Low-friction Surface Research Articles

Design of Variable Vehicle Handling Characteristics Using Four-Wheel Steer-by-Wire

This paper presents a vehicle handling modification approach that tracks the dynamics of a general nonlinear planar reference model. The control structure is a combination of linear and nonlinear state feedback with feedforward of reference model yaw moment, lateral force, and longitudinal force at the vehicle center of gravity. The modified closed-loop system is demonstrated to be stable and has robust tracking performance to reasonable levels of model uncertainty. The handling modification method is applied to the task of emulating the dynamics of a reference vehicle on a low friction surface, with particular attention to actuator constraints. Experimental results demonstrate successful emulation of the low friction reference model’s planar dynamics for a variety of driving maneuvers and reference friction coefficients. This handling emulation technique enables further investigation of vehicle handling performance improvements and use as a variable dynamic testbed for human factors studies.

On the origin of frictional adhesion in geckos: small morphological changes lead to a major biomechanical transition in the genusGonatodes

The evolutionary history of vertebrate locomotion is punctuated by innovations that have permitted expansion into novel ecological niches. Frictional adhesion of geckos is an innovation renowned for enabling locomotion on vertical and inverted smooth surfaces. Much is known about the microstructure and function of the fully-expressed gekkotan adhesive apparatus, although how it originated is poorly understood. Therefore, identifying species that exhibit the earliest stages of expression of frictional adhesion will provide significant insights into the evolution of this trait. Our previous investigation of digital proportions, shape, scalation, skeletal form, and subdigital epidermal micro-ornamentation in the genus Gonatodes led us to hypothesize that Gonatodes humeralis expresses incipient frictional adhesion. To test this, we first conducted a phylogenetic analysis of Gonatodes and related sphaerodactyl genera to clarify the historical context of the evolution of frictional adhesive capability in the genus. We then measured the ability of G. humeralis and its close relatives to generate frictional adhesive force, examined their locomotor capabilities on low-friction surfaces, and observed animals in their natural habitat. After accounting for body mass and phylogenetic relationships, we found that G. humeralis generates frictional adhesive force essentially equivalent to that of Anolis, and can scale vertical smooth surfaces. Gonatodes vittatus, a species that lacks elaborated epidermal setae, generates negligible frictional adhesive force and can only ascend smooth inclined surfaces with a pitch of ≤ 40°. We conclude that the ostensibly padless G. humeralis, with feet lacking the musculoskeletal, tendinous, and vascular modifications typical of pad-bearing geckos, nevertheless can employ frictional adhesive contact to assist locomotion. As in Anolis, the release of frictional adhesive contact occurs when the foot is plantar flexed after the heel has lifted from the surface. Our findings indicate that the origin of frictional adhesion was likely gradual but that, ultimately, this led to major shifts in ecology and function.

Enhanced Friction-Reducing Behavior of Stearic Acid Film on the Etched Copper

A simple two-step process was developed to render the low-friction copper surface with longer durability. The copper substrate was firstly etched by immersing it in H2O2/HCl solution to fabricate a CuCl film, while a layer of stearic acid was then deposited on the CuCl film. Scanning electron microscopy, X-ray photoelectron spectroscopy, Fourier transform infrared microscopy and water contact angle measurements were used to analyze the morphological features, the chemical composition and hydrophobicity of freshly prepared specimens, respectively. Moreover, the friction-reducing behavior of the dual-modified copper surface sliding against a steel ball under unlubricating condition was evaluated in tribotester with a ball-on-plate configuration. It is found that the tribological performances of copper substrate are much improved by depositing stearic acid films on the etched copper.

The role of mass-transport deposits and turbidites in shaping modern lacustrine deepwater channels

Subaquatic canyons are an important pathway for sediment transport into oceanic and lacustrine basins. Understanding the mechanisms governing their geomorphological evolution is a key to predict the sediment distribution patterns through these sediment conduits as well as to implement geo-hazard assessments. Submerged channels developed in large lacustrine basins offer a small-scale natural laboratory to understand the sedimentological processes operating in submarine channels. For this reason, a multidisciplinary research initiative -including time-lapse, high-resolution bathymetric surveys, innovative coring using submersibles, in situ geotechnical tests, and geophysical and sedimentological analyses-was applied to unravel the factors controlling the geomorphological evolution of the Rhone delta channels in Lake Geneva during the last decades. The morphology of the lacustrine Rhone Delta consists of a freshwater delta system deeply incised by nine canyons (C1C9). Geotechnical measurements in proximal areas and sediment cores retrieved in the distal fans at the end of each canyon revealed complex sediment dynamics. No turbidity current events have occurred in the easternmost canyons (C1C4) during the last decades while the western canyons sediment record (C5C9) indicated repeated flushing events during the 20th century. The main “active” canyon C8 has been dominated by turbidite activity on the canyon floor with frequent overspill events along the levees. A large 6.2 × 106 m3 Mass-Transport Deposit (MTD) that resembles a debrite in its upper section was found in the distal area of the active channel. The MTD was dated at 1998–2000 CE and most likely originated from proximal delta areas affected by frequent slope failures of the steep channel walls. In situ geotechnical tests on the modern proximal channel floor showed an unconsolidated soft top-layer that might have served as a low-friction surface favouring the MTD long run-out distance to the distal part of the channel. The MTD has had a major effect morphological evolution of the distal channel by filling the existing conduit, indirectly promoting the formation of a new channel. The role of MTD emplacement in subaquatic channels has important implications for hydrocarbon exploration as they control channel avulsion processes and the location of sand-prone deposits. This study gives a detailed insight on poorly investigated short-term sedimentological dynamics that affect the long-term evolution of turbidite systems and channel migration processes. This detailed model of a river-dominated deep-lacustrine depositional system can be used as an analog for similar modern and ancient deep-water systems.

A Method of Using Continuous Surface Magnetization and Friction Coefficient Variations for Monitoring the Tribological Properties of CrO2/SS400 Steel for the Flexible Gas Seal

The experimental results demonstrate that the dynamic variations in surface magnetization and friction coefficient showed great potential for determining the onset of CrO2 film fracture. It is also shown that the CrO2 film resulted in low friction and low surface magnetization during the friction process, and is wear-resistant. Therefore, this study is novel and practical for the industry.

Long-runout landslides and the long-lasting effects of early water activity on Mars: COMMENT

Long-runout landslides and the long-lasting effects of early water activity on Mars: COMMENT

Hyaluronic acid compared with corticosteroid injections for the treatment of osteoarthritis of the knee: a randomized control trail.

BackgroundOsteoarthritis (OA) is the most common chronic condition of the joints that takes place when the cartilage or a low friction surface between joints breaks down which leads to pain, stiffness and swelling. The purpose of the present study was to evaluate the therapeutic effect of intra-articular hyaluronic acid (HA) in comparison to corticosteroids (CS) for knee osteoarthritis.Methods140 patients with knee osteoarthritis, who were followed for 3 months, were randomized to receive intra-articular injection of either hyaluronic acid or corticosteroid. By receiving one injection of drug during the enrollment in the study, the patients were treated. With the Western Ontario and McMaster University Osteoarthritis Index (WOMAC), Knee injury and Osteoarthritis Outcome Score (KOOS), and the visual analog pain scale, an independent, blinded evaluator assessed the patients three times.ResultsThe mean age of the patients in the corticosteroid group were 57 ± 1.9 years and in Hyaluronic acid group were 58.5 ± 8.3 years. WOMAC score represented that pain and stiffness did not improve in neither groups at any time points after intervention (P > 0.05). KOOS score suggested that symptoms improved after 3 months in both CS and HA groups. Besides, daily activity improved in both groups (P < 0.05).ConclusionsAs a conclusion, it is argued that the most important difference between the two intervention groups is the duration of effectiveness. HA is suggested to be superior in the duration of pain relief when compared to CS. We can propose that HA can be administered every 3 months intra-articular for knee joint OA. Therefore, when CS has to be injected every 2 months, it will be more convenient to use HA.

Hardware-in-the-Loop Pneumatic Braking System for Heavy Truck Testing of Advanced Electronic Safety Interventions

The rapid innovation underway with vehicle brake safety systems leads to extensive evaluation and testing by system developers and regulatory agencies. The ability to evaluate complex heavy truck braking systems is potentially more rapid and economical through hardware-in-the-loop (HiL) simulation which employs the actual electronics and vehicle hardware. Though the initial HiL system development is time consuming and expensive, tests conducted on the completed system do not require track time, fuel, vehicle maintenance, or technician labor for driving or truck configuration changes. Truck and trailer configuration and loading as well as test scenarios can be rapidly adjusted within the vehicle dynamics simulation software to evaluate the performance of automated safety interventions (such as ESC) over a wide range of conditions. Hardware-in-the-loop simulation does not obviate the need for all track testing; vehicle models for simulation must be validated against track data for each truck platform. But HiL simulation can supplement and extend track data for tests at higher speeds, low friction surfaces, and alternate vehicle configurations. A HiL pneumatic braking system was developed for this purpose by the National Highway Traffic Safety Administration, with the goal of evaluating performance as it relates to safety. This paper describes the system in detail and includes some sample results of the testing. Language: en

Experimental investigations on continuous regenerative anti-lock braking system of full electric vehicle

Functions of anti-lock braking for full electric vehicles (EV) with individually controlled wheel drive can be realized through conventional brake system actuating friction brakes and regenerative brake system actuating electric motors. To analyze advantages and limitations of both variants of anti-lock braking systems (ABS), the presented study introduces results of experimental investigations obtained from proving ground tests of all-wheel drive EV. The brake performance is assessed for three different configurations: hydraulic ABS; regenerative ABS only on the front axle; blended hydraulic and regenerative ABS on the front axle and hydraulic ABS on the rear axle. The hydraulic ABS is based on a rule-based controller, and the continuous regenerative ABS uses the gain-scheduled proportional-integral direct slip control with feedforward and feedback control parts. The results of tests on low-friction road surface demonstrated that all the ABS configurations guarantee considerable reduction of the brake distance compared to the vehicle without ABS. In addition, braking manoeuvres with the regenerative ABS are characterized by accurate tracking of the reference wheel slip that results in less oscillatory time profile of the vehicle deceleration and, as consequence, in better driving comfort. The results of the presented experimental investigations can be used in the process of selection of ABS architecture for upcoming generations of full electric vehicles with individual wheel drive.

Wettability and friction of water on a MoS2 nanosheet

The molybdenum disulfide (MoS2) nanosheet is a promising two-dimensional (2D) material and has recently been used in biological sensing. While the electronic structure of 2D MoS2 sheet has been actively studied, the role of its atomic structure and thus the interfacial interactions with bio-fluids are still elusive. Using Molecular dynamics simulations, we developed MoS2 force field parameters to reproduce the experimentally determined water contact angle of the MoS2 nanosheet and then predicted the slip-length of water that has not been measured in experiment yet. Simulation results suggest that the MoS2 nanosheet is a hydrophobic and low-friction surface, despite its seemingly significant charges of surface atoms and relatively strong strength of van der Waals potentials. We expect that the developed force fields for depicting surface atoms of MoS2 will facilitate future research in understanding biomolecule-MoS2 interactions in MoS2-based biosensors.

Hip and knee net joint moments that correlate with success in lateral load transfers over a low friction surface

We previously described two different preferred strategies used to perform a lateral load transfer. The wide stance strategy was not used successfully on a low-friction surface, while the narrow stance strategy was successful. Here, we retrospectively examined lower extremity net joint moments between successful and unsuccessful strategies to determine if there is a kinetic benefit consideration that may go into choosing the preferred strategy. Success vs. failure over a novel slippery surface was used to dichotomise 35 healthy working-age individuals into the two groups (successful and unsuccessful). Participants performed lateral load transfers over three sequential surface conditions: high friction, novel low friction and practised low friction. The unsuccessful strategy required larger start torques, but lower dynamic moments during transfer compared to the successful strategy. These results indicate that the periodically unsuccessful strategy may be preferred because it requires less muscle recruitment and lower stresses on lower extremity soft tissues.Practitioner Summary: The reason for this paper is to retrospectively examine the joint moment in two different load transfer strategies that are used in a lateral load transfer. We found that periodically unsuccessful strategies that we previously reported may be a beneficial toward reduced lower extremity joint stresses.

Force fluctuations while pressing and moving against high- and low-friction touch screen surfaces.

The purpose of this study was to identify the influence of a high- and low-friction surface on the ability to maintain a steady downward force during an index finger pressing and moving task. Fifteen right-handed subjects (24-48years) performed a static force pressing task and a hybrid pressing and moving task on the surface of an iPad mini while holding a steady 2-N force on high- and low-friction surfaces. Variability of force was quantified as the standard deviation (SD) of normal force (F z) and shear force (F xy) across friction conditions and tasks. The SD of F z was 227% greater during the hybrid task as compared to the static task (p<.001) and was 19% greater for the high- versus low-friction condition (p=.033). There were positive correlations between SD of F z and F xy during the hybrid force/motion tasks on the high- and low-friction conditions (r (2)=0.5 and 0.86, respectively), suggesting significant associations between normal and shear forces for this hybrid task. The correlation between the SD of F z for static and hybrid tasks was r (2)=0.44, indicating that the common practice of examining the control of static tasks may not sufficiently explain performance during hybrid tasks, at least for the young subjects tested in the current study. As activities of daily living frequently require hybrid force/motion tasks (e.g., writing, doing the dishes, and cleaning counters), the results of this study emphasize the need to study motor performance during hybrid tasks in addition to static force tasks.

Cornering Stiffness and Sideslip Angle Estimation for Integrated Vehicle Dynamics Control

A sideslip estimator based on extended Kalman filtering that solves the ESC differentiability problem of a banked corner or a fast growing sideslip angle is presented. That means the proposed approach can handle banked corners and varying friction coefficients only with ESC sensor setup nearly without heuristics. To aid a new approach of integrated vehicle dynamics control the algorithm can estimate axle cornering stiffnesses at the front and the rear axle. The estimator is validated with 262 test drives that include driving on a race track at physical limits, drifting with large sideslip angles, spin outs as well as driving on different low friction surfaces and banked corner angles up to 50%. The parameter adaption is validated with test drives and different tires on country roads and on race track.

Study of Model Predictive Control for Path-Following Autonomous Ground Vehicle Control under Crosswind Effect

We present a comparative study of model predictive control approaches of two-wheel steering, four-wheel steering, and a combination of two-wheel steering with direct yaw moment control manoeuvres for path-following control in autonomous car vehicle dynamics systems. Single-track mode, based on a linearized vehicle and tire model, is used. Based on a given trajectory, we drove the vehicle at low and high forward speeds and on low and high road friction surfaces for a double-lane change scenario in order to follow the desired trajectory as close as possible while rejecting the effects of wind gusts. We compared the controller based on both simple and complex bicycle models without and with the roll vehicle dynamics for different types of model predictive control manoeuvres. The simulation result showed that the model predictive control gave a better performance in terms of robustness for both forward speeds and road surface variation in autonomous path-following control. It also demonstrated that model predictive control is useful to maintain vehicle stability along the desired path and has an ability to eliminate the crosswind effect.

Yaw stability control of articulated frame off-highway vehicles via displacement controlled steer-by-wire

Off-highway vehicles have not received the same level of scrutiny that their on-highway counterparts did relative to safety, comfort, fuel economy, and automation. Over the past few decades, various active chassis safety control systems, architectures, and schemes have been researched and developed to improve the stability and handling of on-highway vehicles, including articulated vehicles such as tractor–trailer applications. In this paper, the authors investigate a yaw stability control system for articulated frame steering off-highway vehicles via novel steer-by-wire technology that they have recently developed. A high-fidelity vehicle dynamics model is derived while keeping the yaw rate decoupled from the lateral acceleration, in order to separate the primary path-following task (driver) from the secondary disturbance–attenuation task (controller). The control algorithm is then designed such that the two tasks do not hamper one another, and that the automatic controller is quickly activated for a short period of time to counteract instabilities, and then smoothly relinquishes control back to the human operator. Simulation and experimental testing results are obtained to validate the vehicle dynamics model, the control algorithm design, and the new system's efficacy in counteracting yaw instabilities on low-friction surfaces using standard vehicle dynamic maneuvers.

Lower extremity kinematics that correlate with success in lateral load transfers over a low friction surface

We previously studied balance during lateral load transfers, but were left without explanation of why some individuals were successful in novel low friction conditions and others were not. Here, we retrospectively examined lower extremity kinematics between successful (SL) and unsuccessful (UL) groups to determine what characteristics may improve low friction performance. Success versus failure over a novel slippery surface was used to dichotomise 35 healthy working-age individuals into the two groups (SL and UL). Participants performed lateral load transfers over three sequential surface conditions: high friction, novel low friction, and practiced low friction. The UL group used a wide stance with rotation mostly at the hips during the high and novel low friction conditions. To successfully complete the practiced low friction task, they narrowed their stance and pivoted both feet and torso towards the direction of the load, similar to the SL group in all conditions. This successful kinematic method potentially results in reduced muscle demand throughout the task.Practitioner Summary: The reason for this paper is to retrospectively examine the different load transfer strategies that are used in a low friction lateral load transfer. We found stance width to be the major source of success, while sagittal plane motion was altered to potentially maintain balance.

Development of low-friction and wear-resistant surfaces for low-cost Al hot stamping tools

In this study, advanced surfaces and coatings have been developed using plasma thermochemical treatment, PVD coating, electroless Ni-BN plating and duplex surface engineering to produce low-friction and wear-resistant surfaces for cast iron stamping tools. Their microstructural and nano-mechanical properties were systematically analysed and the tribological behaviour of these new surfaces and coatings were evaluated. The experimental results have shown that under dry sliding condition, the tribological behaviour of aluminium differed great from that of steel regardless of the counterpart material. Highly reactive aluminium had a strong tendency to solder with tool surfaces during dry sliding. However, the lubricity of gray cast irons can be significantly improved by Ni-BN and DLC coatings. The coefficient of friction reduced from about 0.5 for untreated cast irons to about 0.2 sliding against aluminium. Duplex treatment combining plasma nitrocarburising with low- friction coatings showed superior durability than both DLC and Ni-BN coatings.

Use of Au Nanoparticle-Filled PTFE Films to Produce Low-Friction and Low-Wear Surface Coatings

Polytetrafluoroethylene (PTFE) possesses exceptional lubricating properties; however, its uses are limited due to its high susceptibility to wear. In an effort to overcome this shortcoming, a great deal of focus is placed on creating PTFE composites that exploit the strengths of PTFE and also reduce or eliminate its weaknesses. This investigation explores the use of Au nanoparticle-filled PTFE films to produce low-friction and low-wear surface coatings. PTFE + Au nanoparticle composite films were produced by dip coating stainless steel substrates into a mixture of colloidal PTFE and Au nanoparticles. Tribological tests showed that the composite film has a wear life that is twice that of pure PTFE and possesses an average coefficient of friction that is up to 50 % lower. PTFE suffers delamination as a result of poor adhesion of the film to the substrate and tearing resulting from a dominant adhesive wear mode. PTFE + Au, on the other hand, shows no sign of delamination or adhesive wear. This change in wear mode caused by the addition of Au nanoparticles significantly increases the wear resistance and durability of PTFE.

Wheel-Individual Estimation of the Friction Potential for Split Friction and Changing Friction Conditions for the Application in an Automated Emergency Braking System

Including information of the current road surface conditions can significantly improve the effectiveness of an AEB (automated emergency braking) system to avoid accidents or reduce the injury severity in rear-end crashes. A method to estimate the friction potential based on on-board sensor information is shown in this work. This work expands the scope of existing investigations on whether the accuracy needed for the warning and intervention strategies of AEB can be reached with the proposed method. First, the bandwidth of surface conditions investigated is extended by including low friction surfaces comparable to ice. Second, situations of changing surface conditions and wheel-individual surface conditions were evaluated. Finally, estimation based on different sensor sets was conducted with regard to series application. The investigations are based on measurements performed on a proving ground. The main emphasis was placed on estimation during longitudinal driving conditions. The used sensors include advanced vehicle dynamics measurement equipment as well as standard on-board sensors of the vehicle.

Global energy consumption due to friction in trucks and buses

In this paper, we report the global fuel energy consumption in heavy-duty road vehicles due to friction in engines, transmissions, tires, auxiliary equipment, and brakes. Four categories of vehicle, representing an average of the global fleet of heavy vehicles, were studied: single-unit trucks, truck and trailer combinations, city buses, and coaches. Friction losses in tribocontacts were estimated by drawing upon the literature on prevailing contact mechanics and lubrication mechanisms. Coefficients of friction in the tribocontacts were estimated based on available information in the literature for four cases: (1) the average vehicle in use today, (2) a vehicle with today׳s best commercial tribological technology, (3) a vehicle with today׳s most advanced technology based upon recent research and development, and (4) a vehicle with the best futuristic technology forecasted in the next 12 years. The following conclusions were reached:•In heavy duty vehicles, 33% of the fuel energy is used to overcome friction in the engine, transmission, tires, auxiliary equipment, and brakes. The parasitic frictional losses, with braking friction excluded, are 26% of the fuel energy. In total, 34% of the fuel energy is used to move the vehicle.•Worldwide, 180,000 million liters of fuel was used in 2012 to overcome friction in heavy duty vehicles. This equals 6.5millionTJ/a; hence, reduction in frictional losses can provide significant benefits in fuel economy. A reduction in friction results in a 2.5 times improvement in fuel economy, as exhaust and cooling losses are reduced as well.•Globally a single-unit truck uses on average 1500l of diesel fuel per year to overcome friction losses; a truck and trailer combination, 12,500l; a city bus, 12,700l; and a coach, 7100l.•By taking advantage of new technology for friction reduction in heavy duty vehicles, friction losses could be reduced by 14% in the short term (4 to 8 years) and by 37% in the long term (8 to 12 years). In the short term, this would annually equal worldwide savings of 105,000 million euros, 75,000 million liters of diesel fuel, and a CO2 emission reduction of 200 million tones. In the long term, the annual benefit would be 280,000 million euros, 200,000 million liters of fuel, and a CO2 emission reduction of 530 million tonnes.•Hybridization and electrification are expected to penetrate only certain niches of the heavy-duty vehicle sector. In the case of city buses and delivery trucks, hybridization can cut fuel consumption by 25% to 30%, but there is little to gain in the case of coaches and long-haul trucks. Downsizing the internal combustion engine and using recuperative braking energy can also reduce friction losses.•Electrification is best suited for city buses and delivery trucks. The energy used to overcome friction in electric vehicles is estimated to be less than half of that of conventional diesel vehicles.Potential new remedies to reduce friction in heavy duty vehicles include the use of advanced low-friction coatings and surface texturing technology on sliding, rolling, and reciprocating engine and transmission components, new low-viscosity and low-shear lubricants and additives, and new tire designs that reduce rolling friction.