A Deterministic Conformal/Counterformal Microcontact Model

1994 ◽  
Vol 116 (4) ◽  
pp. 833-840 ◽  
Author(s):  
V. Aronov ◽  
S. Nair ◽  
J. M. Wang
Keyword(s):  
Contact Area ◽  
Critical Analysis ◽  
Input Data ◽  
Friction And Wear ◽  
Real Contact Area ◽  
Contact Radius ◽  
Asperity Contact ◽  
Real Contact ◽  
Surface Statistics ◽  
Contact Parameters

Microcontact models, describing contact of two rough surfaces, are fundamental for the modeling of friction and wear. This paper presents a critical analysis of existing models and discusses their limitations. A new deterministic microcontact model based on conformal/counterformal contact of asperities, as opposed to the combined surface statistics and counterformal asperity contact, is presented. Based on this model, a computer program has been developed. The input data are the digitized 3-D topographies, separately measured from the two contacting surfaces. The program first determines the original mating position and then calculates the surface contact parameters: contact radius, contact pressure, real contact area and the number of elastic, plastic, conformal, and counterformal contacts.

An incremental equivalent circular contact model for rough surfaces

2021 ◽  
pp. 1-16
Author(s):  
Gangfeng Wang ◽  
Xuan-Ming Liang ◽  
Yan Duo
Keyword(s):  
Contact Area ◽  
Rough Surfaces ◽  
Normal Load ◽  
Real Contact Area ◽  
Contact Radius ◽  
Surface Separation ◽  
Real Contact ◽  
Proposed Model ◽  
Geometrical Information ◽  
Circular Contact

Abstract The accurate calculation of real contact area between rough surfaces is a key issue in tribology. In this paper, based on the geometrical information of total contact area and the number of contact patches with respect to surface separation, a new method is proposed to determine the relation between real contact area and normal load. The contact of rough surfaces is treated as an accumulation of equivalent circular contacts with varying average contact radius. For a realistic range of separation, the proposed model predicts a linear relation between real contact area and load, and coincides well with direct finite element calculations. Moreover, this model is general and not confined to isotropic Gaussian surfaces.

scholarly journals Experimental development of low-frequency shear modulus and attenuation measurements in mated rock fractures: Shear mechanics due to asperity contact area changes with normal stress

Geophysics ◽  
2017 ◽  
Vol 82 (2) ◽  
pp. M19-M36 ◽  
Author(s):  
Seth Saltiel ◽  
Paul A. Selvadurai ◽  
Brian P. Bonner ◽  
Steven D. Glaser ◽  
Jonathan B. Ajo-Franklin
Keyword(s):  
Shear Modulus ◽  
Normal Stress ◽  
Contact Area ◽  
Fractured Reservoirs ◽  
Low Frequency ◽  
Real Contact Area ◽  
Rock Fractures ◽  
Asperity Contact ◽  
Experimental Development ◽  
Real Contact

Reservoir core measurements can help guide seismic monitoring of fluid-induced pressure variations in tight fractured reservoirs, including those targeted for supercritical [Formula: see text] injection. We have developed the first seismic-frequency “room-dry” measurements of fracture-specific shear stiffness, using artificially fractured standard granite samples with different degrees of mating, a well-mated tensile fracture from a dolomite reservoir core, as well as simple roughened polymethyl methacrylate (PMMA) surfaces. We have adapted a low-frequency (0.01–100 Hz) shear modulus and attenuation apparatus to explore the seismic signature of fractures and understand the mechanics of asperity contacts under a range of normal stress conditions. Our instrument is unique in its ability to measure at low-normal stresses (0.5–20 MPa), simulating “open” fractures in shallow or high-fluid-pressure reservoirs. The accuracy of our instrument is demonstrated by calibration and comparison with ultrasonic measurements and low-frequency direct shear measurements of intact samples from the literature. Pressure-sensitive film was used to measure real contact area of the fracture surfaces. The fractured shear modulus for most of the samples shows an exponential dependence on the real contact area. A simple numerical model, with one bonded circular asperity, predicts this behavior and matches the data for the simple PMMA surfaces. The rock surfaces reach their intact moduli at lower contact area than the model predicts, likely due to more complex geometry. Finally, we apply our results to a linear-slip interface model to estimate reflection coefficients and calculate S-wave time delays due to the lower-wave velocities through the fractured zone. We find that cross-well surveys could detect even well-mated hard-rock fractures, assuming the availability of high-repeatability acquisition systems.

Influence of Paper Lint on Friction and Wear of Rubber Rollers

2018 ◽  
Author(s):  
Yosuke Tsukiyama ◽  
Isami Nitta
Keyword(s):  
Friction Coefficient ◽  
Friction Force ◽  
Contact Area ◽  
Friction And Wear ◽  
Surface Contamination ◽  
Real Contact Area ◽  
The Real ◽  
Real Contact ◽  
Different Types

This paper deals with the influence of surface contamination on the frictional mechanisms of rubber rollers. The contamination which adhered on the rollers after feeding many sheets of papers is one of the predominant causes of paper jams. However, the mechanism has not been understood. The purpose of this paper is to clarify the relationships between the friction force and the real contact area of papers and contaminated rubber rollers. Carrying out paper feeding tests by using a commercial multifunction peripheral, we tested different types of papers produced by different manufacturers. The tests have been done with combinations of different manufacturer’s papers and different kinds of roller materials. Observations of the real contact area clarified that the roller surfaces covered with paper powders or lint reduces the friction coefficient.

An Analytical Thermodynamic Approach to Friction of Rubber on Ice

2012 ◽  
Vol 40 (2) ◽  
pp. 124-150
Author(s):  
Klaus Wiese ◽  
Thiemo M. Kessel ◽  
Reinhard Mundl ◽  
Burkhard Wies
Keyword(s):  
Coefficient Of Friction ◽  
Liquid Layer ◽  
Contact Area ◽  
Leading Edge ◽  
Viscous Friction ◽  
Analytical Approximation ◽  
Real Contact Area ◽  
Length Scales ◽  
Real Contact ◽  
Ice Surface

ABSTRACT The presented investigation is motivated by the need for performance improvement in winter tires, based on the idea of innovative “functional” surfaces. Current tread design features focus on macroscopic length scales. The potential of microscopic surface effects for friction on wintery roads has not been considered extensively yet. We limit our considerations to length scales for which rubber is rough, in contrast to a perfectly smooth ice surface. Therefore we assume that the only source of frictional forces is the viscosity of a sheared intermediate thin liquid layer of melted ice. Rubber hysteresis and adhesion effects are considered to be negligible. The height of the liquid layer is driven by an equilibrium between the heat built up by viscous friction, energy consumption for phase transition between ice and water, and heat flow into the cold underlying ice. In addition, the microscopic “squeeze-out” phenomena of melted water resulting from rubber asperities are also taken into consideration. The size and microscopic real contact area of these asperities are derived from roughness parameters of the free rubber surface using Greenwood-Williamson contact theory and compared with the measured real contact area. The derived one-dimensional differential equation for the height of an averaged liquid layer is solved for stationary sliding by a piecewise analytical approximation. The frictional shear forces are deduced and integrated over the whole macroscopic contact area to result in a global coefficient of friction. The boundary condition at the leading edge of the contact area is prescribed by the height of a “quasi-liquid layer,” which already exists on the “free” ice surface. It turns out that this approach meets the measured coefficient of friction in the laboratory. More precisely, the calculated dependencies of the friction coefficient on ice temperature, sliding speed, and contact pressure are confirmed by measurements of a simple rubber block sample on artificial ice in the laboratory.

scholarly journals Relationship between the real contact behavior and tribological characteristics of cotton fabric

Friction ◽  
2020 ◽  
Author(s):  
Rongxin Chen ◽  
Jiaxin Ye ◽  
Wei Zhang ◽  
Jiang Wei ◽  
Yan Zhang ◽  
...  
Keyword(s):  
Friction Coefficient ◽  
Contact Area ◽  
Dynamic Change ◽  
Tribological Characteristics ◽  
Real Contact Area ◽  
Cotton Fibers ◽  
Friction Behavior ◽  
Contact Behavior ◽  
The Real ◽  
Real Contact

Abstract The tribological characteristics of cotton fibers play an important role in engineering and materials science, and real contact behavior is a significant aspect in the friction behavior of cotton fibers. In this study, the tribological characteristics of cotton fibers and their relationship with the real contact behavior are investigated through reciprocating linear tribotesting and real contact analysis. Results show that the friction coefficient decreases with a general increase in load or velocity, and the load and velocity exhibit a co-influence on the friction coefficient. The dynamic change in the real contact area is recorded clearly during the experiments and corresponds to the fluctuations observed in the friction coefficient. Moreover, the friction coefficient is positively correlated with the real contact area based on a quantitative analysis of the evolution of friction behavior and the real contact area at different loads and velocities. This correlation is evident at low velocities and medium load.

scholarly journals Estimation of real contact area during sliding friction from interface temperature

AIP Advances ◽  
2016 ◽  
Vol 6 (6) ◽  
pp. 065227
Author(s):  
Sung Keun Chey ◽  
Pengyi Tian ◽  
Yu Tian
Keyword(s):  
Contact Area ◽  
Sliding Friction ◽  
Real Contact Area ◽  
Interface Temperature ◽  
Real Contact

An Observation Method of Real Contact Area during PVA Brush Scrubbing

2018 ◽  
Vol 282 ◽  
pp. 73-76 ◽  
Author(s):  
Toshiyuki Sanada ◽  
Masanao Hanai ◽  
Akira Fukunaga ◽  
Hirokuni Hiyama
Keyword(s):  
Contact Area ◽  
Contact Condition ◽  
Real Contact Area ◽  
Led Light ◽  
The Real ◽  
Real Contact ◽  
Observation Method

In the post CMP cleaning, the contact condition between PVA brush and surface is very important. In this study, we observed the real contact area between a brush and surface using a collimating LED light and prism. As a result, we found that the real contact area increases with increasing the brush compression. In addition, we also found that the real contact area decreases when the brush starts to move, and the brush was locally compressed due to its deformation.

scholarly journals A 3D study of the contact surface developed by the contact between the tires and the structural pavements

Exacta ◽  
2009 ◽  
Vol 6 (2) ◽  
pp. 197-208
Author(s):  
Alex Alves Bandeira ◽  
Rita Moura Fortes ◽  
João Virgílio Merighi
Keyword(s):  
Finite Element ◽  
Contact Mechanics ◽  
Contact Area ◽  
Augmented Lagrangian Method ◽  
Numerical Results ◽  
Real Contact Area ◽  
The Real ◽  
Real Contact ◽  
Commercial Program ◽  
Contact Surfaces

The basic aim in this work is to present a new technique to analyze the contact surfaces developed by the contact between the tires and the structural pavements by numerical simulations, using 3D finite element formulations with contact mechanics. For this purpose, the Augmented Lagrangian method is used. This study is performed just putting the tires on the structural pavement. These tires and the structural pavement are discretized by finite elements under large 3D elastoplastic deformation. The real loads (of aircrafts, trucks or cars) are applied directly on each tire and by contact mechanics procedures, the real contact area between the tires and the pavement surface is computed. The penetration conditions and the contact interfaces are investigated in details. Furthermore, the pressure developed at the contact surfaces is automatically calculated and transferred to the structural pavement by contact mechanics techniques. The purpose of this work research is to show that the contact area is not circular and the finite element techniques can calculate automatically the real contact area, the real geometry and its stresses and strains. In the end of this work, numerical results in terms of geometry, stress and strain are presented and compared to show the ability of the algorithm. These numerical results are also compared with the numerical results obtained by the commercial program ANSYS.

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