 'peakiness' of the surface topography. Furthermore, if regularly spaced grooves are provided on the contacting surface, these grooves can act as reservoirs of lubricant. However, at low sliding speeds, which are typically found during piston motion reversals, lubricant entrainment into the contact either ceases or is significantly reduced. Therefore, at the end of the piston strokes, there is a greater chance of boundary interactions, resulting in increased friction. There is a need to engineer the surface topography in these low-relative-speed regions in a manner conducive to the retention of a lubricant film. Surface texturing by means of laser processing or mechanical indentation at the dead centres are used to produce local reservoirs of lubricant as well as to encourage and direct the flow of lubricant into the contact conjunction. The paper shows that such surface-modifying features improve the engine's output power by as much as 4% over that of the standard cylinder bore surface. To reduce wear and scuffing, particularly at the top dead centre, hard coatings can also be used. However, smooth surfaces and the generally oleophobic nature of hard coatings can increase the chance of adhesion, particularly at low sliding speeds. This means that prevention of wear does not necessarily lead to improved fuel efficiency. Furthermore, it is necessary to determine the geometry of the textured patterns in order to avoid the leakage of oil from the ring-pack conjunctions, which can result in increased emissions as well as lubricant degradation and depletion.

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Section: Engine Test Resultsmentioning

confidence: 99%

Reducing in-cylinder parasitic losses through surface modification and coating

Howell-Smith

Rahnejat

King

et al. 2014

Proceedings of the Institution of Mechanical Engineers, Part D:

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show abstract

“…It should be noted here that in some prior studies, e.g., [59,60], the coating thickness was normalized by the Hertzian contact radius in the absence of coating. However, since the Hertzian contact radius depends on the normal load, this normalization does not seem to be very convenient to evaluate the dimensional coating thickness of an actual coated system.…”

Section: Experimental Validation and Correlationmentioning

confidence: 99%

Recent Development in Modeling of Coated Spherical Contact

Zhou

Etsion

2020

Materials

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Since a coated rough surface can be modeled as a collection of many spherical coated asperities, in order to understand the coated rough surface contact, it is required to first model a single coated spherical contact. This review paper presents a comprehensive summary of the coated spherical contact modeling and its experimental validation that was done mostly by the authors’ group at the Technion and published in the relevant literature. The coated spherical contact is considered under two loading modes, namely pure normal loading and combined normal and tangential loading. Based on the normally loaded spherical contact results, a coated rough surface contact modeling is presented. In addition, experimental results that show an interesting correlation with the coated spherical modeling are briefly discussed. Finally, some limited work on the bilayer/multilayer coated spherical contact is introduced.

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“…Based on a photometric 3D reconstruction technology, Li et al 16 used a high-precision friction and wear testing machine to investigate the sliding friction and wear tests under lubrication conditions, and monitored the 3D surface morphology, friction coefficient and surface roughness parameters of the wear surface of the hybrid ceramic bearing materials. Cai et al 17 studied the friction and wear properties of the amorphous carbon-coated silicon during sliding wear with the Si 3 N 4 ball using a ball-on-disk tribometer. Furthermore, it was recently found that the failure evaluation of the tested wear surface is a crucial step in the tribological analysis.…”

Section: Introductionmentioning

confidence: 99%

A study on the tribological behavior of hybrid and all-steel rough sliding contacts

Long

Chen

et al. 2022

Proceedings of the Institution of Mechanical Engineers, Part J:

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Hybrid bearing is a kind of bearing that uses ceramic materials instead of steel and other metal materials as rolling elements. It is often used to reduce (i.e., rolling or sliding) friction resistance. Although many published works have shown that hybrid bearings are more effective than ordinary bearings in reducing friction resistance, improving service life, and reducing the occurrence of bearing failure, many few works have been focused on the tribological properties of hybrid bearings only under sliding friction conditions. Therefore, it is crucial to understand the tribological behavior of the bearing materials to evaluate the sliding tribological process. In this paper, the tribological properties of silicon nitride-bearing steel friction pair (Si3N4-GCr15 pair) and bearing steel-bearing steel friction pair (GCr15-GCr15 pair) under oil lubrication were experimentally studied. An optical three-dimensional (3D) reconstruction method was used to investigate the microscopic and 3D morphologies of the friction pairs during the wear evolution process. The results show that the changing trends of the micrograph, 3D topography, friction coefficient, and surface roughness are consistent. A wear failure evaluation model was built based on the data extracted from the worn surface morphology. The model indicated that the friction performance of the Si3N4-GCr15 pair is better than that of the GCr15-GCr15 pair. The mechanism of friction performance of different friction pairs under lubrication conditions is studied, which provides good reference for the design of subsequent hybrid bearings.

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Evolution of Maximum Contact Stresses in Amorphous Carbon Coated Silicon During Sliding Wear Against Si3N4 Ball

Cited by 7 publications

References 37 publications

Reducing in-cylinder parasitic losses through surface modification and coating

Reducing in-cylinder parasitic losses through surface modification and coating

Recent Development in Modeling of Coated Spherical Contact

A study on the tribological behavior of hybrid and all-steel rough sliding contacts

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