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This work investigated the tribological performance of (Ta/ZrN)n multilayer coatings against ultrahigh molecular weight polyethylene (UHMWPE) material. Three multilayer coatings with different designs were deposited on Ti-6Al-4 V substrate and subjected to wear testing under lubrication of diluted bovine calf serum. The results revealed an improvement in wear resistance of (Ta/ZrN)n multilayer coatings and low coefficient of friction under an applied load of 1 N. High hardness, excellent biotribological properties, and low residual stresses were obtained in the multilayer coating with the thinnest ZrN as the topmost layer of 100 nm. This work demonstrates that Ta/ZrN multilayers can be promising coatings for prosthesis applications.

This work aimed to study the microstructure, wear and corrosion resistance of supermartensitic stainless steel (SMSS). Heat treatment applied to samples consists of quenching after austenitization at elevated temperature (1250 °C) followed by a double tempering at 650 °C. Conventional mechanical properties, scanning electron microscopy (SEM/EDS) analysis and X-ray diffraction methods (XRD) are used to analyze the microstructure and to evaluate the wear mechanisms. The potentiodynamic polarisation and the electrochemical impedance spectroscoopy (EIS) methods are used to evaluate the corrosion resistance in both the 0.5M H2SO4 and 0.5M NaCl aggressive media. The microstructure is mainly composed with tempered lath martensite, small quantity of retained austenite and carbides. Oxidative and abrasive wear dominated the wear process in dry condition. During the corrosion process, the same mechanism of degradation was found in both the 0.5M NaCl and 0.5M H2SO4.

It is well known that nanoparticles affect the interaction between lubricants and surfaces with various chemical compositions and different chemical and physical properties. In recent years, nanoparticles have started to play more important roles as lubricant additives for their potential in wear, friction and emission reduction and improving lubrication and fuel economy. Although nanolubricants are frequently used for friction tests, little is known about stability and degree of dispersion of these nanoparticles in viscous liquids. Most of them are unstable, agglomerate or aggregate which sediment over time. Boric acid (H3BO3) has always been a very important material due to its broad range of applications such as in medicine, cosmetics, automotive industry, metallurgy and also for miscellaneous purposes in other areas. Literature survey showed that friction between automobile engine parts could be greatly reduced using microscopic particles of boric acid.This study involves the new invention of successful suspension of nano boric acid (BA) additive added into 5W-40 fully synthetic commercial lubricating oil. This invention is confidential and realized by Murat ÖZAYMAN from Tribor ARGE Co. in Teknopark of YILDIZ Technical University in Istanbul-TURKEY. The particle size of BA is determined with (Transmission Electron Microscopy) (TEM). Backscattering and transmittance profiles proved that nano boric acid (BA) particles were in suspension in commercial engine oil. Suspended BA in engine oil is applied between piston ring and cylinder liner system in order to investigate their effect on friction and wear under boundary lubricated conditions. Simulation and measurement of friction and wear were conducted using a reciprocating tribometer. Surface analysis were performed using 3D digital optical microscope, Field Emission Scanning Electron Microscope (FESEM)/X-Ray, X-ray photoelectron spectroscopy (XPS) and Atomic Force Microscopy (AFM). Boron (B) from BA is well detected, mixed with other elements of additives and protected the surface under boundary lubrication conditions. The results indicate that BA can considerably improve the tribological performance of a piston ring and cylinder liner system under lubricated conditions. It has found that the friction coefficient is reduced with nano boric acid (BA) suspended engine oil and protected the surface mostly on cylinder liner mixing with other additives.

Lubricants play a vital role in machine life and performance, reducing friction and wear and preventing component failure. Performance-enhancing additives are a vital part of today’s modern lubricants. In response to this need, this experimental work presents the development of the new suspended nanoboric acid (nBA) additive added in engine oil that can drastically lowered friction and wear.This is a new invention of nBA additive hold in suspension and added into 5W-40 fully synthetic commercial lubricating oil. This invention is confidential and realized by Tribor ARGE Co. in Teknopark of YILDIZ Technical University in Istanbul-TURKEY.The particle size of nBA is determined with (Transmission Electron Microscopy) (TEM). Turbiscan Tower Stability Analyzer results proved that nBA particles were in suspension in commercial engine oil. Suspended nBA in engine oil is applied between ball and disk system in order to investigate their effect on friction and wear under lubricated conditions. Simulation and measurement of friction and wear were conducted using a ball on disk reciprocating tribometer UMT-3. Surface analysis was performed using 3D digital optical microscope and surface roughness, Field Emission Scanning Electron Microscope (FESEM)/X-Ray and Atomic Force Microscopy (AFM). Boron (B) from nBA is well detected, mixed with other elements of additives and protected the surface under boundary lubrication conditions. The results indicate that nBA can considerably improve the tribological performance of a ball and disk pairs under lubricated conditions. It has found that the friction coefficient is reduced with nBA suspended engine oil and protected the surface on both ball and disk mixing with other additives.

Purpose The purpose of this paper is to present an approach to compute accurately the distributions of the frictional heat generated, contact pressure and thermal stresses at any instant during the sliding period (heating phase) of the single-disc friction clutch system works in the dry condition and the complex interaction among them. Design/methodology/approach Numerical work was achieved using the developed elastic and thermal finite element models (axisymmetric models) to simulate the engagement of the single-disc friction clutch system. Findings The change of distribution of contact pressure during the sliding period (heating phase) affects significantly the magnitude and distribution of the produced thermal stress. The high local heat generated appeared in the contacting surfaces because of the non-uniformity of the distribution of contact pressure during the heating phase (sliding time) and this will dramatically increase the thermal stresses. Originality/value Sequentially coupled thermal-mechanical approach was developed to investigate the thermal stresses problem in automotive clutches under dry conditions. This approach is considered a promising approach to investigate the effect of material, sliding time, torque function, etc., on the thermal stresses of different types of friction clutch.

Wear behavior of 13Cr5Ni2Mo supermartensitic stainless steel (SMSS) were investigated in air and in argillaceous paste at room temperature. Prior to wear testing, the samples were subjected to two thermal treatments, namely; quenching followed by double tempering. A pin-on-disc test rig was used to conduct the wear test with a tribo-pair consisting of supermartensitic stainless steel sliding against itself. It was observed that the microstructure of the thermally treated samples mainly consisted of tempered martensite and carbides. Wear results showed that oxidative and abrasive wear dominated the wear process of the treated samples in both dry conditions and in argillaceous paste. Additionally corrosion tests were performed in 5.0% NaCl solution via potentiodynamic polarization tests. It was found that the passive film formation provides a good corrosion resistance to the samples.

Purpose This study aims to investigate the tribological characteristics of a Napier-type second piston ring against a cylinder liner in the presence of graphene nano-additives mixed into 5W40 fully synthetic engine oil. Design/methodology/approach Wear tests were carried out in the boundary lubrication condition using a reciprocating tribometer, and real engine tests were performed using a single spark ignition Honda GX 270 test engine for a duration of 75 h. Findings The experimental results of the tribometer tests revealed that the nano-additives formed a layer on the rubbed surfaces of both the piston ring and the cylinder liner. However, this layer was only formed at the top dead center of the cylinder liner during the engine tests. The accumulation of carbon (C) from the graphene was heavily detected on the rubbed surface of piston ring/cylinder liner, mixed with other additive elements such as Ca, Zn, S and P. Overall, the use of graphene nano-additives in engine oil was found to improve the frictional behavior in the boundary and mixed lubrication regimes. Abrasive wear was found to be the main mechanism occurring on the surface of both piston rings and cylinder liners. Originality/value Though many researchers have discussed the potential benefits of graphene as a nano-additive in oil to reduce the friction and wear in laboratory tests using tribometers, to date, no actual engine tests have been performed. In this paper, both tribometer and real engine tests were performed on a piston ring and cylinder liner using a fully formulated oil with and without graphene nano-additives in the boundary lubrication condition. It was found that a graphene nano-additive plays an active role in lowering the coefficient of friction and increasing surface protection and lubrication by forming a protective layer on the rubbing surfaces.

The main purpose of this paper is to investigate the tribological performance of the zinc-phosphate- and chromium-coated spheroidal cast iron piston rings in reciprocating tribotest rig with conventional commercial lubricant. Results of the experiments showed that tribofilm was formed both on ring and liner surfaces. Zinc phosphate coating was removed from the ring surface after the experiments. Wear rate of liner-chromium-coated ring pair was lower than the liner-phosphate-coated ring. The friction coefficient of the liner-phosphate-coated ring pair ranged from 0.104 to 0.124, lower than the liner-chromium-coated ring, which ranged from 0.114 to 0.129. Change of average surface roughness was also lower in chromium-coated ring (31%) than the phosphate-coated ring (72%). Test results showed that hard chromium-coated ring had better tribological performance and coating efficiency than the phosphate-coated ring due to wear resistance and lower change of average surface roughness.

Purpose This study aims to evaluate and compare by 100 hours engine bench tests the tribological performances of two types of lubrication oils, which were sulfur-based, boron succinimide-containing antiwear package (NP-3) oil and conventional zinc dialkyldithiophosphate (ZDDP)-containing (R-1) oil. Design/methodology/approach The tribological performances of the oils were evaluated in three main contexts, including engine tests, physical/chemical changes and surface analysis. Findings Results showed that NP-3 lubrication oil, which was environment- and catalyst-friendly, can be an alternative lubrication oil with its tribological performance due to similar antiwear characteristics with the ZDDP. Originality/value Attempts to develop catalysis- and environment-friendly antiwear additive packages have not presented popular or commonly used ZDDP-free products for the vehicle industry. This study presents tribological characterization of a newly developed ZDDP-free lubricating oil by engine bench tests.

Purpose – This paper aims to investigate the wear mechanisms, formations and effectiveness of tribofilms of new developed, antiwear additive which is called mercapthocarboxylate. The mercapthocarboxylate is a sulphur-based and non-phosphorus additive. Design/methodology/approach – The effectiveness of the additive was examined through a set of laboratory endurance tests that applied with single cylinder spark ignition engine. Two types of lubricants were used to compare the engine tests which were thiophosphate (ZDDP) containing engine lubricant (phosphorus containing) and mercapthocarboxylate containing non-phosphorus and non-ash crankcase oil. Lubricants were tested under identical operating conditions for 100 hrs. The surfaces of cylinder liner and piston rings were inspected through optical microscopy, scanning electron microscopy and energy dispersive X-ray spectroscopy techniques. Findings – Catalysis-friendly and sulphur-based mercapthocarboxylate additive can be an alternative antiwear additive package for lubrication oil due to better wear performance when compared to ZDDP. Originality/value – Sulphur-based mercapthocarboxylate is a new developed antiwear additive and was applied to lubrication oil in this study. This lubrication oil was tested in the real engine environment by using 100-hr engine bench tests.

Purpose The purpose of this technical paper is to investigate the friction and wear behavior of inexpensive and durable cutting tools, developed for wood machining using duplex treatment. Design/methodology/approach Cr–(WC–Co) coatings were deposited onto carburized low-alloy steel substrate by a reactive magnetron sputtering. The total coating thickness was approximately 2 μm. Unlubricated wear tests have been performed using a disc sample sliding against an alumina ball (Al2O3) and a wood (beech) pin. Findings The paper provides information about the effect of duplex treatment on the surface properties of low-alloy steel against wood and offers practical help for the researchers in coating topic. Originality/value Experimental results showed that sliding wear properties of the selected coatings are strongly dependent on the counter-face material. When tested against alumina balls, the wear mechanisms are oxidative wear followed by a combination of adhesive and abrasive wear, while a combination of an oxidative and adhesive wear was the main wear mechanism observed against a wood pin.

The role that lubricating oils play is, first of all, to reduce energy loss and keep the wear and seizure to a minimum, or, in a broader sense, to improve the friction characteristics. Resistance to deterioration and prevention of rust development on metals are demanded as secondary functions. The time during which lubricating oil retains its ability to prevent any possible damage to a body in motion should be considered as its lifetime. Many functions that are provided by base oil alone are insufficient; therefore, special additives are dissolved in them. The additives for lubricating oils are of many types, and their functions are diverse and many. Those additives that are used with the purpose of improving friction characteristics are generally called oiliness improvers or friction modifiers. In this study, the protective additive's layers formed on rubbed surfaces of pins, plates and discs were investigated using pin‐on‐disc and reciprocating pin‐on‐plate test rigs. Wear tracks were examined using optical and electron microscopy with X‐ray diffraction analysis.

Commercial base oil and oil fortifier added to this oil are used to investigate the frictional behavior of the engine journal bearings using the theoretical Reynolds equation and experimental test rig. In the theoretical part of the study, the Reynolds equation that states the pressure distribution and friction force with finite width was solved by using the finite difference method. In the experimental part of the study, a new design test rig was conducted to measure the friction force, the lubricant film thickness of the engine journal bearing using base oil under dynamical loaded conditions. The effect of oil fortifier was detected measuring the friction force every three minutes in each 360 crank angle during 15 minutes of experiment. As the theoretical friction results showed similar variation with the experimental measurements of engine bearings, adding oil fortifier to the base oil presented a substantial reduction of friction force during the testing period. (C) 2003 Elsevier Science Ltd. All rights reserved.

Two 5W‐30 synthetic‐base phosphorus containing (commercial) and phosphorus‐free (P‐free) crankcase oils were tested for engine performance characteristics, engine emissions and poisoning effects of oil additives on a three‐way catalytic converter using engine dynamometer. The emission data of the two oils taken during engine operation were compared in the absence and presence of the catalytic converter. Surface characterization was used to determine the poisoning catalyst effect accumulated from the oil additives in the ceramic washcoat. Oil analyses were also used to examine the condition of the lubricant occurred during engine performance testing operation. The experimental engine performance tests indicated that the catalytic converter diminished the torque and power for the commercial and P‐free oils, whereas the specific fuel consumption increased for both oils in the presence of the catalytic converter.

Additives are incorporated in engine oils to improve existing desirable properties of base stocks and to impart new specific properties required by modern engines. The additives include antioxidants, detergents, dispersants, corrosion and rust inhibitors, viscosity index improvers, pour point depressants, foam inhibitors and tribological agents. In this study, the effect of boron oil fortifier added into the base oil on friction coefficient and pressure distribution was investigated between sliding surfaces of engine journal bearings. Experiments were performed firstly using only base oil at different speeds and loads. Then, this test was repeated with different concentration ratio of 1, 3, 5 and 10 percent commercial boron additive.

Two 10W30 mineral‐base phosphorus containing (commercial) and phosphorus‐free (P‐Free) crankcase oils were tested in the engine dynamometer for the poisoning effects on a catalytic converter and emission‐engine’s performance. The emission results of the two oils were compared with and without a catalytic converter, including the light‐off temperature of the catalyst. Surface characterisation was used to determine accumulated catalyst poisoning from the oil additives. The performance analysis shows that the catalytic converter lowers the torque and power for the commercial and P‐Free oils, whereas the specific fuel consumption increases for both oils in the presence of the catalytic converter. In both cases of the presence and the absence of catalytic converter the torque, power and specific fuel consumption remain the same for phosphorus containing and P‐Free oils. The presence of the catalytic converter shows lower HC and CO and higher CO2 emissions for both P‐Free and commercial oils. Surface characterisation using x‐ray microanalysis techniques of Scanning Electron Microscopy and indicated residual amounts of poisons, predominantly P, Ca, S and Zn deposited on the catalyst.

Commercial oil fortifier was added to fully‐formulated crankcase oils, and their performance, in terms of friction, wear and, most importantly, the role of the additive protective layer on the sliding surfaces, was investigated. Tests were performed on a pin‐on‐disc machine using steel and steel sliding partners under boundary lubrication conditions. Tests were carried out at a constant load and velocity at different temperatures with different lubricants and the results were achieved using analytical methods such as light microscopy, electron microscopy and X‐ray diffraction. Related to the experimental work, lubricants and the lubricants containing oil fortifier presented satisfactory protective additive layers which were identified on the wear track at high and low temperatures.

The more frequently an engine oil is changed, the more the overhaul life of the engine is extended but with an increase in the cost both of the oil and of the oil drain services. If engine oil is changed less frequently the associated costs will decrease. In order to find the optimum drain interval, it is necessary to establish the relationship between the cost of the oil and oil drain services and the cost of more frequent overhauls. Presents an investigation into the degradation of a proprietary lubricant marketed in Turkey, and the wear rate of a petrol engine driven in urban traffic. Lubricant samples were examined approximately every 2,000km for deterioration of the lubricant and evidence of wear of the engine components. From the experimental results, determines the optimum oil drain period of the engine.

The objective of this study was to evaluate the tribological performance through investigating protective additive layer and friction coefficient and implementing the quantitative wear measurements on the rubbed surface of the sliding pairs. The specimens of oil ring were rubbed against cast iron engine cylinder liner under boundary lubrication conditions. The ring and liner surfaces were examined by optical, scanning electron microscope and atomic force microscopy. The elemental analysis of surfaces was performed by using energy dispersive X-ray spectroscopy. Surface observations showed that coating was removed from the ring surface. Higher levels of Ca, Zn, P, and S elemental ratios (0.93%, 0.45%, 1.55%, and 1.60% as atomic percent) were detected on the cylinder liner surface. Wear width, length, and depth measurements were performed by optical and atomic force microscopies on the ring and cylinder liner surface. The results showed that wear widths for oil ring were 1.59 μm and 1.65 μm; wear widths for cylinder liner were 3.20 μm and 3.18 μm; wear depths for oil ring were 100 nm; and wear depths for cylinder liner were 482 nm. Wear data were taken mostly from the additive layer points detected by SEM and X-ray measurements.

Emissions systems' durability is influenced by many engine oil formulation variables. Previous studies have suggested that emissions system durability is optimised by a high metal/phosphorus ratio. In this work, a systematic study was conducted to determine the effect of phosphorus and phosphorus-free additives in the lubricant on exhaust emissions using an engine dynamometer for 22 minutes. Within experimental accuracy, both phosphorus-free lubricants have shown satisfactory engine performance characteristics and similar HC emissions under identical engine test conditions. However, there might be a marginal improvement of carbon monoxide emission by phosphorus-free oils over the phosphorus-containing oils.