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The first year of a two year experimental and analytical program is reported. The program is directed at the elastohydrodynamic behavior of sliding elastomeric rod seals for the Stirling engine. During the year, experimental and analytical tools were developed for evaluating seal leakage, seal friction, and the fluid film thickness at the seal/cylinder interface.
The lubricating properties of some experimental ceramic coatings, diffusion-bonded fluoride coatings, and ceramic-bonded fluoride coatings were determined. The experiments were conducted in an air atmosphere at a sliding velocity of 430 feet per minute and at temperatures from 75 to 1500 F. Several ceramic coatings provided substantial reductions in friction coefficient and rider wear (compared with the unlubricated metals). For example, a cobaltous oxide (CoO) base coating gave friction coefficients of 0.24 to 0.36 within the temperature range of 75 to 1400 F; serious galling and welding of the metal surfaces were prevented. The friction coefficients were higher than the arbitrary maximum (0.2) usually considered for effective boundary lubrication. However, when a moderately high friction coefficient can be tolerated, this type of coating may be a useful antiwear composition. Diffusion-bonded calcium fluoride (CaF2) on Haynes Stellite 21 and on Inconel X gave friction coefficients of 0.1 to 0.2 at 1500 F. Endurance life was dependent on the thermal history of the coating; life improved with increased exposure time at elevated temperatures prior to running. Promising results were obtained with ceramic-bonded CaF2 on Inconel X. Effective lubrication and good adherence were obtained with a 3 to 1 ratio of CaF2 to ceramic. A very thin sintered and burnished film of CaF2 applied to the surface of this coating further improved lubrication, particularly above 1350 F. The friction coefficient was 0.2 at 500 F and decreased with increasing temperature to 0.06-at 1500 F. It was 0.25 at 75 F and 0.22 at 250 F.
The collision of Comet Shoemaker-Levy 9 (SL 9) with Jupiter created crescent-shaped ejecta patterns around impact sites. Although the observed impact plumes rose through a similar height of approx.3000 km, the radii of the created ejects patterns differ from impact to impact and generally are larger for larger impacts. The azimuthal angle of the symmetry axis of the ejects pattern is larger than that predicted by the models of oblique impacts, due to the action of the Coriolis force that rotates ejecta patterns counterclockwise from the south. We study the formation of ejects patterns using a simple model of ballistic plume above a rotating plane. The ejected particles follow ballistic trajectories and slide horizontally for about an hour after reentry into the jovian atmosphere. The lateral expansion of the plume is stopped by the friction force, which is assumed to be proportional to the square of the horizontal velocity. Two different mass-velocity distributions used in the simulations produce qualitatively similar results. The simulated ejecta patterns fit very well the "crescents" observed at the impact sites. The sizes and azimuthal angles of symmetry axis of ejects patterns depend on a parameter L, which has dimension of length and is related to the mass of the fragment. Thus more massive impacts produce larger ejects patterns that are rotated through a wider angle.
Friction and wear behavior was determined for small skin specimens under abrasive loading conditions typical of those occurring on the underside of a transport airplane during emergency belly landing. A test apparatus consisting of a standard belt sander provided the sliding surface. Small test specimens constructed of aluminum, standard graphite-epoxy composite, aramid-epoxy composite, and toughened-resin composites were tested undar a range of pressures, belt velocities, and belt-surface textures. The effects of these test variables on the wear rate and the coefficient of friction are discussed and comparisons are made between the composite materials and aluminum. The effect of fiber orientation in the composite materials on wear rate was also investigated. In addition, tests were performed in which thermocouples were imbedded into the various test specimens to obtain temperature-time histories during abrasion.
An investigation was performed to determine the friction characteristics of the engine gimbal system of the Centaur upper stage rocket. Because the Centaur requires low-gain autopilots in order to meet all stability requirements for some configurations, control performance (response to transients and limit-cycle amplitudes) depends highly on these friction characteristics. Forces required to rotate the Centaur engine gimbal system were measured under a simulated thrust load of 66,723 N (15,000 lb) and in an altitude/thermal environment. A series of tests was performed at three test conditions; ambient temperature and pressure, ambient temperature and vacuum, and cryogenic temperature and vacuum. Gimbal rotation was controlled, and tests were performed in which rotation amplitude and frequency were varied by using triangular and sinusoidal waveforms. Test data revealed an elastic characteristic of the gimbal, independent of the input signal, which was evident prior to true gimbal sliding. The torque required to initiate gimbal sliding was found to decrease when both pressure and temperature decreased. Results from the low amplitude and low frequency data are currently being used in mathematically modeling the gimbal friction characteristics for Centaur autopilot performance studies.
Rubbed films of natural flake Madagascar graphite were applied to ASTM A-355(D) steel with chemical surface pretreatments of zinc phosphate, gas nitride, salt nitride, sulfo-nitride, and with mechanical pretreatment (sandblasting). SAE 1045 steel pins were slid against these films using a pin-on-disk tribometer. The results indicate that two different lubricating mechanisms can occur. In the chemical surface pretreatment, the graphite can mix together to form a surface layer of the two constituents and this plasticity flowing layer provides the lubrication. The longest endurance lives and the lowest pin wear rates were obtained with this mechanism. In the other, surface topography appeared to control the mechanism. A rough surface was necessary to serve as a reservoir to supply the graphite to the flat metallic plateaus where it was sheared in very thin films between the plateaus and the sliding pin surface. For this mechanism, chemical pretreatment seemed to do little more than serve as a means for roughening the surface. Mean friction was not significantly influenced by chemical pretreatment, but surface roughness effects were observed.
The advantages and disadvantages of elemental silver as a tribological material are discussed. It is demonstrated that the relatively high melting point of 961 deg C, softness, marked plasticity, and thermochemical stability of silver combine to make this metal useful in thin film solid lubricant coatings over a wide temperature range. Disadvantages of silver during sliding, except when used as a thin film, are shown to be gross ploughing due to plastic deformation under load with associated high friction and excessive transfer to counterface surfaces. This transfer generates an irregular surface topography with consequent undesirable changes in bearing clearance distribution. Research to overcome these disadvantages of element silver is described. A comparison is made of the tribological behavior of pure silver with that of silver formulated with other metals and high-temperature solid lubricants. The composite materials are prepared by co-depositing the powdered components with an airbrush followed by furnace heat treatment or by plasma-spraying. Composite coatings were formulated which are shown to be self-lubricating over repeated, temperature cycles from low temperature to about 900 deg C.
The advantages and disadvantages of elemental silver as a tribological material are discussed. It is demonstrated that the relatively high melting point of 961 deg C, softness, marked plasticity, and thermochemical stability of silver combine to make this metal useful in thin film solid lubricant coatings over a wide temperature range. Disadvantages of silver during sliding, except when used as a thin film, are shown to be gross ploughing due to plastic deformation under load with associated high friction and excessive transfer to counterface surfaces. This transfer generates an irregular surface topography with consequent undesirable changes in bearing clearance distribution. Research to overcome these disadvantages of element silver is described. A comparison is made of the tribological behavior of pure silver with that of silver formulated with other metals and high-temperature solid lubricants. The composite materials are prepared by co-depositing the powdered components with an airbrush followed by furnace heat treatment or by plasma-spraying. Composite coatings were formulated which are shown to be self-lubricating over repeated, temperature cycles from low temperature to about 900 deg C.
Composite coatings containing chromium carbide, stable fluorides and silver were prepared by magnetron sputtering. The microstructure of the coatings is very homogeneous compared to that of plasma sprayed and sintered versions of the same chemical composition. Friction and wear of MS212-coated and baseline uncoated aluminum and Inconel X-750 are compared. At room temperature, the friction and wear of coated aluminum is dramatically better compared to the baseline. The acceptable load is limited by deformation of the soft aluminum substrate. In the case of the nickel alloy, lower friction is observed for the coated alloy at all temperatures up to the maximum test temperature of 800 C. Pin wear factors for sliding against the coated alloy are lower than the baseline at room temperature and 350 C, and comparable to baseline wear at higher test temperatures. Low baseline wear at high temperatures is due to the lubricious nature of the natural oxides formed on nickel-chromium alloys in a hot, oxidizing atmosphere. No load limit was found for coated Inconel X-750 at loads up to five times the load limit for coated aluminum.
Bulk Metallic Glasses (BMGs) are promising materials for several applications owing to their high elastic limit and resistance to permanent deformation. However, BMGs have lower wear resistance than their crystalline counterparts during dry sliding. The formation of a composite material with crystalline phases dispersed in the BMG matrix through devitrification and partial crystallization at elevated temperatures has recently been proposed as an effective way to improve the wear resistance. However, our understanding of the origin of the improved wear behavior of annealed BMGs is still elusive. Here, a systematic evaluation of the effect of annealing temperature (from temperatures lower than the BMG glass transition temperature to temperatures higher than the BMG recrystallization temperature) on the friction and wear response of a Zr-based BMG, namely Vit105 (Zr 52.5 Cu 17.9 Ni 14.6 Al 10 Ti 5 ), was performed. The results indicate that annealing Vit105 improves its wear resistance while also reducing the steady-state friction response when the annealing temperature is close to the glass transition temperature. Notably, the formation of a transfer film on the sapphire countersurface is highly dependent on the applied normal load and sliding time. Finally, the wear mechanism was found to be strongly dependent on the annealing temperature as a transition from a predominantly adhesive wear mechanism to an abrasive-dominated one was observed as the annealing temperature crossed the glass transition temperature. Altogether, the results of this work aid to our understanding of the tribological behavior of Zr-based BMGs in general, while also providing clues to strategies for the effective use of BMGs in tribological applications.
Demanding tribological properties are required of the materials used for the sliding seal between the sidewalls and the lower wall of the variable area hypersonic engine. Temperatures range from room temperature and below to operating temperatures of 1000 C in an environment of air, hydrogen, and water vapor. Candidate sealing materials for this application are an alumina-boria-silicate, ceramic, fabric rope sliding against the engine walls which may be made from copper- or nickel-based alloys. Using a pin-on-disk tribometer, the friction and wear properties of some of these potential materials and possible lubrication methods are evaluated. The ceramic fabric rope displayed unacceptably high friction coefficients (0.6 to 1.3) and, thus, requires lubrication. Sputtered thin films of gold, silver, and CaF2 reduced the friction by a factor of two. Sprayed coatings of boride nitride did not effectively lubricate the fabric. Static heat treatment tests at 950 C indicate that the fabric is chemically attacked by large quantities of silver, CaF2, and boron nitride. Sputtered films or powder impregnation of the fabric with gold may provide adequate lubrication up to 1000 C without showing any chemical attack.
Demanding tribological properties are required of the materials used for the sliding seal between the sidewalls and the lower wall of the variable area hypersonic engine. Temperatures range from room temperature and below to operating temperatures of 1000 C in an environment of air, hydrogen, and water vapor. Candidate sealing materials for this application are an alumina-boria-silicate, ceramic, fabric rope sliding against the engine walls which may be made from copper- or nickel-based alloys. Using a pin-on-disk tribometer, the friction and wear properties of some of these potential materials and possible lubrication methods are evaluated. The ceramic fabric rope displayed unacceptably high friction coefficients (0.6 to 1.3) and, thus, requires lubrication. Sputtered thin films of gold, silver, and CaF2 reduced the friction by a factor of two. Sprayed coatings of boride nitride did not effectively lubricate the fabric. Static heat treatment tests at 950 C indicate that the fabric is chemically attacked by large quantities of silver, CaF2, and boron nitride. Sputtered films or powder impregnation of the fabric with gold may provide adequate lubrication up to 1000 C without showing any chemical attack.
Many components of future aircraft will be constructed from novel high-temperature materials, such as superalloys and ceramic composites, to meet expected operating temperatures in excess of 300 C. There are no known liquid lubricants that can lubricate above 300 C without significant decomposition. Solid lubricants could be considered, but problems caused by the higher friction coefficients and wear rates of the solid lubricant film make this an undesirable approach. An alternative method of lubrication is currently being investigated: vapor phase lubrication. In vapor phase lubrication, an organic liquid (in our studies a thioether was used) is vaporized into a flowing air stream that is directed to sliding surfaces where lubrication is needed. The organic vapor reacts at the concentrated contact sliding area generating a lubricous deposit. This deposit has been characterized as a thin polymeric film that can provide effective lubrication at temperatures greater than 400 C. Initial tribological studies were conducted at the NASA Lewis Research Center and Cleveland State University with a high-temperature friction and wear tribometer. A cast iron rod was loaded (a 4-kg mass was used to generate a contact pressure of 1.2 MPa) against a reciprocating, cast iron plate at 500 C. This system was then lubricated with the vapor phase of thioether.
Environmentally acceptable lubricants (EALs) are increasingly being recognized in many fields including waterpower, hydraulics, water transport, agricultural machinery, offshore wind turbines, etc. Specifically, high-performance EALs are demanded for tidal turbomachinery to ensure high efficiency and reliability and avoid the significant risk of direct contamination of the marine ecosystem upon leaks. Here we report a new development of ionic liquid (IL)-enhanced EALs for tidal energy. One short-chain phosphonium phosphate and one short-chain ammonium phosphate ILs were used as the candidate additives and the IL-containing EALs demonstrated significantly improved lubricating performance, much lower toxicity, and increased biodegradability compared with commercial baselines. Specifically, in a rolling-sliding test simulating the operation of a model tidal turbine gearbox bearing, an EAL containing the ILs at a 0.5 wt % concentration demonstrated 40% lower friction, 45% less wear loss, substantially reduced rolling contact fatigue-induced surface damage, and one order of magnitude lower vibration noise compared with a commercial gear oil. In an EPA standard toxicity test, 90 and 70% survival of marine biota was observed when exposed to an EAL containing 5 wt % of the short-chain phosphonium phosphate and ammonium phosphate ILs, respectively, while the selected commercial gear oil and bioderived additive killed all marine biota. In a standard biodegradability test, 2 wt % addition of the phosphonium phosphate IL not only retained the EAL’s ready biodegradability but further boosted the oil decomposition from a range of 60–80% to a higher level of 80–95%. Conversely, adding the commercial bioderived additive downgraded the EAL from readily to inherently biodegradable. Furthermore, this work offers scientific insights for development of ILs as potential EAL additives for marine energy and broader applications.
When a ceramic is brought into contact with itself, another ceramic, or a metal, strong bond forces can develop between the materials. Adhesion between a ceramic and itself or another solid are discussed from a theoretical consideration of the nature of the surfaces and experimentally by relating bond forces to the interface resulting from solid state contact. Elastic, plastic, and fracture behavior of ceramics in solid-state contact are discussed as they relate to friction and wear. The contact load necessary to initiate fracture in ceramics is shown to be appreciably reduced with tangential motion. Both friction and wear of ceramics are anisotropic and relate to crystal structure as with metals. Both free energy of oxide formation and the d valence bond character of metals are related to the friction and wear characteristics for metals in contact with ceramics. Lubrication is found to increase the critical load necessary to initiate fracture of ceramics with sliding or rubbing contact.
When a ceramic is brought into contact with itself, another ceramic, or a metal, strong bond forces can develop between the materials. Adhesion between a ceramic and itself or another solid are discussed from a theoretical consideration of the nature of the surfaces and experimentally by relating bond forces to the interface resulting from solid state contact. Elastic, plastic, and fracture behavior of ceramics in solid-state contact are discussed as they relate to friction and wear. The contact load necessary to initiate fracture in ceramics is shown to be appreciably reduced with tangential motion. Both friction and wear of ceramics are anisotropic and relate to crystal structure as with metals. Both free energy of oxide formation and the d valence bond character of metals are related to the friction and wear characteristics for metals in contact with ceramics. Lubrication is found to increase the critical load necessary to initiate fracture of ceramics with sliding or rubbing contact.
A research program is described which further developed and investigated chromium carbide based self-lubricating coatings for use to 760 C. A bonded chromium carbide was used as the base stock because of the known excellent wear resistance and the chemical stability of chromium carbide. Additives were silver and barium fluoride/calcium fluoride eutectic. The three coating components were blended in powder form, applied to stainless steel substrates by plasma spraying and then diamond ground to the desired coating thickness. A variety of coating compositions was tested to determine the coating composition which gave optimum tribological results. Coatings were tested in air, helium, and hydrogen at temperatures from 25 to 760 C. Several counterface materials were evaluated with the objective of discovering a satisfactory metal/coating sliding combination for potential applications, such as piston ring/cylinder liner couples for Stirling engines. In general, silver and fluoride additions to chromium carbide reduced the friction coefficient and increased the wear resistance relative to the unmodified coating. The lubricant additives acted synergistically in reducing friction and wear.
Tribological properties of Ti3Al-Nb intermetallic disks sliding against alumina-boria-silicate fabric were ascertained in air at temperatures from 25 to 700 C. These materials are candidates for sliding seal applications for the National AeroSpace Plane. The tests were done using a pin on disk tribometer. Sliding was unidirectional at 0.27 m/sec under a nominal contact stress of 340 kPa. Gold sputter or ion plating deposited films were used to reduce friction and wear. Rhodium and palladium films were used beneath the gold lubricating films to prevent diffusion of the substrate into the gold at high temperature. The friction and wear of the unlubricated specimens was unacceptable. Friction coefficients were generally greater than 1.0. The ion plated gold films, when used with a rhodium diffusion barrier reduced friction by almost a factor of 2. Wear was also substantially reduced. The sputter deposited films were not adherent unless the substrate was sputter cleaned immediately prior to film deposition. Palladium did not function as a diffusion barrier.