Adhesion Component Of Friction Research Articles

Corrosion Behavior of Shiny Side and Dull Side of Aluminum Foil in 0.3% Wt NaCl Non Agitated Solution: Appearance of Rhombus form Corrosion Morphology

We have investigated the corrosion behavior of shiny and dull faces of aluminum household foil in 0.3 wt % NaCl nonagitated solution. The obtained results show several differences in the morphology and kinetic corrosion of the shiny and dull faces. After seven months of immersion in the 0.3 wt % NaCl non-agitated solution localized diamond-shaped corrosions appear in some zones of the aluminum foil. In the case of the dull face, their forms are very close to perfect rhombus; however the rhombus forms are swollen on the shiny face. In addition, we observe in other zones pitting corrosions. Rhombus form in the dull face is, probably, due to NaCl crystal precipitation on the marks left by the intermetallic particles, during the last passage of cold rolling causing a sheet-to-sheet contact. The adhesion component of friction increases the density of the marks on the dull surface and induces localized corrosion in the perfect rhombus form. However, the absence of a friction adhesion component provokes a deflection from the perfect rhombus form to a swollen rhombus form.

The role of the sliding direction against a grooved channel texture on tool steel: An experimental study on tactile friction

To control tactile friction, that is the friction between fingertip and counter-body, the role of surface texture is required to be unveiled and defined. In this research, an experimental approach is used based on measuring tactile friction for directional texture (grooved channel) with varying depths. For a reference surface, in this current case a polished surface from the same tool steel is compared. The experimental results are analyzed to explain the observed skin friction behavior as a function of surface texture parameters, sliding direction and applied normal load. Sliding parallel to the groove length shows greater values in COF than sliding perpendicular to the groove direction. Furthermore, parallel sliding reveals a higher dependency of COF on the depth of the grooved channel texture than perpendicular sliding. Application of the two term friction model suggests that the adhesion component of friction has greater impact on parallel than perpendicular sliding direction. According to the observations, grooved channels are well suited to control skin friction in direction dependent sliding, for moderately loaded contact situations. This experimental research contributes to the haptic perception related research, and to the development of other direction-dependent surface structures for touch.

シリカ配合およびカーボン配合ＳＢＲの摩擦機構に関する研究 乾燥面との摩擦

It is known that the hysteresis component of friction greatly contributes to the wet traction of tires, because the lubricant film prevents the tires from contacting the road. There are a lot of studies that have compared the wet skid resistance and the hysteresis loss of rubber. However the adhesion component of friction should also be evaluated.In this paper, the friction forces are measured when rubbers are rubbed against the lubricated metal gauze. The variations of the friction force with the sliding speed are different from the hysteresis loss of the rubbers. At the low sliding speed region, the rubber specimens partially contact with the metal gauze and the contact area decreases with increasing sliding speed. At that time, the friction forces also include the adhesion component together with the hysteresis component.The adhesion component of friction for rubbers rubbed against the wet metal gauze depends on the directly contacted area on to the metal gauze and shear strengths of the rubbers. Especially silica-filled SBRs have an effect to raise the adhesion component of friction at low sliding speed.

Friction and Wear at Tractive Rolling of Cylinders

AbstractBased on the fundamentals of tractive rolling contact mechanics, a method is described which is suited for calculating traction coefficients. Both the deformation and the adhesion component of friction are taken into consideration. It is demonstrated that the maximum traction coefficient is not a constant, but takes different values under various load conditions as a result of changes in the micro‐geometrical pattern. Using the load‐specific maximum traction coefficient it is possible to predict a fairly accurate value of the traction coefficient of the tractive rolling contact.In addition, the results of wear investigations are reported, and an approach to apply test results to the real wheel/rail system is described. The tests were carried out with materials common in railway design; in particular, R7 wheel material and standard‐grade 900A rail material were used. During the tests the normal force and the creep were varied. Wear investigations conducted on the test machine revealed that the relationship between friction work and wear volume is an almost linear function.

Effect of interfacial mixing by N+ implantation on the adhesion and friction of Ti film on Si3N4

A thin ion-plated Ti film on sintered Si3N4 was implanted with 110 keV N+ at doses of 1 x 1016 to 3 x 1017 ions cm-2 and a substrate temperature of 60°C. The adhesion of the ion-plated Ti film and the N+-implanted films on Si3N4 was examined using a scratch tester and a scanning electron microscope. The interfacial chemistry of the N+-implanted Ti/Sl3N4 specimens was examined using sample tilting diffraction (STD), Auger electron spectroscopy (AES), and X-ray photoelectron spectroscopy (XPS). It was found that at a dose of 3 x 1017 N+ cm-2, the critical load for the scratch test on the N+-implanted Ti film/Si3N4 substrate increased from 10.8 to 50.0 N; consequently, the implanted films were not easily removed by interfacial failure as in the case of the unimplanted one. AES indicated that N+ implantation produced substantial interfacial mixing and interfacial grading in the Ti/Si3N4 system. The STD and XPS analyses revealed that a TixN (x = 1, 2) compound was formed by N+ implantation. The combination of these effects in the N+implanted Ti/Si3N4 specimen provided an increased adhesion that was approximately 4.6 times that of the unimplanted system. In addition, the hydrocarbon adsorbed in the near-surface region of Ti films reduced the adhesion component of friction between the metal and the N+-implanted specimen.

Friction in Magnetic Tapes I: Assessment of Relevant Theory

A review of friction theories relevant to the interaction between magnetic-recording-device components (hard, inelastic materials) and viscoelastic, polymeric materials used in the manufacture of flexible, magnetic tape is presented. Tabor's classical theory of adhesion with appropriate deformation and shear-strain rates, as well as Hegmon's theory of hysteresis friction, adequately describes the frictional behavior. Other sources of adhesional friction are stiction, meniscus, and microcapillary evacuation. For magnetic-recording-tape applications, the adhesion component of friction is responsible for the major part of the observed friction, except near the softening temperature for the magnetic-coating layer, where the loss tangent becomes very high, or in the case of rough surfaces for which hysteresis friction is significant. From a magnetic-tape design standpoint, the real area of contact (which directly affects adhesional friction) can be minimized by increasing the complex modulus of elasticity of the magnetic layer over the operating temperature range and by increasing the surface roughness. High surface roughness is undesirable from a wear and recording-performance standpoint, therefore, optimization is essential. Creep compliance of the magnetic coating layer, furthermore, should be as low as possible in order to minimize deformation that leads to an increase in the real area of contact for tapes subjected to compressive stresses under tension wound on a reel or against the recording-head surface. In addition, the use of nonpolar materials (which in general possess lower surface energy than polar materials) would lead to reduced friction.

Estimation of Skid Numbers from Surface Texture Parameters in the Rational Design of Standard Reference Pavements for Test Equipment Calibration

Abstract Accurate measurement of highway skid resistance has required the application of appropriate reference standards for the calibration of locked wheel skid trailers [ASTM Test for Skid Resistance of Paved Surfaces Using a Full-Scale Tire (E 274-70)] used as test equipment. This investigation was concerned with the development of criteria needed for the design of primary standard reference pavement surfaces. A review of previous research indicated that the pavement variables influencing tire-pavement friction should be expressed in terms of six surface texture parameters. Pavement macrotexture, with characteristic dimensions between 2 and 16 mm, was expressed in terms of asperity size, spacing, and shape. The remaining three parameters, which described asperities with characteristic dimensions less than 2 mm, were expressed as microtexture size, spacing, and shape. Published studies indicated that surface texture influenced wet tire-pavement friction through water drainage, hysteresis losses in the tire, and adhesion in the tread contact area. Published equations relating pavement texture and firction have been derived on the basis of oversimplified models and, thus, required considerable experimental support to be applicable to the design of reference pavement surfaces. In particular, the theory treating the effect of surface microtexture on the adhesion component of friction was found to be incomplete, both analytically and experimentally. A parametric study of the effect of pavement texture on skid number, comprising laboratory experiments with model pavement surfaces, offers new insight to a solution of the problem.