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By Eduardo Dominguez Trindade

Lubricant oils are subjected to reciprocating movement in the piston ring/cylinder tribocouple of automotive engines. In this kind of movement, the relative speed oscillates between zero and a maximum, and therefore the lubrication regime goes from boundary to hydrodynamic. Tribotests are widely used in laboratories to hint at the friction developed in these systems. In the present work, a SRV tribometer was used to evaluate the friction behaviour of lubricant oils under reciprocating movement up to 60 Hz. A high acquisition rate allowed the analysis of data inside each reciprocating cycle. Both a pure base oil and a fully formulated lubricant were used. Changes in the contact pressure, viscosity and speed were seen to influence friction, which was correlated to the relative thickness predicted by Hamrock-Dowson equation. While some observed characteristics were typical consequences of the Stribeck curve, other effects were also observed, such as the occurrence of seizure at high reciprocating frequency. A lower boundary coefficient of friction due to additive package in the formulated oil was also observed. The results allow a better understanding of friction in reciprocating cycles and can be used to evaluate the performance of oils and surfaces in laboratory prior to engine testing.

Jul 31, 2018

By P. K. Kaiser, D. D. Tannant

"A support system for large ground convergence conditions or burst-prone ground must contain holding elements (rockbolts, cable bolts, etc.) that are strong yet capable of sustaining large deformations, i.e., they must absorb as much energy as possible. Steel wire rope anchored in a borehole by a friction bolt provides these desired yield characteristics if the frictional anchorage is placed deep enough into the rockmass, i.e., in non-yielding rock or beyond the expected depth of rock ejected during a rockburst. Pull-out tests were conducted on wire ropes anchored by inflated Swellex bolts to assess the feasibility of this support concept. The test results demonstrate that a Swellex bolt generates a frictional anchorage that allows the wire rope to slide at high loads and to absorb significantly more energy than either a Swellex bolt alone, or a cement-grouted cable.The rope/friction bolt combination can be engineered to provide the desired energy absorption and allowable deformation by varying the installed lengths of the friction bolt and the rope. For yielding rope support, the contact length between the rope and Swellex bolt must be short enough to ensure that the rope can slip well before its tensile capacity is reached. A safe maximum overlap length is about one metre for the wire rope used in this testing. When used as support in the backs of drifts, a swaged button on the ropes end must be used to ultimately mobilize the full rope capacity thereby protecting against gravity-driven falls of ground."

Jan 1, 1995

By T M. Nester, D J. Reardon, A N. Page, B J. Barsanti

The load capacity of a friction bolt has long been regarded as 4 t/m of embedment for ground support design analysis and supported by in situ pull test results. In recent years, the authors have observed lower pull test results or inconsistent results which were rarely sighted in the early 2000s. The lower pull test results indicated in some cases that reliable friction bolt capacity (≥90 per cent of results) is closer to 3 t/m of embedment with some geotechnical engineers adjusting the ground support parameters in the design work accordingly. This can be in contrast with other mines which reliably obtain 4 t/m (or greater) using the same suppliers bolt in similar ground conditions. This raised several questions: • What is the effect of poor installation (bolt twist or bolt hole deviation)? • Does the performance of friction bolts vary in different rock masses? • Does bolt performance vary between suppliers? • What effect does increased jumbo feed/percussion/rotation settings have? • Have the bolt dimensions or steel strip width changed? • Have the physical bolt properties changed? • Have the steel properties changed? This paper was aimed to answer as many of these questions as possible and discuss each variable in detail. This project included friction bolt trials at various mine sites across Australia, multiple friction bolt manufacturers, steel manufacturers and laboratory analysis. The paper also includes discussion on what the authors consider best practice for pull testing. It should be noted, the terms ‘friction stabiliser’ and ‘split set’ used in this paper are used in a generic manner and is not linked to any specific ground support supplier. Whilst its acknowledged within the industry the term split set and friction stabiliser is used interchangeably, the authors acknowledge that the term split set is a trademark of Split Set Mining Systems and has been used in context in this paper.

Nov 29, 2022

By E. P. Pfleider, E. G. Malmlow, F. Landau

Friction drive hoists, long popular on the Continent, are now being installed in the U. S. and Canada by the Swedish firm of ASEA. Invented by C. F. Koepe and used first in 18.77, the principle is the same as that in elevator installations throughout the world. Inherent advantages of this system of hoisting were not fully developed until the recent introduction of the multiple-rope principle and design of concrete tower installations. Operators have a choice of independent operation of single skips and cages using counterweights, or use of skips or cages in balance. Also, hoisting control may be automatic, push button, or manual.

Jan 1, 1955

By Frank Rausche, Scott D. Webster, Rozbeh B. Moghaddam

"Pile foundation driveability is a function of several variables such as subsurface characteristics, hammer type, hammer efficiency, pile type, and plugging conditions. One important phenomenon occurring during pile driving, and yet not well documented and published, is the friction fatigue, where a reduction of shaft resistance is observed as the pile is driven to greater embedment. This paper introduces current soil models developed for the assessment of friction fatigue, and further presents a comparison between predicted driveability obtained from Wave Equation Analysis Program (GRLWEAP) and field driving records. From a literature survey, and review of technical articles, a widely-used soil model known as AH-01 has been selected to analyze the friction fatigue concept. Using a WEAP software, two driveability analysis were completed using the standard approach with setup factors, and adapting the AH-01 model into the WEAP input file. Driveability predictions were compared to the driving records corresponding to a 1676-mm x 44- mm open-ended pipe pile with a total and embedment lengths of 180-m and 119-m, respectively. Results from analyses and the comparison presented in this paper provide further information regarding existing methods for the incorporation of the friction fatigue concept to the driveability analyses, and contributes to a better prediction of driveability of open-ended pipe piles. IntroductionDynamic measurements during pile installation provide more dependable information as compared to results obtained from predictive models used for design. Despite uncertainties associated with a specific project site and foundation type, measured data provides a reliable understanding of the soil resistance and its distribution throughout the length of the pile. Back-calculations or back-analyses based on a series of measured data from a pile driving process could help to obtain reliable models to better predict events related to pile installation process in spite of all variability related to fitted models. One of the widely-used analysis regarding pile driving during the design phase is the “driveability analysis” where capacity, blowcounts, maximum stresses in the pile element, and transferred energy from the hammer to the pile element are predicted using mathematical models along with a software. Such analysis requires relevant information regarding soil, pile, and hammer properties combined with a deep understanding of the level of impact each one of these properties could have on the analysis."

Jan 1, 2017

By John K. Irwin

Friction hoisting has assumed a major role since its introduction to North America less than ten years ago. Interest was illustrated by a recent visit of the Adirondack Section of AIME to a new friction hoist at Chateaugay mine of Republic Steel Corp. at Lyon Mountain, N. Y. The 80-in. diam, 4-rope machine at Lyon Mountain is typical of modern friction hoists. The hoist is mounted on a structural steel tower without deflection sheaves.

Jan 10, 1963

By D. L. H. Bulbring

The removal of a cylindrical core from thick-wall sections for creep analysis by the relatively new Weldcore® process represents a very exciting methodology for obtaining more representative creep damage data from large engineering structures. The cylindrical core that is removed, representing about 60% of the wall thickness, leaves a substantial removal site that needs to be repaired. This paper presents data pertaining to taper Friction Hydro Pillar Processing as an alternative repair technique for filling the core removal site. Process parameters were evaluated with special attention being paid to the effect of downward force on process response variables, weld defects, and mechanical properties of 10CrMo910 steel. Process temperature and torque response as well as total process energy input were also considered. This paper also assesses the static and dynamic performance of this repair technique. The influence of a varying downward force and the occurrence and position of discontinuities were quantified. Downward force was shown to have the most notable effect on weld joint dynamic performance and was found to be related to the process temperatures achieved in close proximity to the weld interface.

Jan 1, 2013

By John P. Turner, Benjamin J. Turner

"Tieback anchors are now used routinely for landslide stabilization in the USA and abroad. It is generally understood by design engineers that friction loss over the unbonded length of a tieback anchor is inherent to the system, and such loss is permitted as long as it does not exceed a certain threshold, typically 20 percent of the post-tensioning load. However, recent experience from projects utilizing tieback anchors with unbonded lengths in excess of 150 feet has demonstrated that this criterion may be difficult to achieve, particularly in certain ground conditions. Furthermore, anchor friction loss, even if below the 20-percent threshold, has important implications for the stability of the slope that are often ignored in practice. This paper presents the results of a study in which friction loss is quantified from load test data for projects in a variety of ground conditions by means of a “wobble coefficient.” Factors that may influence the wobble coefficient are examined, and recommendations for addressing this issue in practice are presented. A recent instrumented load-test program for a landslide stabilization project in Southern California is examined, demonstrating that with appropriate monitoring controls, uncertainty with regard to friction loss can be minimized. IntroductionSteel-strand tieback anchors have been used by the geotechnical community to support shoring systems for many decades, and more recently as a means to stabilize landslides. For strand encased in grease-filled plastic sheathing, which is intended to allow the strand to elongate freely, some load can still be transferred by friction between the strand and the grease and between the grease and sheathing. The sheathing then transfers load to the surrounding grout and, in the case of ground anchors, to the surrounding soil or rock. The resulting decrease in load over the length of the unbonded zone is known as “friction loss.”A widely used criterion for ground anchor acceptance based on load testing is that the measured anchor elongation must achieve a minimum value of 80 percent of the theoretical elastic elongation, or in other words the actual elongation can be up to 20 percent less than the theoretical value. This ensures that the majority of the load applied at the anchor head is reaching the bond zone behind the assumed failure surface, since load shed within the failure mass does not contribute to stability. This criterion acknowledges that friction loss is an inherent feature of the anchor system which cannot be eliminated completely, only minimized."

Jan 1, 2017

By Harry K. Weatherbee

The paper presents a design case study for a four-story correction facility addition in south Boston, Massachusetts, supported on friction piles driven into the Boston Blue Clay. 356 mm (14-in.) square prestressed-precast (PSPC) concrete piles were selected as they were found more effective and economical. A static load test was performed where the pile was brought to "failure". The load test data were evaluated to estimate the Ultimate Pile Capacity as well as the Ultimate Unit Skin Friction (Adhesion) to serve as a design tool for friction pile projects in the south Boston Area.

Jan 1, 2003

By von Wielligh. L., D. G. Hattingh, M. N. James, W. Thomas

"SynopsisThe process of joining materials by friction is based on generating the heat necessary to create a solid-state mechanical bond between two faying surfaces to be joined. In simple terms, the components to be joined are subjected to frictional heating between rubbing surfaces, causing an increase in interface temperature and leading to localized softening of interface material, creating what is described as a ’third body’ plasticized layer. This plasticized zone reduces the energy input rate from frictional heating and hence prevents macroscopic melting. The plasticized layer can no longer transmit sufficient stress as it effectively behaves as a lubricant (Boldyrev and Voinov, 1980; Godet, 1984; Singer, 1998; Suery, Blandin, and Dendievel, 1994). The potential for this solid-state frictional joining process to create high-performance joints between, for example, dissimilar materials with limited detrimental metallurgical impact, and reduced defect population and residual stress level, has had a very significant impact on fabrication and repair in industrial sectors such as transport. This paper presents a brief overview of the advances made within the family of friction processing technologies that could potentially be exploited in the nuclear industry as alternative joining and repair techniques to fusion welding.Modern friction processing technologies can be placed into two main categories: those that make use of a consumable tool to achieve the intended repair or joint (friction stud and friction hydro-pillar processing) and those making use of a non-consumable tool (friction stir welding). The most mature friction joining technology is friction rotary welding, where a joint is formed between original parent materials only. A new addition in this category is linear friction welding, which opens the potential for joining complex near-net-shape geometries by friction heating. The continuous innovation in friction processing over the last 25 years has led to the development of a number of unique processes and applications, highlighting the adaptability of friction processes for specialized applications for high-value engineering components.IntroductionAssessing the potential for using alternative joining and repair techniques for specific applications in a given industrial sector is informed by an appreciation of the current size and potential growth in that sector. Power generation by nuclear fission has been out of favour over the past few years, due to several high-profile nuclear incidents, e.g. the Fukushima Daiichi nuclear disaster, as well as concerns over disposal of nuclear waste and spent fuel rods. However, due to rapid increases in the demand for electricity, coupled with many fossil-fuel fired plants reaching end-of-life, there is renewed interest in installing additional nuclear capacity."

Jan 1, 2015

By R Varden

Friction rock stabilisers, commonly termed ‘Split Sets’, friction rock bolts, or continuous friction coupled bolts are the most widely used rock bolt in the Australian underground metalliferous industry. Historically, they were used for temporary reinforcement, mainly within ore development. However, their use as primary reinforcement has grown with the demand for higher development rates at lower costs. The introduction of galvanisation has increased their longevity and pattern bolting in conjunction with weld mesh, specifically made for use in development headings, has allowed the use of friction rock stabilisers to increase rapidly with development jumbo’s undertaking the installation. The installation of friction rock stabilisers appears to be deceptively simple, particularly when compared to resin encapsulated bolts. The friction rock stabilisers capacity is a function of the borehole parameters, rock mass quality/strength, the bolt dimensions and steel quality, and lastly and perhaps the most important the operator skill levels. However, as in industry we are still seeing common occurrences of friction rock stabilisers not reaching their design pull test capacity. Pull testing the friction rock stabilisers is used to verify the installation of the design capacity. It involves loading the collar of the bolt with a hydraulic ram until the design load is reached or the bolt slips. Pull tests often show failure rates of 20 per cent or higher. This is despite over 40 years of use and with millions of units installed annually. Such high failure rates would suggest there remain issues with the quality of installation. Ground support quality assurance and quality control (QAQC) programs are needed in combination with operator training to ensure that pull test failure rates are kept as low as practical. However, there are times when despite the QAQC being completed the pull test failure rates increase quite suddenly. When this occurs, it is important to conduct a thorough investigation. These investigations often show there are several factors that are not obvious to personnel installing the bolts. To complete a useful investigation, it must also be done methodically, working through the entire process that includes less obvious factors such as steel quality and the calibration of the hydraulic pull test kit. The aim of the paper is to give mine practitioners an understanding of the complexities of friction rock stabilisers, what QAQC requirements they should be doing on-site, what can go wrong during installation and, if necessary, a process of how to conduct investigations into high friction rock stabiliser pull test failure rates.

Mar 29, 2023

By James J. Scott

Introduction Friction Rock Stabilizers, trade name Split Sets, are presently under research and development by Ingersoll-Rand Company and Dr. James J. Scott, inventor. Conceived in 1953, the system is a patented process undergoing extensive field and laboratory testing. The author has published papers on the Split Set System earlier (References 4, 5, 6) The Split Set System holds promise to be a revolutionary development in the field of ground control. The system produces an interior reinforcement to a rock mass which: 1. Is simple in its concept. 2. Adjusts to the degree of restraint needed to match rock properties. 3. Provides a yieldable support and, later, a more rigid support as it is needed. 4. Pre-loads the rock in compression to increase stability. 5. Is a full-contact, fully tensioned device to resist rock loads. 6. Minimizes the stress concentration effects inherent in many interior support devices. 7. Improves safety for the miner. 8. Is cheaper than a grouted system. 9. Offers the rock mechanics engineer an opportunity to design in a fashion not before possible.

Jan 1, 1977

By James J. Scott

In the fall of 1976 the author started test work with Friction Rock Stabilizers in uranium mines of the West, principally in the Ambrosia Lake and Churchrock districts of New Mexico. Tests were also conducted in other uranium mines in the Rocky Mountains area. These mines are plagues with problems in ground control due to the weak formations in which mineralization occurs, mudstones, siltstones, weak sand, etc. For this reason, it is extremely difficult to obtain good anchorage for long periods of time with conventional mechanical roof bolts. Resin bolts give good anchorage but are expensive and, because of hole erosion and difficulties in installation due to inadequate equipment for mixing the resin and placing the rebar, they are not widely used. Field testing was also carried out in trona, limestones and hard and soft shale formations. The mechanism of the Friction Rock Stabi1izer support is discussed and pull test data presented for various rock types.

Jan 1, 1977

By J. J. Scott

Friction Rock Stabilizers, trade name Split Set*, is a new support system invented by the author and under development by Ingersoll-Rand and Lee-Norse Company. Split Sets are a substitute for standard bolts or fully grouted resin bolts and have certain advantages which are: 1. Improved safety for the miner 2. A rational design is possible based on rock mechanics principles 3. Supports can be made either to be yieldable or rigid 4. Supports can be used to build a roof beam or to suspend roof material 5. It is cheaper than the resin system and costs about the same as standard bolts.

Jan 1, 1974

By James J. Scott

A four-year program of research, development, and field testing has led to the refinement of a ground support system utilizing friction rock stabilizers, or "Split Sets," as they are known by their patented trade name. These rock anchors are a distinct departure from conventional anchors or fully grouted anchor systems, and allow control of ground movement internally in a manner that permits controlled deformation during the early phase of rock "relaxation" around a mine opening, increased anchorage per unit length during the secondary creep stage, and have the ability to strengthen and stabilize mine openings for extended periods of time.

Jan 7, 1977

By X. Cao

Friction stir processing (FSP) is used to produce wrought microstructures at the surface of sand-cast aerospace grade magnesium alloy ZE41A-T5. It is found that the microstructure is significantly refined in the stir zone and the flow arm. The stir zone is largely comprised of equiaxed magnesium grains of approximately 4.5 pm compared with about 50 µm in the base cast material. In the stir zone, however, abnormal growth of some grains is also observed. Vickers microindentation hardness tests indicated that the stir zone experiences some increases in hardness. Single surface passes with low distortion, lack of pores and cracks were successfully obtained indicating the great potential of the FSP technique for modifying, improving and repairing magnesium alloy castings. This will probably open new opportunities to apply magnesium alloys in aerospace industry.

Jan 1, 2007

By P. J. Oakley, W. M. Thomas, S. W. Kallee, D. G. Staines

A Friction stir welding (FSW) is now extensively used in aluminium industries for joining and material processing applications. The (FSW) technology has gained increasing interest and importance since its invention at TWI almost 15 years ago. The basic principle, recent applications and the continuing development of the FSW technology are described. The paper will introduce some of the variants of FSW, such as Dual-rotation, Twin-stir(TM), and the Stir-lock(TM) technique.

Jan 1, 2006

By Farzad Khodabakhshi, Adrian P. Gerlich

"In this article, cold spraying process was utilized to coat the surface of AZ31 magnesium alloy with a layer of AA7075 aluminum alloy. Thereafter, friction-stir processing (FSP) was employed to enhance the microstructure and consolidate the deposited layer. The grain structure and phase morphology were studied along with indentation hardness before and after cold spraying and friction stir processing. The magnesium substrate had an initial hardness of 74 HV which increased to 102 HV after FSP due to refinement of grains to <2 µm. The aluminum coating layer, provided improved surface hardness up to 160 HV, which further increased to 173 HV after FSP was applied.INTRODUCTION Cold spray is a material deposition process which can be used for surface modification, since it deposits material on a metallic substrate with little heating by way of high velocity ballistic impacts. Using cold spray technology, it is possible to deposit a wide range of coatings with various thicknesses by controlling the characteristics of the feeding powder and metal substrate, gas temperature, gas pressure, powder feeding rate, nozzle geometry, and gun traverse velocity. This process has been recently employed for surface modification in various aircraft and automobile structural applications. This has led to a broad range of research using this process for production and modification of different metallic and non-metallic systems. In the present study, cold spray process was used to deposit a uniform layer of aluminum-zinc alloy (AA7075) on the surface of AZ31 magnesium alloy. This coating was subsequently treated by way of friction-stir processing (FSP) as a new post-spraying modification technique to enhance the structural homogeneity and densification of the coated aluminum layer. This method utilizes a non-consumable rotating tool with a specially designed shoulder and pin that is plunged into the surface of metal to be modified and then moved along the direction of interest. The localized frictional heating between the rotating tool and workpiece leads to softening of the materials around the pin, and material extrusion through a complex flow of material from the advancing toward the retreating side the tool. To the author’s best knowledge, only a few reports discuss the modification of a cold sprayed deposit by FSP process. The microstructure and mechanical properties of the cold sprayed layer and substrate before and after FSP modification were examined using optical observations (OM) and indentation hardness testing. Furthermore, the AZ31 alloy substrate alone was treated with FSP as well, for the aim of comparison to the processed coating."

Jan 1, 2017

By Farzad Khodabakhshi, Adrian P. Gerlich

"Multi-pass friction stir processing (FSP) was performed to fabricate a new Al-Mg-Graphene nanocomposite. Microstructural developments and distribution of graphene were studied by using electron backscattering diffraction (EBSD) and transmission electron microscopy (TEM) analysis. In the stirred zone (SZ), grain structure was refined down to about 2 µm attributing to the operative dynamic restoration mechanisms and the locking effect of graphene phase. As a result, the yield strength of Al-Mg alloy was improved more than two times due to incorporation of graphene nano-sheets. Also, the indentation hardness resistance of nanocomposite was increased up to ~60%.INTRODUCTION Aluminum-matrix nanocomposites have garnered significant in recent years due to their superior performance and potential advantages for several industrial applications including the automotive and aerospace sectors. Among various reinforcing nano-materials, carbon-based structures featuring sp2 or sp3 hybridization bonds have been found to offer considerably improved physical and mechanical properties. Such carbon allotropes form at micro- and nano-scales including; graphite, carbon nano-tube (CNT), nano-fiber, and graphene. The potential of two-dimensional (2D) carbon materials was introduced in 2004, with the development of graphene as an alternate 2D allotropic form of the carbon structure with a honey-comb lattice at the atomic-scale. It has been shown that it is currently among the strongest materials ever tested with an intrinsic tensile strength of 130 GPa and Young’s modulus of 1000 GPa, and also offers unique thermal and electrical properties.To fabricate metal-matrix nanocomposites reinforced by graphene nano-sheets with typical metallurgical processing techniques, some attempts have been reported in the literature for various solid-state techniques including; hot rolling, mechanical alloying, and friction stir processing (FSP) of pre-cast plates or surface dispersed graphene oxides. The main challenge in those methods was to facilitate the considerable high temperature and pressure for attaining a uniform dispersion of the nano-sheets during the consolidation process. In most cases, significant difficulties have been reported in obtaining a uniform dispersion of graphene within the metal matrix. Among various techniques for production of metal-matrix nanocomposites, FSP has attracted significant attention as a method of surface modification since it was first reported by Mishra et al. In this process, a non-consumable rotating tool is plunged into the surface of material for the aim of microstructure modification. Extreme material plasticity is induced without melting as a result of friction between the tool and workpiece. Frictional heating and severe plastic deformation induced by the FSP process enables metal matrix nanocomposite fabrication by softening the base material and mechanical stirring to disperse the reinforcing nano-materials into the matrix."

Jan 1, 2017

ignitions caused by cutting tools have occurred at a rate of some 14 per year in UK coal mines since 1965, mostly on the coalface. The rate has held steady despite reducing output and number of collieries. Investigations were carried out over this period into factors affecting both the concentration of firedamp in the cutting zone and the igniting source. A study into detecting and suppressing ignitions on shearers has been undertaken and it is feasible to prevent certain ignitions from spreading outside the cutting zone. Practical measures have been adopted by British Coal to identify frictional ignition sites and to lay down working procedures to minimise risk.

Jan 1, 1988