The normal displacement of articular cartilage was measured under load and in sliding, and the coefficient of friction during sliding was measured using a UMT-2 Multi-Specimen Test System. The maximum normal displacem...The normal displacement of articular cartilage was measured under load and in sliding, and the coefficient of friction during sliding was measured using a UMT-2 Multi-Specimen Test System. The maximum normal displacement under load and the start-up frictional coefficient have similar tendency of variation with loading time. The sliding speed does not significantly influence the frictional coefficient of articular cartilage.展开更多
The tire-road friction coefficient(TRFC)plays a critical role in vehicle safety and dynamic stability,with model-based approaches being the primary method for TRFC estimation.However,the accuracy of these methods is o...The tire-road friction coefficient(TRFC)plays a critical role in vehicle safety and dynamic stability,with model-based approaches being the primary method for TRFC estimation.However,the accuracy of these methods is often constrained by the complexity of tire force expressions and uncertainties in tire model parameters,particularly under diverse and complex driving conditions.To address these challenges,this paper proposes a novel data enforced unscented Kalman filter(DeUKF)approach for precise TRFC estimation in intelligent chassis systems.First,an Unscented Kalman Filter is constructed using a nominal tire model-based vehicle dynamics formulation.Then,leveraging Willems’Fundamental Lemma and historical real-world driving data,the vehicle dynamics model is adap-tively corrected within the Unscented Kalman Filter framework.This correction effectively mitigates the adverse effects of tire model uncertainties,thereby enhancing TRFC estimation accuracy.Finally,real vehicle experiments are conducted to validate the effectiveness and superiority of the proposed method.展开更多
The injection of large volumes of natural gas into geological formations,as is required for underground gas storage,leads to alterations in the effective stress exerted on adjacent faults.This increases the potential ...The injection of large volumes of natural gas into geological formations,as is required for underground gas storage,leads to alterations in the effective stress exerted on adjacent faults.This increases the potential for their reactivation and subsequent earthquake triggering.Most measurements of the frictional properties of rock fractures have been conducted under normal and shear stresses.However,faults in gas storage facilities exist within a true three-dimensional(3D)stress state.A double-direct shear experiment on rock fractures under both lateral and normal stresses was conducted using a true triaxial loading system.It was observed that the friction coefficient increases with increasing lateral stress,but decreases with increasing normal stress.The impact of lateral and normal stresses on the response is primarily mediated through their influence on the initial friction coefficient.This allows for an empirical modification of the rate-state friction model that considers the influence of lateral and normal stresses.The impact of lateral and normal stresses on observed friction coefficients is related to the propensity for the production of wear products on the fracture surfaces.Lateral stresses enhance the shear strength of rock(e.g.Mogi criterion).This reduces asperity breakage and the generation of wear products,and consequently augments the friction coefficient of the surface.Conversely,increased normal stresses inhibit dilatancy on the fracture surface,increasing the breakage of asperities and the concomitant production of wear products that promote rolling deformation.This ultimately reduces the friction coefficient.展开更多
Working fluids loss is a major contributor to low productivity during production process of fractured tight reservoirs.Lost circulation control effect directly related to the tribological behavior between fracture sur...Working fluids loss is a major contributor to low productivity during production process of fractured tight reservoirs.Lost circulation control effect directly related to the tribological behavior between fracture surface and lost circulation materials(LCMs).In this study,the friction coefficient(FC)was investigated using typical clastic rocks and LCMs by considering multiple effect factors divided into external condition and internal condition.The results show that normal load had a relatively high effect on sliding model.A positive correlation was observed between FC and asperities heights.FC decreased induced by particle size degradation of rigid LCMs.Elastic LCMs manifested higher FC compared with rigid LCMs.Under the lubrication condition by working fluid,FC of rigid LCMs was mainly controlled by their surface wettability.FC of organic LCMs is more sensitive to high temperature aging than inorganic LCMs.Fracture plugging experiments show that LCMs optimized based on the research results can effectively improve the efficiency and strength of fracture plugging.展开更多
Understanding the mechanical and transport behavior of thin(i.e.small aperture)cracks slipping under supercritical carbon dioxide(sc-CO_(2))conditions is essential to evaluate the integrity of sealing formations with ...Understanding the mechanical and transport behavior of thin(i.e.small aperture)cracks slipping under supercritical carbon dioxide(sc-CO_(2))conditions is essential to evaluate the integrity of sealing formations with buoyant sc-CO_(2)below and the success of waterless fracturing.The two major items of interest in this work are frictional strength and permeability change of the crack.We used a triaxial cell that permits in situ visualization to conduct and monitor slippage along the faces of narrow cracks subjected to triaxial stresses.Such cracks are analogs to small geological faults.We tested carbonate-rich,1-inch diameter Wolfcamp shale samples that are saw cut 30to vertical to create a thin crack.Friction coefficients ranged from about 0.6 to 0.8 consistent with expectations for brittle rocks.The sc-CO_(2)generally did not alter friction coefficient over the time scale of experiments.From a transport perspective,saturating cracks with sc-CO_(2)substantially decreased permeability of the crack by 26%e52%,while slip resulted in a variety of permeability responses.Overall,the combined impact of sc-CO_(2)saturation and slip reduced fault permeability for all tests.Our observations support the notion that the sealing capacity of some caprocks improves when saturated with sc-CO_(2)and that some slip of small fractures is not necessarily detrimental to caprock integrity.展开更多
According to the road adaptive requirements for the vehicle longitudinal safety assistant system an estimation method of the road longitudinal friction coefficient is proposed.The method can simultaneously be applied ...According to the road adaptive requirements for the vehicle longitudinal safety assistant system an estimation method of the road longitudinal friction coefficient is proposed.The method can simultaneously be applied to both the high and the low slip ratio conditions. Based on the simplified magic formula tire model the road longitudinal friction coefficient is preliminarily estimated by the recursive least squares method.The estimated friction coefficient and the tires model parameters are considered as extended states. The extended Kalman filter algorithm is employed to filter out the noise and adaptively adjust the tire model parameters. Then the final road longitudinal friction coefficient is accurately and robustly estimated. The Carsim simulation results show that the proposed method is better than the conventional algorithm. The road longitudinal friction coefficient can be quickly and accurately estimated under both the high and the low slip ratio conditions.The error is less than 0.1 and the response time is less than 2 s which meets the requirements of the vehicle longitudinal safety assistant system.展开更多
The phase equilibria of the Cu−Zr−Si system at 600°C were experimentally studied by means of X-ray diffraction(XRD)and scanning electron microscopy with energy dispersive X-ray spectroscopy(SEM−EDS).A comprehensi...The phase equilibria of the Cu−Zr−Si system at 600°C were experimentally studied by means of X-ray diffraction(XRD)and scanning electron microscopy with energy dispersive X-ray spectroscopy(SEM−EDS).A comprehensive set of thermodynamic parameters for the Cu−Zr−Si system were obtained through detailed analysis using the CALPHAD(CALculation of PHAse Diagrams)approach.Based on the CALPHAD calculations,five as-cast alloys were designed,and the Scheil−Gulliver model was used to simulate their solidification paths.By testing hardness,friction and wear properties,the wear resistance of the Cu−Zr−Si alloys was investigated.Wear morphologies were analyzed using SEM and 3D profiling techniques.It was found that the alloy Cu80Zr19Si1 exhibits a good performance with a hardness of HV 342,frictional coefficient of 0.23 and wear rate of 2.19×10^(−7)mm^(3)/(N·m).The wear surfaces are mainly characterized by grooves,spalling pits and oxide particles.The wear mechanism of the alloys is adhesive wear and oxidative wear under dry sliding condition.This study provides a theoretical basis for the design of the wear-resistant Cu−Zr−Si alloys.展开更多
The effect of friction coefficient on the deep drawing of aluminum alloy AA6111 at elevated temperatures was analyzed based on the three conditions using the finite element analysis and the experimental approach.Resul...The effect of friction coefficient on the deep drawing of aluminum alloy AA6111 at elevated temperatures was analyzed based on the three conditions using the finite element analysis and the experimental approach.Results indicate that the friction coefficient and lubrication position significantly influence the minimum thickness,the thickness deviation and the failure mode of the formed parts.During the hot forming process,the failure modes are draw mode,stretch mode and equi-biaxial stretch mode induced by different lubrication conditions.In terms of formability,the optimal value of friction coefficient determined in this work is 0.15.At the same time,the good agreement is performed between the experimental and simulated results.Fracture often occurs at the center of cup bottom or near the cup corner in a ductile mode or ductile-brittle mixed mode,respectively.展开更多
This paper presents an investigation of the tribological performance of AA2024–B_(4)C composites,with a specific focus on the influence of reinforcement and processing parameters.In this study three input parameters ...This paper presents an investigation of the tribological performance of AA2024–B_(4)C composites,with a specific focus on the influence of reinforcement and processing parameters.In this study three input parameters were varied:B_(4)C weight percentage,milling time,and normal load,to evaluate their effects on two output parameters:wear loss and the coefficient of friction.AA2024 alloy was used as the matrix alloy,while B_(4)C particles were used as reinforcement.Due to the high hardness and wear resistance of B_(4)C,the optimized composite shows strong potential for use in aerospace structural elements and automotive brake components.The optimisation of tribological behaviour was conducted using a Taguchi-Grey Relational Analysis(Taguchi-GRA)and the Technique for Order of Preference by Similarity to Ideal Solution(TOPSIS).A total of 27 combinations of input parameters were analysed,varying the B_(4)C content(0,10,and 15 wt.%),milling time(0,15,and 25 h),and normal load(1,5,and 10 N).Wear loss and the coefficient of friction were numerically evaluated and selected as criteria for optimisation.Artificial Neural Networks(ANNs)were also applied for two outputs simultaneously.TOPSIS identified Alternative 1 as the optimal solution,confirming the results obtained using the Taguchi Grey method.The optimal condition obtained(10 wt.%B_(4)C,25 h milling time,10 N load)resulted in a minimum wear loss of 1.7 mg and a coefficient of friction of 0.176,confirming significant enhancement in tribological behaviour.Based on the results,both the B_(4)C content and the applied processing conditions have a significant impact on wear loss and frictional properties.This approach demonstrates high reliability and confidence,enabling the design of future composite materials with optimal properties for specific applications.展开更多
In this study,carbon nanotubes(CNTs)/AlSi10Mg composite parts with CNTs contents ranging from 0.0 to 2.0wt.%were successfully fabricated via laser powder bed fusion(LPBF)with laser scan speeds ranging from 900 to 1,90...In this study,carbon nanotubes(CNTs)/AlSi10Mg composite parts with CNTs contents ranging from 0.0 to 2.0wt.%were successfully fabricated via laser powder bed fusion(LPBF)with laser scan speeds ranging from 900 to 1,900 mm·s^(-1).Uniform dispersion of CNTs in the powders can be achieved when their content is below 2.0wt.%.In the LPBF samples,the morphology of the CNTs is found to be directly related to their content.Especially,the length of CNTs in samples prepared by LPBF increases as the CNT content increases.The length of CNTs is approximately 200-300 nm in the 1.0wt.%CNTs/AlSi10Mg composites and approximately 500-1,000 nm in the 2.0wt.%CNTs/AlSi10Mg composites.The hardness of the composites reaches its highest value of 143.3 HV when the CNTs content is 1.0wt.%and the laser scan speed is 1,300 mm·s^(-1).It is found that the self-lubricating properties of the CNTs improve the tribological properties of the composites.The coefficient of friction(CoF)and wear rate of the samples decrease with increasing CNT content.At a CNTs content of 2.0wt.%,the CoF and wear rate of the composite decrease by approximately 14%and 30%,respectively,compared to the unreinforced matrix.The presence of CNTs leads to a more complete and refined network microstructure within the samples.Both the CNTs and the aluminum carbide contribute to the Orowan mechanism and the Hall-Petch effect within the matrix.展开更多
The model for computing frictional coefficient between two teeth faces at the state of mixed elastohydrodynamic lubrication is established. And then more than 80 sets of numerical calculations and six sets of disc fat...The model for computing frictional coefficient between two teeth faces at the state of mixed elastohydrodynamic lubrication is established. And then more than 80 sets of numerical calculations and six sets of disc fatigue tests are completed. The results show that when the film thickness ratio λ 〈1.6, frictional coefficient μ is drastically decreased as λ. rises; Thereafter it decreases smoothly until λ=4.5. When λ〉4.5, however, it goes up again with λ, which indicates that the excessive film thickness ratio will deteriorate gearing contact fatigue strength. At the end, the formulae for determining the frictional coefficients are formed.展开更多
Friction coefficients in spread formulas were studied under low width-to-thickness ratio. The effects of all the factors on friction were considered as different roughness of surfaces. After lead rolling experiments i...Friction coefficients in spread formulas were studied under low width-to-thickness ratio. The effects of all the factors on friction were considered as different roughness of surfaces. After lead rolling experiments in 5 different roughness grades, friction coefficients were obtained. With changing width-to-thickness ratio, reduction rate and ratio of diameter of roller to thickness, all the nominal friction coefficients which can be used in these formulas were calculated. Then, a fitting expression was proposed, comparing with the results measured in 232 times tests, the errors of the nominal friction coefficients calculated by the expression are mostly less than 12%. After a certain times self-learning, the errors are no more than 2%. With the varying nominal friction coefficients, the spread will be predicted more accurately. When the nominal friction coefficient is used to predict the spread under the real working condition, the results calculated are also in agreement with the measured ones, and the errors are less than 2%. This credible reference and solution about how to set the friction coefficient in spread formulas would also be used in practical industrial production.展开更多
The identification of maximum road friction coefficient and optimal slip ratio is crucial to vehicle dynamics and control.However,it is always not easy to identify the maximum road friction coefficient with high robus...The identification of maximum road friction coefficient and optimal slip ratio is crucial to vehicle dynamics and control.However,it is always not easy to identify the maximum road friction coefficient with high robustness and good adaptability to various vehicle operating conditions.The existing investigations on robust identification of maximum road friction coefficient are unsatisfactory.In this paper,an identification approach based on road type recognition is proposed for the robust identification of maximum road friction coefficient and optimal slip ratio.The instantaneous road friction coefficient is estimated through the recursive least square with a forgetting factor method based on the single wheel model,and the estimated road friction coefficient and slip ratio are grouped in a set of samples in a small time interval before the current time,which are updated with time progressing.The current road type is recognized by comparing the samples of the estimated road friction coefficient with the standard road friction coefficient of each typical road,and the minimum statistical error is used as the recognition principle to improve identification robustness.Once the road type is recognized,the maximum road friction coefficient and optimal slip ratio are determined.The numerical simulation tests are conducted on two typical road friction conditions（single-friction and joint-friction）by using CarSim software.The test results show that there is little identification error between the identified maximum road friction coefficient and the pre-set value in CarSim.The proposed identification method has good robustness performance to external disturbances and good adaptability to various vehicle operating conditions and road variations,and the identification results can be used for the adjustment of vehicle active safety control strategies.展开更多
The accurate estimation of road friction coeffi- cient in the active safety control system has become increasingly prominent. Most previous studies on road friction estimation have only used vehicle longitudinal or la...The accurate estimation of road friction coeffi- cient in the active safety control system has become increasingly prominent. Most previous studies on road friction estimation have only used vehicle longitudinal or lateral dynamics and often ignored the load transfer, which tends to cause inaccurate of the actual road friction coef- ficient. A novel method considering load transfer of front and rear axles is proposed to estimate road friction coef- ficient based on braking dynamic model of two-wheeled vehicle. Sliding mode control technique is used to build the ideal braking torque controller, which control target is to control the actual wheel slip ratio of front and rear wheels tracking the ideal wheel slip ratio. In order to eliminate the chattering problem of the sliding mode controller, integral switching surface is used to design the sliding mode sur- face. A second order linear extended state observer is designed to observe road friction coefficient based on wheel speed and braking torque of front and rear wheels. The proposed road friction coefficient estimation schemes are evaluated by simulation in ADAMS/Car. The results show that the estimated values can well agree with the actual values in different road conditions. The observer can estimate road friction coefficient exactly in real-time andresist external disturbance. The proposed research provides a novel method to estimate road friction coefficient with strong robustness and more accurate.展开更多
Many surveys on vehicle traffic safety have shown that the tire road friction coefficient(TRFC)is correlated with the probability of an accident.The probability of road accidents increases sharply on slippery road sur...Many surveys on vehicle traffic safety have shown that the tire road friction coefficient(TRFC)is correlated with the probability of an accident.The probability of road accidents increases sharply on slippery road surfaces.Therefore,accurate knowledge of TRFC contributes to the optimization of driver maneuvers for further improving the safety of intelligent vehicles.A large number of researchers have employed different tools and proposed different algorithms to obtain TRFC.This work investigates these different methods that have been widely utilized to estimate TRFC.These methods are divided into three main categories:off-board sensors-based,vehicle dynamics-based,and data-driven-based methods.This review provides a comparative analysis of these methods and describes their strengths and weaknesses.Moreover,some future research directions regarding TRFC estimation are presented.展开更多
The study of frictional properties of human skin is important for medical research, skin care products and textile exploi- tation. In order to investigate the influence of normal load and sliding speed on the friction...The study of frictional properties of human skin is important for medical research, skin care products and textile exploi- tation. In order to investigate the influence of normal load and sliding speed on the frictional properties of skin and its possible mechanism, tests were carded out on a multi-specimen friction tester. When the normal load increases from 0.1 N to 0.9 N, normal displacement and the friction coefficient of skin increase. The friction coefficient is dependent on the load, indicating that both adhesion and deformation contribute to the friction behaviour. The deformation friction was interpreted using the plough model of friction. When sliding speed increases from 0.5 mm·s^-1 to 4 mm·s^-1, the friction coefficient increases and ＂stick-slip＂ phenomena increase, indicating that hysteretic friction contributes to the friction. The hysteretic friction was in- terpreted using schematic of energy translation during the rigid spherical probe sliding on the soft skin surface, which provides an explanation for the influence of the sliding speed on the frictional characteristics of the skin.展开更多
In the process of steel tube production, continuous tube rolling is the foremost forming procedure and the critical step that decides the dimension precision and the surface quality. In the actual production of the 41...In the process of steel tube production, continuous tube rolling is the foremost forming procedure and the critical step that decides the dimension precision and the surface quality. In the actual production of the 4140 mm full floating mandrel mill in Steel Tube Branch in Baosteel, steel T91 was chosen to be the typical sample, self-made rolling force transducer and mandrel velocity testing equipment were used, and a series of comprehensive tests on rolling parameters including the rolling force and mandrel velocity were carried out. After the experiment, the friction state between rolling tube and mandrel was analyzed. The friction coefficient was calculated and the values of 0. 033 - 0. 074 in each mill were obtained. The friction coefficient increases obviously along the rolling direction.展开更多
The friction coefficient between tube and die in guide zone of tube hydroforming was obtained. In hydroforming, the tube is expanded by an internal pressure against the tool wall. By pushing the tube through tool, a f...The friction coefficient between tube and die in guide zone of tube hydroforming was obtained. In hydroforming, the tube is expanded by an internal pressure against the tool wall. By pushing the tube through tool, a friction force at the contact surface between the tube and the tool occurs. In guiding zone, the friction coefficients between tube and die can be estimated from the measured axial feeding forces. In expansion zone, the friction coefficients between tube and die can be evaluated from the measured geometries of expanded tubes and FE analysis.展开更多
Because of the complexities of tire-road interaction,the wheels of a multi-wheel distributed electricdrive vehicle can easily slip under certain working conditions.As wheel slip affects the dynamic per-formance and st...Because of the complexities of tire-road interaction,the wheels of a multi-wheel distributed electricdrive vehicle can easily slip under certain working conditions.As wheel slip affects the dynamic per-formance and stability of the vehicle,it is crucial to control it and coordinate the driving force.With this aim,this paper presents a driving force coordination control strategy with road identification for eight-wheeled electric vehicles equipped with an in-wheel motor for each wheel.In the proposed control strategy,the road identification module estimates tire-road forces using an unscented Kalman filter al-gorithm and recognizes the road adhesion coefficient by employing the recursive least-square method According to road identification,the optimal sip ratio under the current driving condition is obtainedand a controller based on sliding mode control with a conditional integrator uses this value for accel-eration slip regulation.The anti-slip controller obtains the adjusting torque,which is integrated with the driver-command-based feedforward control torque to implement driving force coordination control.The results of hardware-in-loop simulation show that this control strategy can accurately estimate tire-roadrces as well as the friction coefficient,and thus,can effectively fulfill the purpose of driving force coordinated control under different driving conditions.展开更多
The contact resistance between the armature and rails is an important indicator of the contact characteristics in electromagnetic launches.As the contact resistance depends not only on the contact state but also on th...The contact resistance between the armature and rails is an important indicator of the contact characteristics in electromagnetic launches.As the contact resistance depends not only on the contact state but also on the contact stress and temperature,there are some limitations in analyzing the contact characteristics using only the contact resistance.In this paper,the contact characteristics of the augmented railgun are analyzed by the combination of contact resistance and sliding friction coefficient.Firstly,the theoretical calculation model of the contact resistance and friction coefficient of the augmented electromagnetic railgun is established.Then the contact resistance and friction coefficient are calculated by the measured values of the muzzle voltage,rail current and armature displacement.Finally,the contact characteristics are analyzed according to the features of the waveforms of the contact resistance and the friction coefficient,and the analysis conclusions are verified by experimental rail images.The results showed that:the aluminum melt film gradually formed on the contact surface reduces the contact resistance and the friction coefficient;the wear and erosion of the armature cause deterioration of the contact state;after the transition,the reliability of the sliding contact between the armature and rails decreases,resulting in an increase in contact resistance.展开更多
文摘The normal displacement of articular cartilage was measured under load and in sliding, and the coefficient of friction during sliding was measured using a UMT-2 Multi-Specimen Test System. The maximum normal displacement under load and the start-up frictional coefficient have similar tendency of variation with loading time. The sliding speed does not significantly influence the frictional coefficient of articular cartilage.
基金Supported by the China’s National Key R&D Program(Grant No.2022YFB2503103).
文摘The tire-road friction coefficient(TRFC)plays a critical role in vehicle safety and dynamic stability,with model-based approaches being the primary method for TRFC estimation.However,the accuracy of these methods is often constrained by the complexity of tire force expressions and uncertainties in tire model parameters,particularly under diverse and complex driving conditions.To address these challenges,this paper proposes a novel data enforced unscented Kalman filter(DeUKF)approach for precise TRFC estimation in intelligent chassis systems.First,an Unscented Kalman Filter is constructed using a nominal tire model-based vehicle dynamics formulation.Then,leveraging Willems’Fundamental Lemma and historical real-world driving data,the vehicle dynamics model is adap-tively corrected within the Unscented Kalman Filter framework.This correction effectively mitigates the adverse effects of tire model uncertainties,thereby enhancing TRFC estimation accuracy.Finally,real vehicle experiments are conducted to validate the effectiveness and superiority of the proposed method.
基金supported by National Nature Science Foundation of China (Grant No.42177157)the Science and Technology Program of Liaoning Province (Grant No.2023JH1/10400003)the Applied Basic Research Programof Liaoning Province (Grant No.2023JH2/101300153).
文摘The injection of large volumes of natural gas into geological formations,as is required for underground gas storage,leads to alterations in the effective stress exerted on adjacent faults.This increases the potential for their reactivation and subsequent earthquake triggering.Most measurements of the frictional properties of rock fractures have been conducted under normal and shear stresses.However,faults in gas storage facilities exist within a true three-dimensional(3D)stress state.A double-direct shear experiment on rock fractures under both lateral and normal stresses was conducted using a true triaxial loading system.It was observed that the friction coefficient increases with increasing lateral stress,but decreases with increasing normal stress.The impact of lateral and normal stresses on the response is primarily mediated through their influence on the initial friction coefficient.This allows for an empirical modification of the rate-state friction model that considers the influence of lateral and normal stresses.The impact of lateral and normal stresses on observed friction coefficients is related to the propensity for the production of wear products on the fracture surfaces.Lateral stresses enhance the shear strength of rock(e.g.Mogi criterion).This reduces asperity breakage and the generation of wear products,and consequently augments the friction coefficient of the surface.Conversely,increased normal stresses inhibit dilatancy on the fracture surface,increasing the breakage of asperities and the concomitant production of wear products that promote rolling deformation.This ultimately reduces the friction coefficient.
基金the Science and technology program of Sichuan Province(2018JY0436)the Innovation Fund for Postgraduates Research of Southwest Petroleum University(2019cxyb027)+2 种基金Important and Special Project of China(No.2016ZX05052)sponsored by the Ministry of Science and Technology of ChinaNational Natural Science Foundation of China(51604236).
文摘Working fluids loss is a major contributor to low productivity during production process of fractured tight reservoirs.Lost circulation control effect directly related to the tribological behavior between fracture surface and lost circulation materials(LCMs).In this study,the friction coefficient(FC)was investigated using typical clastic rocks and LCMs by considering multiple effect factors divided into external condition and internal condition.The results show that normal load had a relatively high effect on sliding model.A positive correlation was observed between FC and asperities heights.FC decreased induced by particle size degradation of rigid LCMs.Elastic LCMs manifested higher FC compared with rigid LCMs.Under the lubrication condition by working fluid,FC of rigid LCMs was mainly controlled by their surface wettability.FC of organic LCMs is more sensitive to high temperature aging than inorganic LCMs.Fracture plugging experiments show that LCMs optimized based on the research results can effectively improve the efficiency and strength of fracture plugging.
基金supported as part of the Center for Mechanistic Control of Unconventional Formations(CMC-UF),an Energy Frontier Research Center funded by the U.S.Department of Energy,Of-fice of Science under DOE(BES)Award DE-SC0019165Stanford Nano Shared Facilities(SNSF)with support from NSF under award CMMI-1532224SNSF is additionally supported by the NSF as part of the National Nanotechnology Coordinated Infrastructure under award ECCS-1542152.
文摘Understanding the mechanical and transport behavior of thin(i.e.small aperture)cracks slipping under supercritical carbon dioxide(sc-CO_(2))conditions is essential to evaluate the integrity of sealing formations with buoyant sc-CO_(2)below and the success of waterless fracturing.The two major items of interest in this work are frictional strength and permeability change of the crack.We used a triaxial cell that permits in situ visualization to conduct and monitor slippage along the faces of narrow cracks subjected to triaxial stresses.Such cracks are analogs to small geological faults.We tested carbonate-rich,1-inch diameter Wolfcamp shale samples that are saw cut 30to vertical to create a thin crack.Friction coefficients ranged from about 0.6 to 0.8 consistent with expectations for brittle rocks.The sc-CO_(2)generally did not alter friction coefficient over the time scale of experiments.From a transport perspective,saturating cracks with sc-CO_(2)substantially decreased permeability of the crack by 26%e52%,while slip resulted in a variety of permeability responses.Overall,the combined impact of sc-CO_(2)saturation and slip reduced fault permeability for all tests.Our observations support the notion that the sealing capacity of some caprocks improves when saturated with sc-CO_(2)and that some slip of small fractures is not necessarily detrimental to caprock integrity.
基金The National Natural Science Foundation of China(No.61273236)the Natural Science Foundation of Jiangsu Province(No.BK2010239)the Ph.D. Programs Foundation of Ministry of Education of China(No.200802861061)
文摘According to the road adaptive requirements for the vehicle longitudinal safety assistant system an estimation method of the road longitudinal friction coefficient is proposed.The method can simultaneously be applied to both the high and the low slip ratio conditions. Based on the simplified magic formula tire model the road longitudinal friction coefficient is preliminarily estimated by the recursive least squares method.The estimated friction coefficient and the tires model parameters are considered as extended states. The extended Kalman filter algorithm is employed to filter out the noise and adaptively adjust the tire model parameters. Then the final road longitudinal friction coefficient is accurately and robustly estimated. The Carsim simulation results show that the proposed method is better than the conventional algorithm. The road longitudinal friction coefficient can be quickly and accurately estimated under both the high and the low slip ratio conditions.The error is less than 0.1 and the response time is less than 2 s which meets the requirements of the vehicle longitudinal safety assistant system.
基金supported from the Outstanding Youth Talents Fund in Anhui Provincial Colleges and Universities,China(No.2023AH020027)the National Natural Science Foundation of China(No.52071002)+1 种基金the University Synergy Innovation Program of Anhui Province,China(No.GXXT-2023-019)the National Innovative Training Program for College Students,China(No.202210361075)。
文摘The phase equilibria of the Cu−Zr−Si system at 600°C were experimentally studied by means of X-ray diffraction(XRD)and scanning electron microscopy with energy dispersive X-ray spectroscopy(SEM−EDS).A comprehensive set of thermodynamic parameters for the Cu−Zr−Si system were obtained through detailed analysis using the CALPHAD(CALculation of PHAse Diagrams)approach.Based on the CALPHAD calculations,five as-cast alloys were designed,and the Scheil−Gulliver model was used to simulate their solidification paths.By testing hardness,friction and wear properties,the wear resistance of the Cu−Zr−Si alloys was investigated.Wear morphologies were analyzed using SEM and 3D profiling techniques.It was found that the alloy Cu80Zr19Si1 exhibits a good performance with a hardness of HV 342,frictional coefficient of 0.23 and wear rate of 2.19×10^(−7)mm^(3)/(N·m).The wear surfaces are mainly characterized by grooves,spalling pits and oxide particles.The wear mechanism of the alloys is adhesive wear and oxidative wear under dry sliding condition.This study provides a theoretical basis for the design of the wear-resistant Cu−Zr−Si alloys.
基金Project(2009ZX04014-074)supported by the National Science and Technology Major Project of ChinaProject(P2014-15)supported by the State Key Laboratory of Materials Processing and Die&Mould Technology,Huazhong University of Science and Technology,ChinaProject(20120006110017)supported by the Specialized Research Fund for the Doctoral Program of Higher Education of China
文摘The effect of friction coefficient on the deep drawing of aluminum alloy AA6111 at elevated temperatures was analyzed based on the three conditions using the finite element analysis and the experimental approach.Results indicate that the friction coefficient and lubrication position significantly influence the minimum thickness,the thickness deviation and the failure mode of the formed parts.During the hot forming process,the failure modes are draw mode,stretch mode and equi-biaxial stretch mode induced by different lubrication conditions.In terms of formability,the optimal value of friction coefficient determined in this work is 0.15.At the same time,the good agreement is performed between the experimental and simulated results.Fracture often occurs at the center of cup bottom or near the cup corner in a ductile mode or ductile-brittle mixed mode,respectively.
文摘This paper presents an investigation of the tribological performance of AA2024–B_(4)C composites,with a specific focus on the influence of reinforcement and processing parameters.In this study three input parameters were varied:B_(4)C weight percentage,milling time,and normal load,to evaluate their effects on two output parameters:wear loss and the coefficient of friction.AA2024 alloy was used as the matrix alloy,while B_(4)C particles were used as reinforcement.Due to the high hardness and wear resistance of B_(4)C,the optimized composite shows strong potential for use in aerospace structural elements and automotive brake components.The optimisation of tribological behaviour was conducted using a Taguchi-Grey Relational Analysis(Taguchi-GRA)and the Technique for Order of Preference by Similarity to Ideal Solution(TOPSIS).A total of 27 combinations of input parameters were analysed,varying the B_(4)C content(0,10,and 15 wt.%),milling time(0,15,and 25 h),and normal load(1,5,and 10 N).Wear loss and the coefficient of friction were numerically evaluated and selected as criteria for optimisation.Artificial Neural Networks(ANNs)were also applied for two outputs simultaneously.TOPSIS identified Alternative 1 as the optimal solution,confirming the results obtained using the Taguchi Grey method.The optimal condition obtained(10 wt.%B_(4)C,25 h milling time,10 N load)resulted in a minimum wear loss of 1.7 mg and a coefficient of friction of 0.176,confirming significant enhancement in tribological behaviour.Based on the results,both the B_(4)C content and the applied processing conditions have a significant impact on wear loss and frictional properties.This approach demonstrates high reliability and confidence,enabling the design of future composite materials with optimal properties for specific applications.
基金supported by the Natural Science Foundation of Jiangsu Higher Education Institutions of China(Grant No.23KJD460003)the Scientific Research Foundation for High-level Talents of Nanjing Institute of Technology(Grant No.YKJ202103)the National Natural Science Foundation of China(Grant Nos.92463301,92163215,52205471,52305470).
文摘In this study,carbon nanotubes(CNTs)/AlSi10Mg composite parts with CNTs contents ranging from 0.0 to 2.0wt.%were successfully fabricated via laser powder bed fusion(LPBF)with laser scan speeds ranging from 900 to 1,900 mm·s^(-1).Uniform dispersion of CNTs in the powders can be achieved when their content is below 2.0wt.%.In the LPBF samples,the morphology of the CNTs is found to be directly related to their content.Especially,the length of CNTs in samples prepared by LPBF increases as the CNT content increases.The length of CNTs is approximately 200-300 nm in the 1.0wt.%CNTs/AlSi10Mg composites and approximately 500-1,000 nm in the 2.0wt.%CNTs/AlSi10Mg composites.The hardness of the composites reaches its highest value of 143.3 HV when the CNTs content is 1.0wt.%and the laser scan speed is 1,300 mm·s^(-1).It is found that the self-lubricating properties of the CNTs improve the tribological properties of the composites.The coefficient of friction(CoF)and wear rate of the samples decrease with increasing CNT content.At a CNTs content of 2.0wt.%,the CoF and wear rate of the composite decrease by approximately 14%and 30%,respectively,compared to the unreinforced matrix.The presence of CNTs leads to a more complete and refined network microstructure within the samples.Both the CNTs and the aluminum carbide contribute to the Orowan mechanism and the Hall-Petch effect within the matrix.
基金This project is supported by Provincial Natural Science Foundation of Shanxi, China (No. 20041057)Scholarship Council of Shanxi, China (No. 2005-22)
文摘The model for computing frictional coefficient between two teeth faces at the state of mixed elastohydrodynamic lubrication is established. And then more than 80 sets of numerical calculations and six sets of disc fatigue tests are completed. The results show that when the film thickness ratio λ 〈1.6, frictional coefficient μ is drastically decreased as λ. rises; Thereafter it decreases smoothly until λ=4.5. When λ〉4.5, however, it goes up again with λ, which indicates that the excessive film thickness ratio will deteriorate gearing contact fatigue strength. At the end, the formulae for determining the frictional coefficients are formed.
基金Projects(51074052,50734002)supported by the National Natural Science Foundation of China
文摘Friction coefficients in spread formulas were studied under low width-to-thickness ratio. The effects of all the factors on friction were considered as different roughness of surfaces. After lead rolling experiments in 5 different roughness grades, friction coefficients were obtained. With changing width-to-thickness ratio, reduction rate and ratio of diameter of roller to thickness, all the nominal friction coefficients which can be used in these formulas were calculated. Then, a fitting expression was proposed, comparing with the results measured in 232 times tests, the errors of the nominal friction coefficients calculated by the expression are mostly less than 12%. After a certain times self-learning, the errors are no more than 2%. With the varying nominal friction coefficients, the spread will be predicted more accurately. When the nominal friction coefficient is used to predict the spread under the real working condition, the results calculated are also in agreement with the measured ones, and the errors are less than 2%. This credible reference and solution about how to set the friction coefficient in spread formulas would also be used in practical industrial production.
基金Supported by National Hi-tech Research and Development Program of China(863 Program,Grant No.2006AA110101)
文摘The identification of maximum road friction coefficient and optimal slip ratio is crucial to vehicle dynamics and control.However,it is always not easy to identify the maximum road friction coefficient with high robustness and good adaptability to various vehicle operating conditions.The existing investigations on robust identification of maximum road friction coefficient are unsatisfactory.In this paper,an identification approach based on road type recognition is proposed for the robust identification of maximum road friction coefficient and optimal slip ratio.The instantaneous road friction coefficient is estimated through the recursive least square with a forgetting factor method based on the single wheel model,and the estimated road friction coefficient and slip ratio are grouped in a set of samples in a small time interval before the current time,which are updated with time progressing.The current road type is recognized by comparing the samples of the estimated road friction coefficient with the standard road friction coefficient of each typical road,and the minimum statistical error is used as the recognition principle to improve identification robustness.Once the road type is recognized,the maximum road friction coefficient and optimal slip ratio are determined.The numerical simulation tests are conducted on two typical road friction conditions（single-friction and joint-friction）by using CarSim software.The test results show that there is little identification error between the identified maximum road friction coefficient and the pre-set value in CarSim.The proposed identification method has good robustness performance to external disturbances and good adaptability to various vehicle operating conditions and road variations,and the identification results can be used for the adjustment of vehicle active safety control strategies.
基金Supported by Fundamental Research Funds for the Central Universities(Grant No.NS2015015)
文摘The accurate estimation of road friction coeffi- cient in the active safety control system has become increasingly prominent. Most previous studies on road friction estimation have only used vehicle longitudinal or lateral dynamics and often ignored the load transfer, which tends to cause inaccurate of the actual road friction coef- ficient. A novel method considering load transfer of front and rear axles is proposed to estimate road friction coef- ficient based on braking dynamic model of two-wheeled vehicle. Sliding mode control technique is used to build the ideal braking torque controller, which control target is to control the actual wheel slip ratio of front and rear wheels tracking the ideal wheel slip ratio. In order to eliminate the chattering problem of the sliding mode controller, integral switching surface is used to design the sliding mode sur- face. A second order linear extended state observer is designed to observe road friction coefficient based on wheel speed and braking torque of front and rear wheels. The proposed road friction coefficient estimation schemes are evaluated by simulation in ADAMS/Car. The results show that the estimated values can well agree with the actual values in different road conditions. The observer can estimate road friction coefficient exactly in real-time andresist external disturbance. The proposed research provides a novel method to estimate road friction coefficient with strong robustness and more accurate.
基金Supported by the National Natural Science Funds for Distinguished Young Scholar of China(Grant No.52025121)National Natural Science Foundation of China(Grant Nos.51975118,52002066).
文摘Many surveys on vehicle traffic safety have shown that the tire road friction coefficient(TRFC)is correlated with the probability of an accident.The probability of road accidents increases sharply on slippery road surfaces.Therefore,accurate knowledge of TRFC contributes to the optimization of driver maneuvers for further improving the safety of intelligent vehicles.A large number of researchers have employed different tools and proposed different algorithms to obtain TRFC.This work investigates these different methods that have been widely utilized to estimate TRFC.These methods are divided into three main categories:off-board sensors-based,vehicle dynamics-based,and data-driven-based methods.This review provides a comparative analysis of these methods and describes their strengths and weaknesses.Moreover,some future research directions regarding TRFC estimation are presented.
基金This work was supported by the National Natural Science Foundation of China(grant No.50475164 and 50535050)by the Science Foundation of China University of Mining and Technology(grant No.2005B034).
文摘The study of frictional properties of human skin is important for medical research, skin care products and textile exploi- tation. In order to investigate the influence of normal load and sliding speed on the frictional properties of skin and its possible mechanism, tests were carded out on a multi-specimen friction tester. When the normal load increases from 0.1 N to 0.9 N, normal displacement and the friction coefficient of skin increase. The friction coefficient is dependent on the load, indicating that both adhesion and deformation contribute to the friction behaviour. The deformation friction was interpreted using the plough model of friction. When sliding speed increases from 0.5 mm·s^-1 to 4 mm·s^-1, the friction coefficient increases and ＂stick-slip＂ phenomena increase, indicating that hysteretic friction contributes to the friction. The hysteretic friction was in- terpreted using schematic of energy translation during the rigid spherical probe sliding on the soft skin surface, which provides an explanation for the influence of the sliding speed on the frictional characteristics of the skin.
文摘In the process of steel tube production, continuous tube rolling is the foremost forming procedure and the critical step that decides the dimension precision and the surface quality. In the actual production of the 4140 mm full floating mandrel mill in Steel Tube Branch in Baosteel, steel T91 was chosen to be the typical sample, self-made rolling force transducer and mandrel velocity testing equipment were used, and a series of comprehensive tests on rolling parameters including the rolling force and mandrel velocity were carried out. After the experiment, the friction state between rolling tube and mandrel was analyzed. The friction coefficient was calculated and the values of 0. 033 - 0. 074 in each mill were obtained. The friction coefficient increases obviously along the rolling direction.
基金supported by grants-in-aid for the National Core Research Center Program from MEST/KOSEF
文摘The friction coefficient between tube and die in guide zone of tube hydroforming was obtained. In hydroforming, the tube is expanded by an internal pressure against the tool wall. By pushing the tube through tool, a friction force at the contact surface between the tube and the tool occurs. In guiding zone, the friction coefficients between tube and die can be estimated from the measured axial feeding forces. In expansion zone, the friction coefficients between tube and die can be evaluated from the measured geometries of expanded tubes and FE analysis.
基金This work was supported by the Weapons and Equipment Pre-Research Project of China(No.301051102).
文摘Because of the complexities of tire-road interaction,the wheels of a multi-wheel distributed electricdrive vehicle can easily slip under certain working conditions.As wheel slip affects the dynamic per-formance and stability of the vehicle,it is crucial to control it and coordinate the driving force.With this aim,this paper presents a driving force coordination control strategy with road identification for eight-wheeled electric vehicles equipped with an in-wheel motor for each wheel.In the proposed control strategy,the road identification module estimates tire-road forces using an unscented Kalman filter al-gorithm and recognizes the road adhesion coefficient by employing the recursive least-square method According to road identification,the optimal sip ratio under the current driving condition is obtainedand a controller based on sliding mode control with a conditional integrator uses this value for accel-eration slip regulation.The anti-slip controller obtains the adjusting torque,which is integrated with the driver-command-based feedforward control torque to implement driving force coordination control.The results of hardware-in-loop simulation show that this control strategy can accurately estimate tire-roadrces as well as the friction coefficient,and thus,can effectively fulfill the purpose of driving force coordinated control under different driving conditions.
文摘The contact resistance between the armature and rails is an important indicator of the contact characteristics in electromagnetic launches.As the contact resistance depends not only on the contact state but also on the contact stress and temperature,there are some limitations in analyzing the contact characteristics using only the contact resistance.In this paper,the contact characteristics of the augmented railgun are analyzed by the combination of contact resistance and sliding friction coefficient.Firstly,the theoretical calculation model of the contact resistance and friction coefficient of the augmented electromagnetic railgun is established.Then the contact resistance and friction coefficient are calculated by the measured values of the muzzle voltage,rail current and armature displacement.Finally,the contact characteristics are analyzed according to the features of the waveforms of the contact resistance and the friction coefficient,and the analysis conclusions are verified by experimental rail images.The results showed that:the aluminum melt film gradually formed on the contact surface reduces the contact resistance and the friction coefficient;the wear and erosion of the armature cause deterioration of the contact state;after the transition,the reliability of the sliding contact between the armature and rails decreases,resulting in an increase in contact resistance.
