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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 1,603 records · Page 89
All sourcesNASA NTRSDOE OSTI
DOE OSTI2018

Effect of the addition of Si into V 2 O 5 coatings: Structure and tribo-mechanical properties

Vanadium oxide (V2O5) is one of the lubricious oxides with the potential to be used as a solid lubricant at elevated temperatures. However, the material itself is not hard wear-resistant, so most of the research has focused on adding V into hard nitride coatings that could lead to the formation of a self-lubricating V(2)O(5)layer when heated. The other possible solution, which has been less studied, is to look for mechanisms to enhance the hardness of the oxide coating. In this research, we investigate the effect of the addition of Si into the V2O5 coatings, aiming to find conditions that lead to enhance hardness and/or reduced wear while keeping the high temperature lubricity of the V2O5 structure. For this, Si modified V2O5 coatings were deposited using a dual magnetron sputtering system. The results showed that small additions of Si (< 2.0 at%) improved the hardness of the V2O5 coatings up to 5 times while keeping the same temperature dependence of the coefficient of friction than V2O5. Dry sliding experiments using the pin-on-disc configuration against silicon nitride balls were performed at 25, 300 and 600 degrees C. Wear factors in the 10(-7) mm(3)/Nm range were obtained, indicating a good wear resistance. Further addition of Si into the V2O5 structure led to a loss of the crystalline ordering and a significant reduction in the hardness.

Hall-Petch↗
DOE OSTI2021

Lignin monomer conversion into biolubricant base oils

Despite progress in the depolymerization of lignin, only a few studies convert the obtained monomers to value-added products. Here we introduce a strategy to synthesize branched benzene lubricant (BBL) and branched cyclic lubricant (BCL) base oils from lignin-derived monomers and aldehyde. We perform carbon–carbon coupling via Brønsted acid-catalyzed hydroxyalkylation/alkylation (HAA) then hydrodeoxygenation (HDO). Optimum HAA reaction conditions achieve up to 90% guaiacol conversion and an HAA product containing 76% BBL and 24% enal condensation product over a P-SiO 2 catalyst. Subsequent HDO of HAA products over an Ir-ReO x /SiO 2 catalyst produces a lubricant-ranged mixture of BCL (C 24 ) up to yield (82%) and small fractions of dodecyl cyclohexane and C 10 and C 15 carbons alkanes. The kinematic viscosity, viscosity index, and Noack volatility of these base oils are comparable to commercial petroleum-derived poly α-olefin Group IV and refrigerant base oils. In conclusion, this approach provides a sustainable pathway for replacing petroleum-derived base oils.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2014

Synthesis and physicochemical properties of epoxidized Tmp trioleate by in situ method

Tmp trioleate was initially synthesized via esterification of trimetilolprapane and oleic acid (90%) using 1.5% of H{sub 2}SO{sub 4} as a catalyst. The production of Tmp trioleate was observed at 98% (w/w). The iodine value of Tmp trioleate was analyzed for further reaction of epoxidation. Epoxide was important reaction as an intermediate for preparation of chemical modified lubricants from vegetable oils. Finding the best way of epoxidation process will give high quality for further modification of oil instead of reduce the cost and time for the preparation process during reaction of epoxidation. In this study, the epoxidation of unsaturation Tmp trioleate with peroxyformic acid generated in-situ from hydrogen peroxide 30% in H{sub 2}O{sub 2} with formic acid was studied. 95% conversion to oxygen oxirane content (OOC) ring was obtained. The derivatization showed an improvement of the compound's oxidative stability evidenced from pressurized differential scanning calorimetry (PDSC) data which are 177°C to 200°C. Physicochemical properties showed increasing of temperature of flash point from 280°C to 300°C and viscosity index (VI) from 146 to 154. However, the pour point showed increasing temperature which was −58.81°C to −17.32°C. From the data obtained, these derivatives have shown better performance of lubricity properties. Overall, the data indicates that these performances are compatible to the commercial lubricants.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2016

Surface evolution of perfluoropolyether film at high speed quasi-contact conditions

Nanoscale analysis characterized by microscopy with atomic resolution demand that the targeted surface remains nearly static. Therefore, the interaction between two fast moving surfaces requires a unique methodology to capture its dynamics when contacts are of nominal area on the order of 100 μm{sup 2} but only a few angstroms in depth. We present a contact study of the head-disk interface in hard disk drives, which consists of a disk surface coated with a molecularly thin perfluoropolyether lubricant and a slider surface moving slightly separated from it with a relative velocity of 20 m/s and with 10 nm spacing. By investigating the slider dynamics and lubricant topography in-situ, we disclose that high-speed contact initiates when the slider shears the top surface of the lubricant. Such contact can pile up molecules a few angstroms high as “moguls” or annihilate existing ones through a 5–10 Å interference. The transitional spacing regime of mogul evolution is defined as “quasi-contact,” and it is the initial contact in the fast sliding interface.

71 CLASSICAL AND QUANTUM MECHANICS, GENERAL PHYSIC↗
DOE OSTI2012

Ultracoatings: Enabling Energy and Power Solutions in High Contact Stress Environments through next-generation Nanocoatings Final Technical Report

A review of current commercially available, industrial-grade, low friction coatings will show that interfacial contact pressures nearing 1GPa (~150ksi) inherently limit surface engineering solutions like WC, TiN, TiAlN, and so forth. Extremely hard coatings, then, are often pursued as the principle path, although they too are not without significant limitations. A majority of these compounds are inherently brittle in nature or may not pair well with their mating substrate. In either case, their durability in high contact stress environments is compromised. In parallel to thin film coatings, many conventional surface treatments do not yield an interface hard enough to withstand extreme stresses under load. New research into advanced, nanocomposite materials like (Ti, Zr)B 2 shows great promise. Bulk compacts of this compound have demonstrated an order of magnitude better wear resistance than current offerings, notably materials like tungsten carbide. At a laboratory level, the (Ti,Zr)B 2 nanocomposite material exhibited abrasive and erosive wear resistance nearly ten times better than existing mixed-phase boride systems. In ASTM abrasion and erosion testing, these new compositions exhibit wear resistance superior to other known advanced materials such as RocTec 500 and 'Borazon' cubic boron nitride. Many significant challenges exist for mass production of (Ti, Zr)B 2 , one of which is the necessary processing technology that is capable of minimizing deleterious impurity phases. Secondly, this material's performance is derived from a synergistic effect of the two materials existing as a single phase structure. While the individual constituents of TiB 2 and ZrB 2 do yield improvements to wear resistance, their singular effects are not as significant. Lastly, deposition of this material on a commercial level requires thorough knowledge of nanocomposite boride solids; the benefits associated with these innovative new materials are just being realized. Advancing this technology, called Ultracoatings, through initial development, scale up, and commercialization to a variety of markets would represent a transformative leap to surface engineering. Several application spaces were considered for immediate implementation of the Ultracoatings technology, including, but not limited to, a drive shaft for an aerospace fuel pump, engine timing components, and dry solids pump hardware for an innovative coal gasifier. The primary focus of the program was to evaluate and screen the performance of the selected (Ti, Zr)B 2 Ultracoatings composition for future development. This process included synthesis of the material for physical vapor deposition, sputtering trials and coating characterization, friction and wear testing on sample coupons, and functional hardware testing. The main project deliverables used to gage the project's adherence to its original objective were: Development of a coating/substrate pairing that exhibits wear rate of 0.1 mg/hour or lower at a 1GPa contact pressure, while achieving a maximum coating cost of $0.10/cm 2 . Demonstrate the aforementioned wear rate in both lubricated and starved lubrication conditions. Although the (Ti, Zr) B 2 coating was not tailored for low friction performance, friction and wear evaluations of the material demonstrated a coefficient of sliding friction as low as 0.09. This suggests that varying the percentage of TiB 2 present in the composite could enhance the materials performance in water-based lubricants. In the aerospace drive shaft application, functional hardware coated with (Ti, Zr)B 2 survived a variety of abuse and long-range durability tests, with contact pressures exceeding 2 GPa. For engine timing components, further work is planned to evaluate the Ultracoatings technology in direct injection and diesel engine conditions. In the final identified application space the dry solids pump hardware, discussions continue on the application of the Ultracoatings technology for those specific components. Full implementation of the technology into the targeted markets equates to a U.S.-based energy savings potential of over 100 trillion BTU per year by 2030. This exceeds the original projection of 60 TBTU/year by 2030.

(Ti,Zr) B2↗
DOE OSTI2020

Integrated friction reduction technology to improve fuel economy without sacrificing durability

This project aims to develop fuel economy technologies to minimize parasitic losses within vehicle engines and drivetrains by improving fuel economy at least 2% for 2014 legacy vehicles and 2018 vehicles without adverse impacts on engine durability. The tools used are advanced low viscosity lubricants and surface material technologies, including surface textures, and coatings. Working with industrial partners, an experimental fuel efficient low viscosity lubricant was developed, verified by ASTM fuel economy engine test for 2014 vehicle population. An ultralow viscosity lubricant was also developed for 2018 engines, demonstrated by engine chassis dynamometer tests. Surface texturing of engine components was also conducted, and in engine testing, confirmed the textured engine developed more torque and power while the textures largely stayed intact after the test.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2023

Engine Operating Conditions, Fuel Property Effects, and Associated Fuel–Wall Interaction Dependencies of Stochastic Preignition

This work for the Coordinating Research Council (CRC) explores dependencies on the opportunity for fuel to impinge on internal engine surfaces (i.e., fuel–wall impingement) as a function of fuel properties and engine operating conditions and correlates these data with measurements of stochastic preignition (SPI) propensity. SPI rates are directly coupled with laser–induced florescence measurements of dye-doped fuel dilution measurements of the engine lubricant, which provides a surrogate for fuel–wall impingement. Literature suggests that SPI may have several dependencies, one being fuel–wall impingement. However, it remains unknown if fuel-wall impingement is a fundamental predictor and source of SPI or is simply a causational factor of SPI. In this study, these relationships on SPI and fuel-wall impingement are explored using 4 fuels at 8 operating conditions per fuel, for 32 total test points. The fuels were directly injected at two different injection timings: an earlier injection timing that initially targets the piston crown and a later injection timing that targets the cylinder liner. At each injection timing, the engine was operated at both 90°C and 70°C coolant and lubricant temperatures, and 185 and 200 kPa absolute intake manifold pressure. This work serves as an exploratory effort to down select conditions and provide initial fuel properties of interest for a secondary study to explore fuel property specific effects on fuel-wall interaction and SPI propensity. Significant findings from this initial operating condition and fuel property exploratory work are: 1. reduced engine operating coolant and lubricant temperatures, along with 2. retarded injection timings were required to increase SPI propensity. Moreover, at these conditions some fuel specific effects were also observed; specifically, increased ethanol content increased measured dye–wall (i.e., fuel–wall) interaction. However, despite increased dye–wall interaction, the increased volatility of the ethanol containing fuels also reduced the estimated fuel retention in the top-ring zone and associated measured SPI propensity. Thus, the findings of this unique approach to explore relationships between fuel-wall impingement and SPI highlight that SPI propensity is more directly proportional to retained fuel, and not simply fuel–wall impingement. Furthermore, fuel retention was found to be directly influenced by complex fuel property and engine operating condition relationships. Either retarded injection timings and/or increased fuel volatility increased fuel wall-impingement, while less volatile fuels and/or reduced coolant temperatures increased fuel retention. Therefore, for a given operating condition, the data highlights that greater volatile fuels exhibit increased fuel wall impingement without increased fuel retention or SPI propensity, while less volatile fuels could exhibit reduced fuel-wall impingement but increased fuel retention and SPI propensity rates.

33 ADVANCED PROPULSION SYSTEMS↗
NASA NTRS2018

Lifetimes of Multiply Alkylated Cyclopentane Oil in Contact with Various Metals, Evaluated with Vacuum Spiral Orbit Tribometer

The dependence of the lifetimes of small quantities of a Multiply Alkylated Cyclopentane (MAC) lubricant oil, Pennzane (Registered Trademark) 2001A (Nye Lubricants, Inc.), in rolling and sliding contact with different metals was evaluated with a vacuum spiral orbit tribometer. The metals were the bearing alloys 52100 steel, 440C steel, 17-4 PH steel and Nitinol 60 and the elements chromium, vanadium and titanium. The lifetimes of the lubricant oil on different metals fell into distinct groups with 52100 greater than 440C approx. Nitinol 60 greater than 17-4 PH for the order of the lifetimes of the steels and chromium greater than vanadium greater than titanium for the order of the lifetimes for the elements. The limited life of the small quantities of oil is assumed to be due to its consumption by the tribochemical reaction of the oil with the different metal bearing materials. The lifetimes are then inversely related to the reaction rates of the oil molecules with the various metals: the longest life of 52100 steel having the lowest reaction rate and the shortest life of titanium having the highest reaction rate. Mechanisms for the tribochemical reactions are discussed.

lubrication↗
NASA NTRSDate not supplied

Tribology Induced Water Pump Bearing Failure

NASA’s In-Space Propulsion facility experienced two infant mortality water pump bearing failures during a recent refurbishment campaign, the cause or causes of which were unclear. A forensic failure study was undertaken that included site visits, collection and examination of physical evidence and a bearing and pump design review. The pumps are large (2000 hp) vertical turbine design machines that utilize metallic sleeve bearings cooled and lubricated by the pumped fluid (water). Though initial possible root cause for the failures were attributed to improper fabrication and debris contamination, detailed examination of failure surfaces combined with bearing design revealed that the failure mode was thermal seizure brought on by inadequate cooling flow. An unusual contributing factor was that the use of grease as an assembly lubricant, as opposed to a fluid like oil, appears to have exacerbated the rather than alleviated the thermal runaway by blocking water flow. Resolution of the problem was achieved through the design and installation of dedicated bearing lubrication water feed system.

bearings↗
DOE OSTI2015

Temperature-Dependent Conformations of Model Viscosity Index Improvers

Lubricants are comprised of base oils and additives where additives are chemicals that are deliberately added to the oil to enhance properties and inhibit degradation of the base oils. Viscosity index (VI) improvers are an important class of additives that reduce the decline of fluid viscosity with temperature [1], enabling optimum lubricant performance over a wider range of operating temperatures. These additives are typically high molecular weight polymers, such as, but not limited to, polyisobutylenes, olefin copolymer, and polyalkylmethacrylates, that are added in concentrations of 2-5% (w/w). Appropriate polymers, when dissolved in base oil, expand from a coiled to an uncoiled state with increasing temperature [2]. The ability of VI additives to increase their molar volume and improve the temperature-viscosity dependence of lubricants suggests there is a strong relationship between molecular structure and additive functionality [3]. In this work, we aim to quantify the changes in polymer size with temperature for four polyisobutylene (PIB) based molecular structures at the nano-scale using molecular simulation tools. As expected, the results show that the polymers adopt more conformations at higher temperatures, and there is a clear indication that the expandability of a polymer is strongly influenced by molecular structure.

lubricants, base oils, viscosity↗
DOE OSTI2022

Perspectives of 2D MXene Tribology

Abstract The large and rapidly growing family of 2D early transition metal carbides, nitrides, and carbonitrides (MXenes) raises significant interest in the materials science and chemistry of materials communities. Discovered a little more than a decade ago, MXenes have already demonstrated outstanding potential in various applications ranging from energy storage to biology and medicine. The past two years have witnessed increased experimental and theoretical efforts toward studying MXenes’ mechanical and tribological properties when used as lubricant additives, reinforcement phases in composites, or solid lubricant coatings. Although research on the understanding of the friction and wear performance of MXenes under dry and lubricated conditions is still in its early stages, it has experienced rapid growth due to the excellent mechanical properties and chemical reactivities offered by MXenes that make them adaptable to being combined with other materials, thus boosting their tribological performance. In this perspective, the most promising results in the area of MXene tribology are summarized, future important problems to be pursued further are outlined, and methodological recommendations that could be useful for experts as well as newcomers to MXenes research, in particular, to the emerging area of MXene tribology, are provided.

2D materials↗
DOE OSTI2014

Fluorogel Elastomers with Tunable Transparency, Elasticity, Shape-Memory, and Antifouling Properties**

Omniphobic fluorogel elastomers were prepared by photocuring perfluorinated acrylates and a perfluoropolyether crosslinker. By tuning either the chemical composition or the temperature that control the crystallinity of the resulting polymer chains, a broad range of optical and mechanical properties of the fluorogel can be achieved. After infusing with fluorinated lubricants, the fluorogels showed excellent resistance to wetting by various liquids and anti-biofouling behavior, while maintaining cytocompatiblity.

36 MATERIALS SCIENCE↗
DOE OSTI2015

The Influence of Sliding and Contact Severity on the Generation of White Etching Cracks

White etching cracks (WECs) have been identified as the dominant mechanism of premature failure for bearings within wind turbine gearboxes. Though WECs have been observed in the field for over a decade, the exact mechanisms which lead to this failure are still debated, and benchtop replication has proven difficult. In previously published work, WECs have been replicated only through the use of component level test rigs, where complete bearings are tested. In these tests, the factors that are thought to drive the formation of WECs, such as slide-to-roll ratio (SRR) and lubricant film thickness, cannot not be easily altered or controlled. In this paper, WECs have been replicated on a three rings on roller, benchtop test rig, which allowed for a direct investigation into the influence that SRR magnitude, sliding direction, and the lubricant film thickness have on surface failures and WEC generation. It was determined that WEC were formed in samples that experienced -30% SRR at various lubrication conditions, however, at lower levels of negative SRR and positive SRR up to 30% no white-etching cracks were observed.

17 WIND ENERGY↗
DOE OSTI2025

Methods to Observe Tribological Failures in Self-Mated Steel Contacts

Scuffing, a type of wear found in highly stressed or poorly lubricated contacts, is characterized by a rapid increase in friction and severe plastic deformation of the near-surface material. Scuffing has proven difficult to study because it initiates unpredictably, progresses rapidly, and typically develops within an inaccessible contact interface. Although there have been successful in-situ studies of scuffing in real-time, the transparent counter body needed for these studies changes the interactions between the surfaces and the lubricant, which affects the scuffing process in unknown ways. This paper describes the development of X-ray-compatible tribometry to study the scuffing of self-mated steels in-situ and in real-time. The method uses a crossed cylinders configuration with a thin (500 μm thick) stationary component and a small (≈200 μm) contact width to maximize X-ray interactions with atoms within the stress field generated by the contact. The resulting instrument and method are used to benchmark the scuffing response of self-mated 52,100 steel under tribologically challenging ‘oil-off’ lubrication conditions. The results demonstrate reliable scuffing in this configuration despite the relatively small contact areas and loads used. Following scuffing, gross plastic deformation was observed on both surfaces along with significant subsurface grain refinement and flow only on the stationary surface, which experienced constant contact. Interestingly, high friction initiated at specific locations of the migratory surface, which experienced intermittent contact, and then propagated across the track over time, suggesting that local conditions of the migratory surface dominated friction leading into the failure event.

36 MATERIALS SCIENCE↗
DOE OSTI2019

Tribological Properties and Self-Repairing Functionality of Ti6Al4V-Multilayer Graphene-Ag Composites

Ti6Al4V alloy has broad application prospects in the aircraft industry. However, when it is served as frictional motion components, the poor friction and wear properties may greatly influence the reliability and working life of the entire mechanical system. Therefore, this paper mainly investigates the tribological performance and self-repairing functionality of Ti6Al4V-multilayer graphene (MLG)-Ag composites (TMAC) from 25 to 600 °C. The results show that TMAC obtains better tribological behavior in comparison with Ti6Al4V alloy (TC4), Ti6Al4V-MLG composites (TMC) and Ti6Al4V-Ag composites (TAC). It should be ascribed to the synergistic action of the reinforcement MLG and lubricant Ag, which are crushed and spread out by mechanical and thermal stress in the friction process, leading to the formation of a lubricating film on the wear scar. Along with the spreading of lubricating film, Ag and MLG can precipitate onto the microdefective areas, thus playing an important role in repairing the wear scar of TMAC.

36 MATERIALS SCIENCE↗
DOE OSTI2021

New insights into creep characteristics of calcium silicate hydrates at molecular level

The fundamental mechanisms under concrete creep are far from being fully understood, especially at the molecular level. Hereby, a calcium-silicate-hydrate (C-S-H) molecular model is developed to explain, for the first time, the creep characteristics at various stress states, temperature levels and water contents, which are not accessible experimentally. Rather tensile and compressive loadings, C-S-H only creeps under shear loadings originating from the sliding of the calcium silicate layers over each other as the interlayer component (water and ions) acts as a lubricator. A heterogeneous creep characteristic is observed. Elevated temperature reduces the interlayer lubricator viscosity and weakens the interfacial adhesion between the layers and the interlayer lubricator, which accelerates C-S-H creep. The removal of interlayer water enhances the creep resistance, resulting from the reduced interlayer space and enhanced interfacial adhesion. The atomic-level mechanisms explain the inter-CSH-particle behaviours at the microscale, which bridges the gap between atomistic simulation and microcosmic phenomenon.

36 MATERIALS SCIENCE↗
DOE OSTI2015

Nanoscale friction properties of graphene and graphene oxide

Achieving superlow friction and wear at the micro/nano-scales through the uses of solid and liquid lubricants may allow superior performance and long-lasting operations in a range of micromechanical system including micro-electro mechanical systems (MEMS). Previous studies have indicated that conventional solid lubricants such as highly ordered pyrolitic graphite (HOPG) can only afford low friction in humid environments at micro/macro scales; but, HOPG is not suitable for practical micro-scale applications. Here, we explored the nano-scale frictional properties of multi-layered graphene films as a potential solid lubricant for such applications. Atomic force microscopy (AFM) measurements have revealed that for high-purity multilayered graphene (7–9 layers), the friction force is significantly lower than what can be achieved by the use of HOPG, regardless of the counterpart AFM tip material. We have demonstrated that the quality and purity of multilayered graphene plays an important role in reducing lateral forces, while oxidation of graphene results in dramatically increased friction values. Furthermore, for the first time, we demonstrated the possibility of achieving ultralow friction for CVD grown single layer graphene on silicon dioxide. This confirms that the deposition process insures a stronger adhesion to substrate and hence enables superior tribological performance than the previously reported mechanical exfoliation processes.

36 MATERIALS SCIENCE↗
DOE OSTI2023

Achieving clean production with nanostructured coated milling tools dry machining low carbon steel

The advancement of clean production using nanostructured materials in subtractive manufacturing processes has focused on replacing the use of liquid lubrication with solid lubricants coated to conventional cutting tools machining low carbon steel (~ 0.2 wt. % carbon). However, little is known about the wear mechanisms that dominate such tools when coated with functional graded nanostructured coatings. The present study follows an international standard for characterizing such wear (ISO 8688) but uses advanced measurement techniques such as x-ray fluorescence technology to measure the diffusion of chemical species from tool to workpiece and vice versa, that contributes to tool wear with the view to enhance the principles of cleaner production. The results show that when commercially-available tools coated with the appropriate functionally graded industrial coating, diffusion does not take place and creates an effective chemical barrier during machining. The experimental methods used in the study include machining workpieces using a CNC milling machine, tachometer for measuring spindle speed, dynamometer for measuring cutting forces, infra-red camera for measuring cutting temperatures, chemical species diffusion wear using x-ray florescence detector, and an optical microscope for measuring tool wear. Coupled with the physical measurement of wear, it is concluded that mechanical wear dominates the milling of a low carbon steel and that thermal properties of the coatings do not correlate with such wear. It is also concluded that flank wear as a function of volume of workpiece removed and machining duration (machining index) is a sound method for assessing the transition of the stages of wear during clean machining operations. The present study not only has implication for the design of better cutting tools, but also advances dry machining processes that eliminate the use of liquid lubricants making subtractive production processes cleaner. The main conclusions drawn from this study show that coated tools have a longer life under dry conditions compared to uncoated tools and that there is no correlation between coating properties and tool wear. In conclusion, diffusion of chemical species into the cut chips did not occur because of the lack of thermally induced chemical wear of the cutting tool and that wear is caused by the gradual erosion of the flank face due to the chip abrading the cutting tool.

36 MATERIALS SCIENCE↗