Total Friction Coefficient Research Articles

Approximation of the Couette-Poiseuille flow on an annular domain in compressible regime for a hyperloop pod

Fanno flow is one of the most studied problems in fluid mechanics, as it models the pressure losses on domains in which the characteristic length is considerably lower than the height. These types of flows are present in several applications in the industry, such as pipe flows in pneumatic and hydraulic circuits, oil pipelines or air conditioning and water distribution systems. One potential application can be found in hyperloop design, where flow at high speeds moves between the small gap between the capsule and the tube wall. In this case, the domain is annular-shaped instead of a single cylinder, and the interior wall moves at the capsule speed. Although this quasi-1D flow is strongly affected by the wall friction, it cannot be modelled using the standard Fanno expression. Thus, to model the pressure drop without extensive CFD techniques, a simplified 1D analytical expression is developed to estimate the friction losses. The model assumes a constant ratio between the shear stress on the interior and the exterior walls throughout the channel. Then, instead of the hydraulic diameter as in the standard Fanno expression, a new definition of an equivalent diameter is performed to consider the annular-shaped domain and the movement of the interior wall. The new equivalent diameter is always higher than the original used for Fanno flows (hydraulic one), even twice when the wall speed equals the mean speed. This effect leads to smaller pressure losses due to the movement of one of the walls and indicates that the wall movement is always beneficial. To validate the results obtained from the model, they are compared with an equivalent CFD simulation, leading to a maximum deviation of 5% on the Mach number and 7% on the total friction coefficient.

Natural convection flow of CNTs-ethylene glycol based micropolar nanofluid along a complex wavy surface

The primary goal of this study is to perform the analysis of heat transfer in free convection flow of micropolar nanofluid along a complex roughened surface. A micropolar nanofluid is made by adding nanoparticles namely SWCNTs (single-walled carbon nanotubes) in ethylene glycol (EG) base micropolar fluid. A mathematical model for micropolar nanofluid can be developed in terms of nonlinear partial differential equations by extending Navier-Stokes equations along with micro inertia effects, angular momentum equation and Tiwari and Das model. After using the suitable transformation, the resulting nonlinear PDEs are made dimensionless and solved numerically using finite difference scheme. Micropolar nanofluids have a capability to improve the thermophysical properties and heat transportation capacity instead of base fluids. The impacts of numerous pertinent parameters on velocity, microrotation and temperature profiles also on physical quantities namely wall couple stress, local and average Nusselt numbers, total heat transfer and skin friction coefficient are discussed graphically. It is noted that total heat transfer rate becomes high in case of dominant amplitude of harmonic wave as compared to fundamental. It is also noted that total heat transfer rate decreases by increasing micropolar parameter and can be enhanced by adding SWCNTs in EG based micropolar fluid and that enhancement is reported approximately 27 and 26% in dominant amplitude of fundamental and harmonic waves as compared to ethylene glycol fluid.

Numerical simulations of the sliding impact between an ice floe and a ship hull structure in ABAQUS

This paper studies the hull structural responses of a steel grillage subjected to sliding ice loads, which have been rarely investigated in the literature. Sliding ice loads are modelled using nonlinear finite element analysis (NLFEA) method; and Abaqus Explicit is adopted as the numerical solver. Deformations and damages of ice and steel are both considered. A rigid ice model is also simulated for comparison purposes. The hull’s local structural responses under different load cases, including deformation, contact forces, and energy distribution, have been analysed. The effects of static structure-to-structure friction coefficient and the relative stiffness between ice and structure are studied. It is found that the deformation of structures will increase the total friction coefficient, which is defined as the ratio of the friction force (the tangential contact force) to the normal contact force. When the ice floe is considered rigid, the static friction coefficient has little effect on the local structural responses of the hull. If using a higher-strength steel material for hull structures in the ice-classed ship design, the hull’s deflection and total friction decrease, and the hull dissipates less energy as expected. Moreover, stationary load cases with the same loading condition in the normal direction as sliding load cases are also simulated. When using the deformable ice material model, the simulation results show that the hull’s final contact forces and deflection in stationary load cases are larger than those in sliding load cases. Besides, the effect of steel material is more significant in stationary load cases than in sliding load cases.

Molecular dynamics simulation of the tribological performance of amorphous/amorphous nano-laminates

• The contribution of adhesion coefficient and ploughing coefficient to the total friction coefficient is clearly quantified by comparing the simulation results of virtual indenter and diamond indenter. • Through atomic visualization analysis, the blocking effect of interface on shear deformation during nano-scratch can be observed directly. • There is an obvious size dependence between friction force and layer thickness of amorphous/amorphous nano-laminates. • It's not that the deeper the penetration depth, the greater the normal force in amorphous/amorphous nano-laminates. Because the amorphous/amorphous nano-laminates could enhance significantly the mechanical properties of the amorphous materials, they have been widely studied as a new group of structural materials. In this study, the nano-scratch performance of the Cu 80 Zr 20 /Cu 20 Zr 80 (A/B-type) and the Cu 20 Zr 80 /Cu 80 Zr 20 (B/A-type) amorphous/amorphous nano-laminates was evaluated by molecular dynamics simulation. Their dependences on the type of indenter, layer thickness, stacking mode and scratch depth were systematically analyzed. There is a significant size effect for the tribological properties of amorphous/amorphous nanolaminates that the friction force of the A/B-type increases with the increase of layer thickness, but the friction force of the B/A-type decreases as the layer thickness increase. The interface has an obvious obstruction effect on the shear deformation and reduces the plastic affected region below the scratched groove. Particularly, the contact environment of the indenter bottom has an important influence on the normal force, so it's not that the deeper the depth, the greater the normal force. Hence it should not be ignored when evaluating the tribological properties of the amorphous/amorphous nano-laminates. This work can deepen the understanding of hetero-interface on the deformation mechanism during nano-scratch, and help to design amorphous nano-laminates with tailored tribological performance for practical applications. Graphical abstract .

Elevated temperature nanoscratch of Inconel 617 Superalloy

Inconel 617 superalloy is a main candidate to be used for mechanical and tribo-components in high temperature helium-cooled reactors. Recent findings show that it grows a unique surface oxide, especially under high temperature helium with distinct wear, friction, and contact properties. This study reports the elevated temperature nanoscratch behavior of Inconel 617 and further utilizes it to understand the effect of temperature on contact friction constituent contributors, adhesion and plowing at small scales. Inconel 617 is aged in high temperature helium, and consequently, the total kinetic friction coefficient of the alloy surface oxide is obtained in temperatures ranging from 25 °C to 400 °C. A finite element model is developed and validated based on the experimental results. The model is then utilized along with previously established techniques to determine the adhesion and plowing components of the friction coefficient. At small scale, the experimental results show that with increasing temperature the friction coefficient increases. It was inferred that this increase is mainly due to the increased contribution of plowing friction at high levels of deformation.

Effect of WC content on microstructure, hardness, and wear properties of plasma cladded Fe–Cr–C–WC coating

The Q235 sample was coated with ball-milled Fe–Cr–C–WC powder using plasma cladding technology, and the influence of tungsten carbide (WC) content on the surface microstructure, hardness, and wear properties of the coated steel was evaluated. The single factor test of optimal WC content was carried out on DML-02BD plasma cladding machine, and the material after cladding was analyzed. The microstructure distribution, elemental composition and phase composition of the coating were observed by MIRA3-XMH scanning electron microscopy. The microhardness of cladding layer can indirectly reflect the properties of cladding layer to a certain extent, which is measured by the Vickers microhardness tester. The wear quality, friction coefficient and wear mark morphology can directly reflect the wear resistance of the test blocks. These are observed by the ring block friction and wear tester and the ultra depth of field microscope, respectively. With an increasing WC content, the microhardness of the cladding layer shows an upward trend. The main hard phases of the cladding layer after adding WC are (Cr, Fe)7C3, (Fe, Ni)23C7, and the other phases are γ-Fe, Fe3W3C, WCandFe2W. After 6 h friction and wear test, the cladding layer with 30%WC showed the best wear resistance. The total wear amount, wear volume, wear rate and friction coefficient were 0.01 g, 4.22 mm3, 2.344 × 10–4 mm3/(N·m), and 0.35, which were 1/10, 1/5, 1/5, and 7/10 of those without WC cladding layer, respectively. It can be concluded that different WC contents affect the surface microstructure and properties of Fe–Cr–C alloy coating treated by plasma cladding technology. At a WC content of 30%, the microstructure and properties of the cladding layer reach the best.

Investigations on start-up performances of novel hybrid metal rubber-bump foil bearings

In the frequent start-up process of aerodynamic bearings, contact easily occurs between journal and bearing bush. In this research, novel hybrid metal rubber-bump foil bearings (MR-BFBs) were proposed. Based on rough surface contact and ultra-thin film lubrication theory, we studied the start-up performances of MR-BFBs. The results showed that the changes in both RSm and Ra caused great changes in the parameters pmax and A0. The increased start-up times led to a decrease in the load ratio Wc/W0 and the total friction coefficient, and an increase in both the linear velocity, the gas film pressure and the minimum gas film thickness. With the increase in the composite roughness, both the critical rotation speed and start-up time exhibited an upward trend.

Tribological properties of hydrogenated nitrile rubber in confrontation with hard particles under different axial loads

The influence of different axial loads on the tribological properties of Hydrogenated Nitrile Rubber (HNBR) under oil-based mud containing hard particles is studied through experimental and theoretical approaches. Friction and wear tests were performed by using pin-on-disc friction pairs. The findings indicate that the tribological properties of HNBR vary with axial load and wear time. The total friction coefficient can be divided into an adhesion term, a hysteresis term and an abrasive term through the analysis of tribological mechanism. The hysteresis term is due to micro-strain on the HNBR surface and overall deformation of the HNBR specimen. The variation of tribological properties can be well explained through the above theory and the hysteresis term is the main influence factor.

The spatial–temporal total friction coefficient of the fault viewed from the perspective of seismo-electromagnetic theory

Abstract. Recently, it has been shown theoretically how the lithospheric stress changes could be linked with magnetic anomalies, frequencies, spatial distribution and the magnetic-moment magnitude relation using the electrification of microfractures in the semibrittle–plastic rock regime (Venegas-Aravena et al., 2019). However, this seismo-electromagnetic theory has not been connected with the fault's properties in order to be linked with the onset of the seismic rupture process itself. In this work we provide a simple theoretical approach to two of the key parameters for seismic ruptures which are the friction coefficient and the stress drop. We use sigmoidal functions to model the stress changes in the nonelastic regime within the lithosphere. We determine the temporal changes in frictional properties of faults. We also use a long-term friction coefficient approximation that depends on the fault dip angle and four additional parameters that weigh the first and second stress derivative, the spatial distribution of the nonconstant stress changes, and the stress drop. We found that the friction coefficient is not constant in time and evolves prior to and after the earthquake occurrence regardless of the (nonzero) weight used. When we use a dip angle close to 30∘ and the contribution of the second derivative is more significant than that of the first derivative, the friction coefficient increases prior to the earthquake. During the earthquake event the friction drops. Finally, the friction coefficient increases and decreases again after the earthquake occurrence. It is important to mention that, when there is no contribution of stress changes in the semibrittle–plastic regime, no changes are expected in the friction coefficient.

A new generalized philosophy and theory for rubber friction and wear

The authors propose a new philosophy and theory for rubber friction and wear that are significantly different from the existing classical theories. Several distinctive features of rubber friction such as the exceedingly high friction coefficient and the intense stick-slip motion during frictional sliding all result from the sticky surface behavior exhibited by a cross-linked rubber, where there is a meniscus force brought about at the interface between the rubber and the rigid surface. The total friction coefficient μall incorporates three factors including an adhesion term μadh, a deformation term μdef and a crack formation term μcrac. This generates an equation μall =μadh +μdef +μcrac ≒ K1ηv[1+ K2 (tanδ2)+ 2Kεc) E-7/6 W1/6] where η is the viscosity of the uncross-linked phase, E the modulus of the cross-linked rubber, v sliding velocity, c crack length, W normal load, K1, K2, Kεare all coefficients whose characteristics also govern rubber wear. The adhesion term is the most dominant factor during rubber friction, which roughly contributes about 70–80% of the total friction coefficient according to a very rough estimation.The close relationships between the observed stick-slip motion, abrasion pattern formation and wear have been verified experimentally. The abrasion pattern is initiated by the high frequency vibration and the steady abrasion pattern together with steady wear is promoted by the stick-slip motion. Steady wear rate V˙ could be estimated theoretically as a function of the steady abrasion pattern distance Dab using an equation V˙ = k’Dab3, which indicates that many of the characteristics observed in rubber wear are also fundamentally governed by the intense stick-slip motion induced by the sticky rubber surface.

On the mixed EHL characteristics, friction and flash temperature in helical gears with consideration of 3D surface roughness

PurposeThe purpose of this study is to investigate the tribological performance of helical gear pairs with consideration of the properties of non-Newtonian lubricant and the real three-dimensional (3D) topography of tooth flanks.Design/methodology/approachBased on the mixed elastohydrodynamic lubrication (EHL) theory for infinite line contact, this paper proposes a complete model for involute helical gear pairs considering the real 3D topography of tooth flanks and the properties of non-Newtonian lubricant. Film thickness, contact load and contact area ratios at the mid-point of contact line are studied for each angular displacement of pinion. Both the total friction coefficient and surface flash temperature are calculated after obtaining the values of pressure and subsurface stress. Then, the influences of input parameters including rotational speed and power are investigated.FindingsDuring the meshing process, contact load ratio and area ratio of the two rough surface cases first increase and then decrease; the maximum flash temperature rise (MFTR) on the gear is lower than that on the pinion first, but later the situation converses. For cylindrical gears, on the plane of action, there is a point or a line where the instantaneous friction reduces to a minimum value in a sudden, as the sliding–rolling ratio becomes zero. When rotational speed increases, film thickness becomes larger, and meanwhile, contact load ratio, coefficient of friction and MFTR gradually reduce.Originality/valueA comprehensive analysis is conducted and a computer program is developed for meshing geometry, kinematics, tooth contact, mixed EHL characteristics, friction, FTR and subsurface stress of involute helical gear pairs. Besides, a numerical simulation model is developed, which can be used to analyze mixed lubrication with 3D machined roughness under a wide range of operating conditions.

Fretting fatigue behavior of steel wires contact interface under different crossing angles

Fretting fatigue tests on steel wires were conducted on self-made fretting fatigue test equipment. Fretting fatigue behavior and the influence of crossing angles on this behavior are studied by analyzing the Ft-D-N curve. The results show that contact load increases as total wear volume and the friction coefficient of steel wire decrease with the crossing angle of 18° in the mixed and partial slip regimes. In the slip regime, both variables increase. When the strain ratios decrease, fretting amplitude increases and the fretting regime shifts from the partial slip one to the mixed and slip regimes, the total wear volume, friction coefficient, and friction surface area of the loaded steel wire all increase, whereas the contact load in the fretting area of this wire decreases. Lower contact load, total wear volume and friction coefficient and longer fretting fatigue life were induced by the crossing angle of 18° than when this angle is 90°. Few wear particles and furrows are observed in the three fretting regimes of the wearing surface. The main wear mechanisms are adhesive and fatigue wear. However, more obvious wear particles and furrows can be observed with the crossing angle of 90°.

Modelling the influence of velocity on wet friction-element friction in clutches

PurposeThis study aims to establish a friction coefficient model relative to the rotation speed of a wet clutch engagement, which can predict friction coefficient under different stages of slipping velocity and different load pressures. In particular, the model has been improved by accounting the speed effect for the perdition of wet friction-element boundary friction, which is significant for understanding the friction mechanisms and for supporting the development of more efficient and related products.Design/methodology/approachThis research investigated the mechanism of wet friction in a wet clutch engagement. A mixed friction model is established based on the asperity model and Newton’s law of viscosity. To obtain a friction coefficient computed by the model, the normal load shared by both asperities and lubrication fluid needs to be determined. Therefore, rough surface contact mechanism is analysed; a surface topography model is established; and surface parameters are obtained by means of surface topography measurement and reconstruction. Finally, verification of the mixed friction model is achieved.FindingsFriction will be generated by both the asperity contact and the lubrication film shear relative to the rotation speed. And, the higher the relative speed, the larger the shearing power of lubrication film. It is caused by decrease in contact area of asperity. Surface morphology of a sintered bronze friction disk was obtained by a Laser-Micro-Test. The predicted results by the established model show that the total friction coefficient slightly reduced and then increased suddenly with speed. The surface topography model is responsible for the nonlinear behaviour of the asperity friction. Results of the simulation model are in agreement with those of the wet clutch engagement experiments.Originality/valueThis research is original and it is supported by the national defence project. The wet friction element which is applied on tracked vehicles is analysed for the first time. Through the model, the trend of the friction coefficient can be more accurately predicted. The problem of the wet friction plate modelling difficult is solved by using the mixed friction model.

Scale- and load-dependent friction in commensurate sphere-on-flat contacts

Contact of a spherical tip with a flat elastic substrate is simulated with a Green's-function method that includes atomic structure at the interface while capturing elastic deformation in a semi-infinite substrate. The tip and substrate have identical crystal structures with nearest-neighbor spacing $d$ and are aligned in registry. Purely repulsive interactions between surface atoms lead to a local shear strength that is the local pressure times a constant local friction coefficient $\ensuremath{\alpha}$. The total friction between tip and substrate is calculated as a function of contact radius $a$ and sphere radius $R$, with $a$ up to ${10}^{3}d$ and $R$ up to $4\ifmmode\times\else\texttimes\fi{}{10}^{4}d$. Three regimes are identified depending on the ratio of $a$ to the core width of edge dislocations in the center of the contact. This ratio is proportional to $\ensuremath{\alpha}{a}^{2}/Rd$. In small contacts, all atoms move coherently and the total friction coefficient $\ensuremath{\mu}=\ensuremath{\alpha}$. When the contact radius exceeds the core width, a dislocation nucleates at the edge of the contact and rapidly advances to the center where it annihilates. The friction coefficient falls as $\ensuremath{\mu}\ensuremath{\sim}\ensuremath{\alpha}{(\ensuremath{\alpha}{a}^{2}/Rd)}^{\ensuremath{-}2/3}$. An array of dislocations forms in very large contacts and the friction is determined by the Peierls stress for dislocation motion. The Peierls stress rises with pressure, and $\ensuremath{\mu}$ rises with increasing load.

Molecular dynamics analysis of the friction between a water-methanol liquid mixture and a non-polar solid crystal surface.

We performed molecular dynamics analysis of the momentum transfer at the solid-liquid interface for a water-methanol liquid mixture between parallel non-polar solid walls in order to understand the strong decrease of the friction coefficient (FC) induced by the methanol adsorption at the surface observed in our previous work [S. Nakaoka et al., Phys. Rev. E 92, 022402 (2015)]. In particular, we extracted the individual contributions of water and methanol molecules to the total FC and found that the molecular FC for methanol was larger than that for water. We further showed that the reduction of the total solid-liquid FC upon the increase of the methanol molar fraction in the first adsorption layer occurred as a result of a decrease in the molecular number density as well as a decrease in the molecular FCs of both molecules. Analysis of the molecular orientation revealed that the decrease of the molecular FC of methanol resulted from changes of the contact feature onto the solid surface. Specifically, methanol molecules near the solid surface had their C-O bond parallel to the surface with both CH3 and O sites contacting the solid at low methanol molar fraction, while they had their C-O bond outward from the surface with only the CH3 site contacting the solid at higher methanol molar fraction. The mechanisms discussed in this work could be used to search for alternative water additives to further reduce the solid-liquid friction.

Effect of two-body and three-body microcontacts under dry friction on contact characteristics

The wear debris generation is unavoidable between the contact interfaces of moving components. In three-body contact instances, friction and wear occur at these separate contact points. This paper discusses the characteristics of the three-body contact comprising the abrasive particle in the interface compared to the two-body contact. The results show that for the wear debris or foreign particles present in the interface of the three-body contact, as external load initially increases, the external load is fully borne by the contact characteristics of particle-to-surface. Until the external load rises to a particular critical external load, it enters the real three-body situation, and the critical external load thus increases with an increase in the ratio of particle diameter to surface roughness. For two contact surfaces, the summit deformation is the elastoplastic deformation in a wide range of external loads. As the external load is lower than the critical external load value of the three-body contact, the contact surface is under the particle-to-surface two-body contact, and the elastic deformation of surface peak has the largest proportion of contact area. When the external load is higher than the critical external load value, the elastoplastic deformation contact area quickly dominates, and the total contact area ratio approximates to the surface-to-surface two-body contact situation. In the range of engineering surface roughness (σ = 50–400 nm), at each external load and surface roughness, the total friction coefficient decreases with the increase in the ratio of particle diameter to surface roughness under the three-body contact, and this shows that the friction coefficient of surface-to-surface contact is larger than that of the sphere wear debris between the contact interface. At the same surface roughness, the friction coefficient may increase or decrease with an increase in the external load because it is determined by particle diameter. At the same ratio of particle diameter to surface roughness and external load, the friction coefficient increases with the decreasing surface roughness.

Effect of lubricant on the reliability of dental implant abutment screw joint: An in vitro laboratory and three-dimension finite element analysis

Biomechanical factors play a key role in the success of dental implants. Fracture and loosening of abutment screws are major issues. This study investigated the effect of lubricants on the stability of dental implant-abutment connection. As lubricants, graphite and vaseline were coated on the abutment screw surface, respectively, and a blank without lubricant served as the control. The total friction coefficient (μtot), clamping force, fatigue behavior and detorque of the joint combined with dynamic cyclic loading were measured under different lubricating conditions. Further, a three-dimensional finite element analysis was used to investigate stress distribution, in conjunction with experimental images. The results showed that the lubricant reduced μtot, which in turn led to an increase in clamping force. Decrease in loading increased the fatigue life of the screw. However, use of lubricant at high load reduced the fatigue life. Ductile fracture at the first thread of the screw was the chief failure mode, which was due to maximum von Mises stress. Higher stress levels occurred in the lubricant groups. Lubricated screws resulted in lower detorque which made the joint easier to loosen. In conclusion, the lubricant cannot effectively improve the reliability of dental implant-abutment connection. Keeping the interfaces of implant-screw uncontaminated and strengthening the surface of the screw may be recommend for clinical operation and future design.

Multiscale physics of rubber-ice friction

Ice friction plays an important role in many engineering applications, e.g., tires on icy roads, ice breaker ship motion, or winter sports equipment. Although numerous experiments have already been performed to understand the effect of various conditions on ice friction, to reveal the fundamental frictional mechanisms is still a challenging task. This study uses in situ white light interferometry to analyze ice surface topography during linear friction testing with a rubber slider. The method helps to provide an understanding of the link between changes in the surface topography and the friction coefficient through direct visualization and quantitative measurement of the morphologies of the ice surface at different length scales. Besides surface polishing and scratching, it was found that ice melts locally even after one sweep showing the refrozen droplets. A multi-scale rubber friction theory was also applied to study the contribution of viscoelasticity to the total friction coefficient, which showed a significant level with respect to the smoothness of the ice; furthermore, the theory also confirmed the possibility of local ice melting.

Nanoscale mechanochemical wear of phosphate laser glass against a CeO2 particle in humid air

Using an atomic force microscope, the friction and wear of phosphate laser glass against a CeO2 particle were quantitatively studied both in humid air and in vacuum, to reveal the water molecules induced mechanochemical wear mechanism of phosphate laser glass. The friction coefficient of the glass/CeO2 pair in air was found to be 5–7 times higher than that in vacuum due to the formation of a capillary water bridge at the friction interface, with a contribution of the capillary-related friction to the total friction coefficient as high as 65–79%. The capillary water bridge further induced a serious material removal of glass and CeO2 particle surfaces, while supplying both a local liquid water environment to corrode the glass surface and a high shearing force to assist the stretching of the CeOP bond, accelerating the reaction between water and the glass/CeO2 pair. In vacuum, however, no discernable wear phenomena were observed, but the phase images captured by AFM tapping mode suggested the occurrence of potential strain hardening in the friction area of the glass surface.

Novel high efficient speed sensorless controller for maximum power extraction from wind energy conversion systems

In this study, a novel high accurate sensorless maximum power point tracking (MPPT) method is proposed. The technique tracks the actual maximum power point of a wind energy conversion system (WECS) at which maximum output power is extracted from the system, not the maximum power point of its wind turbine at which maximum mechanical power is obtained from the turbine, so it actually extracts the highest output power from the system. The technique only uses input voltage and current of the converter used in the system, and neither needs any speed sensors (anemometer and tachometer) nor has the drawbacks of other sensor/sensorless based MPPT methods. The technique has been implemented as a MPPT controller by constructing a WECS. Theoretical results, the technique performance, and its advantages are validated by presenting real experimental results. The real static-dynamic response of the MPPT controller is experimentally obtained that verifies the proposed MPPT technique high accurately extracts the highest instant power from wind energy conversion systems with the MPPT efficiency of more than 98.5% and a short convergence time that is only 25s for the constructed system having a total inertia and friction coefficient of 3.93kgm2 and 0.014Nms, respectively.