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T R I B O L O G Y &
L U B R I C A T I O N
T E C H N O L O G Y
SYSTEMS, STRATEGIES & RESEARCH FOR LUBRICATION PROFESSIONALS AN
PUBLICATION | FEBRUARY 2013
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Gear Oils
Proper selection
for todays hotter,
smaller machines
BEARING DAMAGE
ANALYSIS
Donning the
detectives cap
SUSTAINABLE LIVING
Survival through
innovation
FUEL ECONOMY
Is it worth retooling
older vehicles?
TELL YOUR STORY
Social media marketing
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feaTures
TLT / FEBRUARY 2013 / VOLUME 69 / NO. 2
22 19 15
Contents
LUBRICATION FUNDAMENTALS
19 Sustainable new Products
In todays resource-fnite world,
survival starts with innovation.
by dr. robert M. gresham
WEBINARS
22 analyzing bearing damage
Be prepared. Youll need a
combination of detective skills
to fnd your answers.
by Josh fernatt
COVER STORY
26 Trends in industrial gear oils
Todays machines are smaller,
hotter and overloadedmaking
proper lubricant selection even
more critical.
by Jean van rensselar
PEER-REVIEWED PAPER (EDITORS CHOICE)
34 novel Propelling
Mechanisms based on
frictional interaction for
endoscope robot
by y.-T. Kim and d.-e. Kim
STUDENT POSTER ABSTRACT
15 a new insight in low
friction characterization
application to dlc coatings
by fida Majoub, Michel belin,
Jean-Michel Martin and Jol
Perret-liaudet
Extended abstracts written
by winners of the Student
Poster Competition held at
STLEs 2012 Annual Meeting
& Exhibition.
W W W. S T L E . O R G T R I B O L O G Y & L U B R I C A T I O N T E C H N O L O G Y F E B R U A R Y 2 0 1 3 1
26
deparTMenTs
8 Tech beat
More effcient surface
treatment; 3rd-generation
advanced high-strength steel;
heterogenized homogenous
nanocatalysts.
by dr. neil canter
45 newsmakers
This months newsmakers
include R.T. Vanderbilt, Herguth
Laboratories, Archway Sales
and Hydrotex.
48 Sounding board
Should improving fuel economy
of older-model vehicles be a
priority?
53 new Products
Mold-release agents; automated
lubrication system; hydraulic
seals and more!
57 advertisers index
59 STle local Section Meeting
calendar
A listing of networking events
and technical meetings taking
place in your area.
PUBLISHER/EDITOR-IN-CHIEF
Thomas T. Astrene
MANAGING EDITOR
Karl M. Phipps
CONTRIBUTING EDITORS
Dr. Neil Canter
Dr. Robert M. Gresham
Mike Johnson
Jean Van Rensselar
CIRCULATION COORDINATORS
Myrna Scott
Judy Enblom
DESIGN/PRODUCTION
Joe Ruck
ADVERTISING SALES
Tracy Nicholas VanEe
Phone: (630) 922-3459
Fax: (630) 904-4563
tnicholas@stle.org
Joe Clayton
Sea-Land Chemical
Westlake, Ohio
Dr. Martin Greaves
The Dow Chemical Co.
Freeport, Texas
Dr. Patrick Henning
Spectro, Inc.
Littleton, Massachusetts
Dr. Ramesh Iyer
Evonik Oil Additives USA
Horsham, Pennsylvania
Frank Kroto
The Lubrizol Corp.
Wickliffe, Ohio
Mike Mayers
Analysts, Inc.
Stafford, Texas
Sandra Mazzo-Skalski
ExxonMobil Chemical
Paulsboro, New Jersey
Paul Michael
Milwaukee School of
Engineering
Milwaukee, Wisconsin
Dr. Jun Qu
Oak Ridge National
Laboratory
Oak Ridge, Tennessee
Dan Vargo
Functional Products
Macedonia, Ohio
TRIBOLOGY AND LUBRICATION TECHNOLOGY (USPS
865740) Vol. 69, Number 2, (ISSN-1545-858), is published
monthly by the Society of Tribologists and Lubrication
Engineers, 840 Busse Hwy, Park Ridge, IL 60068-2376.
Periodicals Postage is Paid at Park Ridge, IL and at
additional mailing offces. POSTMASTER: Send address
changes to Tribology and Lubrication Technology,
840 Busse Hwy, Park Ridge, IL 60068-2376.
EDITOR
Evan Zabawski
Calgary, Alberta, Canada
TECHNICAL EDITORS
4
Contents
4 Presidents report
Shared vision
6 from the editor
Bouncing Back
7 headquarters report
Technical education builds your
brand and your skills
62 Social Media Marketing
Find your story
64 cutting edge
Tribochemical wear in
a transmission electron
microscope
coluMns
62
2 F E B R U A R Y 2 0 1 3 T R I B O L O G Y & L U B R I C A T I O N T E C H N O L O G Y W W W. S T L E . O R G
www.lubrizol.com
2012 The Lubrizol Corporation. All rights reserved.
120991
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master stroke of achievement. Introducing: a new Lubrizol high-performance technology to help you master that
challenge. Micropitting resistance: resolved. Seal compatibility: done. Paint compatibility: mission accomplished.
Now available worldwide as a nished uid or full-performance additive package.
With you every step of the way.
The Tribology SocieTy of india (TSi) is an orga-
nization with a vision and mission quite similar to
those of STLE. In May 2009 offcers from both organi-
zations met in Orlando at the STLE Annual Meeting and
began to form the basis of continuing cooperation. This resulted in
three days of jointly sponsored education courses in Guragon, India,
(near Delhi) in January 2010, followed by more courses in February
2011 at the same location. Our own Dr. Bob Gresham, STLE director of
professional development, was the main contact and one of the in-
structors for these courses.
STLE then was invited to participate in TSIs 8th International Con-
ference on Industrial Tribology (ICIT) held in Pune, India, Dec. 7-9, 2012.
The theme of the conference was Tribology for Sustainable Develop-
ment. More than 200 tribologists from nine countries attended. During
the three days, there were two education courses, three plenary ses-
sions with seven invited speakers, 64 oral technical presentations di-
vided across 16 session topics, 68 poster presentations and 17 exhibi-
tors. In addition, 21 people took the CLS examination before the start of
the conference! Dr. Gresham, STLE Past President Dr. Ed Becker and I
were invited to speak at this event.
As an indication of the value TSI places on their relationship with
STLE, they invited me to open the conference and give the inaugural
address on the subject of sustainability. Having spent all my time in the
metalworking feld, I wondered what I could present on the subject of
sustainability that would be meaningful to the wide-ranging group at-
tending this conference. Fortunately, attending our annual meetings,
the International Joint Tribology Conference (IJTC), and other STLE-
sponsored events had given me ample information for such a talk! Let
me give you some examples.
There was Ted McClures paper comparing the lubrication value of
vegetable oils to petroleum oil on the twist compression test. My visits
with STLE corporate members had given me insights into changes they
were making to improve sustainability within their operations.
Dr. Ali Erdemirs excellent paper on Global Energy Consumption Due
to Friction in Passenger Cars was a wealth of information (Tribol. Int.,
47, 2012, pp 221-234). He showed that 33% of a cars fuel was used just
to overcome friction, and only 21.5% was used to move the car forward.
At the 2012 IJTC, Dr. Erdemir reported that the addition of 1% boric acid
nanoparticles to engine oil could reduce coeffcient of friction by near-
ly two-thirds.
Then there is the hydraulic hybrid car being developed by the Cen-
ter for Compact and Effcient Fluid Power, which was discussed in the
February 2012 and October 2012 issues of TLT (available online at www.
stle.org). These issues of TLT reported on how hydraulic hybrid vehi-
cles had signifcant advantages over electric hybrid vehicles, including
lighter weight, lower cost, longer useful life, lower safety risks and
fewer environmental hazards.
The 2012 IJTC had several papers on sustainable wind energy and
how advances in tribology could improve overall operation of these
units and forestall gearbox failure. There were also presentations on
environmentally friendly, or green lubricants, and ionic liquid lubricants.
After some refection, I felt heartened at the amount of relevant
material that I could use in my talk because of my association with
STLE and its members. So the talk at ICIT went off without a hitchex-
cept for the fact that my luggage never arrived at the conference! It
ended up in Delhi rather than Pune. Luckily I was able to fnd a suit and
tie at a nearby mall.
During the TSI conference, several people told me that they plan to
attend STLEs 2013 Annual Meeting & Exhibition in Detroit, May 5-9and
some will present papers. I know our members will make them feel very
welcome!
The next TSI event will be ASIATRIB, Jan. 27-30, 2014, in New Delhi.
ASIATRIB is a signifcant tribological event that draws people from
many countries in that part of the world, and STLE plans to be involved!
Jerry Byers is manager of research and development for
Cimcool Fluid Technology in Cincinnati. You can reach him at
jerry_p_byers@cimcool.com.
PreSidenTS rePorT
Jerry P. Byers
STLEs relationship with the
Tribology Society of India
continues to grow.
I felt heartened at the amount of relevant material I could use in my
talk because of my association with STLE and its members.
Shared
vision
4 WanttobecomeanSTLEFeaturedMember?Tellusyourstoryandconnectwithyourpeers.Detailsatwww.stle.org.
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ThoSe of you who TooK PhySicS in
high School might recall learning about
Newtons Third Law of Motion, which states
that for every action there is an equal and
opposite reaction. To demonstrate this ef-
fect, teachers often use collisions involving
balls. A ball dropped without spin will bounce
straight up, whereas a ball dropped at an
angle will bounce off the foor at an equal
and opposite angle. But in either case, a ball
dropped with spin will depart in a direction
dependent on the direction of spin and one
other factor.
I distinctly remember my physics teacher
asking the class which way we thought a bas-
ketball would go if he dropped it with top-
spin. The consensus was that the ball would
bounce away from him, and the demonstra-
tion proved us right. Next he asked what
would happen if he pushed the ball away
from him with topspin instead of allowing it
to fall straight down. The consensus was that
the ball would depart on an even steeper
angle away from him, and again the demon-
stration proved us right.
He explained that what we were witness-
ing was the coeffcient of restitution and the
conservation of momentum and energy. He
added we were going to learn how to calcu-
late how many successive bounces a given
ball would have by observing the bounce
height of the frst rebound. He conjectured
we should also be able to calculate the dis-
tance the ball would travel (before it started
rolling) by measuring the angle of the frst
bounce.
He admitted he would not complicate it
by accounting for the spin on the ball and
demonstrated that throwing the basketball
with backspin greatly affected the frst
bounce and the balls forward momentum. At
this point, he smiled and grabbed another
ball, one we immediately recognized as a
large Super Ball. He asked what would hap-
pen if he threw it with backspin. Without
waiting for an answer, he threw the ball and
to our surprise the ball did not continue
across the class at a greater angle, similar to
the basketball, but rather it returned almost
perfectly to his hands.
Sadly, whether due to lack of time or ex-
clusion from the required curriculum, he did
not delve into a detailed explanation for the
bizarre behavior of the Super Ballits coeff-
cient of friction. Most balls, like a basketball,
grip the foor enough to transfer some of their
energy. Therefore some energy is consumed,
reversing the spin of the ball as the ball con-
tinues in its original direction at a lower
speed. A Super Ball, however, is able to grip so
strongly that it reverses direction (and spin)
so that it returns at nearly its original speed.
This may explain why so many people are
frustrated at the way a Super Ball bounces.
Unbeknownst to the average user, both
the coeffcient of restitution and the coeff-
cient of friction of sports equipment and
playing felds are carefully regulated to en-
sure fair and consistent game play. So even if
your favorite football team succumbs to a
bad bounce, understand that you can really
only blame the balls irregular shape.
For you football fans, there is one more
infuential connection. The name Lamar Hunt
should ring a bell. He founded the American
Football League in 1959 when the National
Football League would not grant him a li-
cense for an expansion team in Dallas. The
AFL competed with the NFL until 1966 when
both organizations merged and agreed to a
season-ending title match on Jan. 15, 1967.
Trying to come up with a catchy name for
this match, Hunt was infuenced by the col-
lege bowl games played on New Years Day
and his childrens latest toythe Super Ball.
He suggested the name Super Bowl, which
lasted for two seasons before the NFL com-
missioner requested a contest to come up
with a new name. None of the submissions
won over the judges, and 47 years later we
still watch the Super Bowl.
Evan Zabawski, CLS, is a
reliability specialist in
Calgary, Alberta, Canada.
You can reach him at evan.
zabawski@gmail.com.
froM The ediTor
Evan Zabawski
A famous childrens toy
explains two curiosities.
This may explain why so many people are frustrated at the way a Super Ball bounces.
Bouncing
Back
o
6 MissedanyofourmonthlySTLEWebinars?RecordingsarenowavailableforpurchaseattheSTLEStore.Detailsatwww.stle.org.
alThough aSSociaTion execuTiveS like
me spend most of their time looking forward
at the profession and the needs of members,
sometimes a look at the past can be just as
useful and informative. In some instances, it
leads to a discovery worth sharing in a maga-
zine column.
An excellent example is an STLE brand-
ing-strategy study that was conducted for
our organization in February 2011 by McKinley
Marketing, Inc. The purpose of the study was
to better defne the essence of STLEs brand,
as viewed by a representative group of inter-
viewed members.
The study asked people about both the
tangible and intangible or emotional benefts
associated with the STLE brand. In taking a
second look at the report the other day while
working on another project, one of the re-
sponses jumped off the page.
When asked about tangible aspects of
STLEs brand, the person being interviewed
said, Educational programming improves my
knowledge on fundamental lubrication topics
and cutting-edge research techniques. Many
others shared the same sentiments.
In terms of overall advice to STLE, the
McKinley report stated, STLE members
across all segments see tremendous value in
the education programs that the society pro-
vides. As a recognized leader in this area,
STLE should continue to expand and build its
library of offerings.
The point of revisiting this report is to
highlight the fact that STLEs educational of-
ferings have expanded and reached out to a
much wider audience during the past two
years. Traditional education vehicles, such as
local section lube schools and annual meet-
ing courses, remain very much a core part of
STLEs education program. But added to the
mix is our Webinar education program of-
fered online through the STLE University.
The audience numbers tell the story
about the new programs impact. Since Janu-
ary 2011, STLE has presented 40 Webinars to a
combined audience of at least 1,036 attend-
ees. In many cases, individual sites are host-
ing multiple individuals, so the number of
actual participants could be signifcantly
larger. It is also interesting to note that more
than 25% of the audience (272 people) are
non-members.
Credit for creating this excellent new ad-
dition to the STLE professional development
program goes to our Education Committee
and to Kara Sniegowski, our education man-
ager. Theyve teamed with more than 30 ex-
pert presenters who have volunteered their
time and shared their knowledge and in-
sights through this convenient and afford-
able educational medium.
If you have not yet attended a Webinar
but like what you are hearing about the ben-
efts, here are three simple ways to experi-
ence this new source of education content.
Idea No. 1 is to visit www.stle.org to re-
view the selection of archived Webinars. The
list is searchable by topic, so its easy to fnd
the ones with a direct application to your in-
terests and needs or to those of a co-worker.
Pricing for the archived Webinars is very af-
fordable at $39 to members and $59 for non-
members, the same price structure used for
the live events.
A second opportunity is to watch for an-
nouncements of the Webinar program thats
underway once again in 2013 at a two-per-
month frequency. A wide range of topics are
on the schedule, including sessions on syn-
thetic lubricants, flters and fltration and
reliability-centered lubrication techniques.
The third way is by reading condensed
versions of the Webinars in TLT each month.
This issues Webinar article, Analyzing Bear-
ing Damage, is from a March 2011 presenta-
tion by Dr. Paul Shiller, an STLE member and
research scientist in the University of Akrons
Civil Engineering Department, and appears
on page 22.
The Webinar series has been a success in
terms of STLEs ability as an organization to
implement the McKinley Report suggestions.
But the real achievement rests in the contri-
butions we make to the professional devel-
opment of individuals involved in the tribol-
ogy and lubricants communities.
This outcome was summed up well by an-
other individual quoted in the 2011 branding
report: By joining STLE, I enhance my pro-
fessional reputation, gain credibility among
my peers and become a go-to individual in
the eyes of my supervisors.
Put a Webinar on your calendar soon and
discover the power of STLE education.
STLE educational programming
improves my knowledge on
fundamental lubrication topics and
cutting-edge research techniques
member comment from 2011
branding-strategy project.
headQuarTerS rePorT
Edward P. Salek, CAE / Executive Director
You can reach Certifed
Association Executive Ed Salek
at esalek@stle.org.
STLEs Webinar program tops 1,000 participants.
Technical education builds our
brand and your skills
WE BI NAR
AlmostathirdofallSTLEmembersholdoneofthesocietyscertifcations:CLS,OMAI,OMAIIandCMFS.Learnmoreatwww.stle.org. 7
Surface TreaTMenTS are uSed To iM-
Prove the physical and mechanical
properties of a metal, which facilitates
better performance in many applica-
tions. There are a wide range of tech-
niques used, including carburizing
and nitriding.
A previous TLT article discussed
the development of a more cost-effec-
tive procedure for conducting a sur-
face treatment, called cladding, that is
used to produce corrosion-resistant
metal alloys.
1
Problems encountered
in prior techniques included slow pro-
cessing and cost. A high-energy-densi-
ty process was developed using a high-
density, infrared arc lamp that enables
cladding to be done more effciently
and with a wide range of metal alloys.
In a similar fashion to cladding,
carburizing and nitriding are also
time-consuming, expensive and ener-
gy-intensive. Another option that has
also been looked at is boriding. STLE
Fellow Dr. Ali Erdemir, Argonne Dis-
tinguished Fellow in the Energy Sys-
tems Division of Argonne National
Laboratory in Argonne, Ill., says, Bo-
riding involves the diffusion of boron
atoms into the metal substrate and the
formation of a boron compound on
the metal surface. During the process,
known as pack-boriding, boron pow-
ders such as boron carbide, (B
4
C), fer-
roboron and amorphous boron, as well
as numerous catalyzers or boron acti-
vators such as sodium fuoroborate
(NaBF
4
), potassium fuoroborate
(KBF
4
), barium fuoride (BaF
2
) etc.
(which are considered environmental-
ly hazardous) have to be added to the
pack containing metal parts or sub-
strates at a temperature of 1,000 C. But
the process is lengthy in duration be-
cause it takes about eight hours to
generate a coating that is about 50 mi-
crons in thickness.
The key components formed when
a ferrous alloy is treated are iron bo-
rides prepared from the reaction of
iron and boron. Erdemir says, A com-
bination of iron (I) boride and iron (II)
boride are typically formed during bo-
riding. The amount of each species is
dependent upon the concentration of
boron available to react with iron and
on process parameters.
Another problem is that boriding is
simply not very environmentally
friendly. Erdemir says, Besides con-
suming high levels of energy, conven-
tional boriding also generates a large
amount of carbon dioxide.
But boriding is more effective than
other surface treatment techniques in
improving the surface hardness of fer-
rous metals. Typically, boriding pro-
duces a layer with a hardness ranging
from 1,500 to 2,800 HV. Other surface
treatments display hardness values
ranging from 750 to 2,000 HV.
If a more effcient boriding process
can be developed and commercialized,
then it will lead to a new approach for
strengthening the physical and poten-
tially improving the tribological prop-
erties of metals. Such an approach has
now been established.
ULTRA-fAsT &
LARGe-scALe BORIDInG
Erdemir, in collaboration with re-
searchers at Istanbul Technical Univer-
sity and Bodycote Thermal Processing,
has optimized and scaled up a new bo-
riding process that is much more effec-
tive, energy effcient, environmentally
More efcient surface treatment
A new boriding process produces an effcient coating that uses less
energy and doesnt generate emissions.
Tech beaT
Dr. Neil Canter / Contributing Editor
Besides consuming
high levels of energy,
conventional boriding
generates a large amount
of carbon dioxide.
8 ConnectwithSTLE:LikeusonFacebook(www.facebook.com),Followuson
friendly and economical.
The process is known as
ultra-fast and large-scale
boriding.
The process is conduct-
ed at a temperature between
770 C and 950 C and pro-
duces a very dense, iron (II)
boride coating over 90 mi-
crons in thickness after
only 30 minutes of process-
ing. In contrast, pack-bo-
riding produces a fairly
open and defective coating
that is 50 microns in thick-
ness after eight hours of
heating at elevated temper-
atures (see Figure 1). The
structure of the coating also
contains a mixture of iron
(I) and iron (II) borides.
Two cylindrical speci-
mens prepared from 9310
gear steel were treated by ultra-fast bo-
riding and carburizing and then evalu-
ated in a reciprocating cylinder on fat-
bench top-test coated with a synthetic
lubricant. Under a 1 gigapascal load-
ing, the coeffcient of friction and wear
for the borided steel specimen were
both lower than for the carburized
steel specimen.
2
One of the additional benefts of
ultra-fast boriding is that it can be
used to coat all ferrous alloys, includ-
ing stainless. Erdemir adds, Our in-
dustrial-scale process also can be used
to coat nonferrous metals and alloys,
including nickel, molybdenum, titani-
um, superalloys, etc.
The initial work done to demon-
strate the effectiveness of ultra-fast bo-
riding involved the use of a 21-inch
diameter graphite furnace. The re-
searchers realized the potential value
of this process by scaling it up to a
commercially viable system.
Erdemir says, We developed the
concept after evaluating materials and
parts and built a full-scale production
system in less than a year. The system
has a melt capacity of approximately
3,500 kg and can handle thousands of
small parts. No emissions are pro-
duced from this environmentally
friendly process.
The technology has been licensed
to Bodycote Thermal Processing, and
the researchers have been recognized
as a winner of the 2012 R&D 100
Award. An economic analysis shows
the cost of ultra-fast and large-scale
boriding is substantially lower as mea-
sured in dollars per 100 microns per
pound than pack-boriding, carburiz-
ing and nitriding.
For the future, Erdemir says, We
are thinking about applying the borid-
ing technique to coating cutting tools.
The hope is that this will produce tool-
ing that can retain its hardness and per-
formance over an extended period.
Additional information can be
found in a recent presentation made at
the ASME/STLE 2012 International
Joint Tribology Conference
3
or by con-
tacting Erdemir at erdemir@anl.gov.
RefeRences
1. Canter, N. (2011), A Cost-Effec-
tive Metal-Cladding Process,
TLT, 67 (12), pp. 10-11.
2. Greco, A., Mistry, K., Sista, V.,
Eryilmaz, O. and Erdemir, A.
(2011), Friction and Wear
Behavior of Boron-Based Surface
Treatment and Nano-Particle
Lubricant Additives for Wind
Turbine Gearbox Applications,
Wear, 271 (9-10), pp. 1754-1760.
3. Erdemir, A., Eryilmaz, O., Sista,
V., Timur, S., Kahevcioglu, O. and
Kartal, G., (2012), Ultra-Fast
and Large-Scale Boriding of
Metals and Alloys for Demanding
Tribological Applications,
Presented at the ASME/STLE
2012 International Joint Tribol-
ogy Conference, Oct. 7-10,
Denver, Colo.
Ultra-fast and large-scale
boriding is conducted at a
temperature between 770 C
and 950 C and produces a
very dense, iron (II) boride
coating over 90 microns in
thickness after only 30
minutes of processing.
Figure 1 | A new process known as ultra-fast boriding has been commercialized that produces a much
more effective coating on metal alloys than conventional pack boriding in a more effcient manner.
(Courtesy of Argonne National Laboratory)
1
BoridingofCarbonSteel
Conven3onalPackBoriding Ultra-FastBoriding
Poroustooth-likestructure
8hoursofboriding+addi3onal
heattreatmentsteps
Densestructure
15minutesofboriding+45minutesofholding+
addi3onalheattreatmentsteps
Fe2B
Fe2B
FeB
Mul3boridephase Singleboridephase
180m
23m
106.59m
Twitter(@STLE_Tribology),joinourLinkedIngroup(www.linkedin.com). 9
The PuSh To increaSe The fuel econo-
My of auToMobileS is continuing to
lead to an increasing demand for light-
er vehicles. In the U.S., the Corporate
Fuel Economy (CAFE) has been set
for 34 mpg by 2016 and will be signif-
cantly increased in a second phase to
54.5 mpg by 2025.
As a consequence, automotive
manufacturers have long sought to in-
crease the use of lighter metals such as
aluminum at the expense of steel. In
response, the steel industry is develop-
ing advanced high-strength alloys that
provide superior strength and tough-
ness while saving vehicular weight.
In a previous TLT feature article, a
detailed look was provided on the de-
velopment of advanced high-strength
steels (AHSS), as well as information
about the challenges faced in recom-
mending the right lubricant type to be
used in metal-forming operations.
1
Lubrication selection is determined by
factoring in such parameters as the
workpiece, tool surfaces used and the
forces and temperatures involved.
Susil Putatunda, professor of chem-
ical engineering and materials science
at Wayne State University in Detroit,
says, Conventional steels exhibit high
strength but do not display suffcient
toughness. They are prepared by heat-
ing iron to a high enough temperature
to form an austenitic crystal structure,
which is then quenched to form the
desired martensite structure. Other
metal alloys are also often added to im-
prove the steels mechanical proper-
ties.
From this process, steel has a ten-
sile strength in the range between 500
and 700 megapascals (MPas). To im-
prove the properties of steel, two gen-
erations of AHSS have been developed
to date.
In the early 1980s, a frst-genera-
tion AHSS was developed in the tradi-
tional way that steel is produced. Puta-
tunda says, This frst-generation
steels have a combination of a ferrite,
martensite structure but does not ex-
hibit suffciently high tensile strength
(only up to between 700 and 800 MPa)
and fracture toughness to be effective
in reducing signifcant weight in auto-
mobiles.
A second-generation AHSS was de-
veloped in the 1990s to try to improve
both the performance and enable sig-
nifcant weight reduction in automo-
biles to become feasible. Putatunda
says, This steel contains a metastable
austenite that is stabilized through the
use of a high percentage (20%-25%) of
manganese. This enables the unstable
austenite phase, which typically exists
above 700 C, to become stable at room
temperature. The austenite phase
transforms into a martensitic structure
on deformation and contributes to en-
hance strength and toughness in these
steels.
An example of a second-generation
AHSS is Twin Induced Plasticity steel.
While the tensile strength is increased
to between 800 and 900 MPa, Puta-
Tech beaT
3rd-generation
advanced high-strength steel
Researchers develop high-performance steels exhibiting high tensile
strength and higher fracture toughness.
This frst-generation steels have a combination of a
ferrite, martensite structure but does not exhibit suff-
ciently high tensile strength and fracture toughness to be
effective in reducing signifcant weight in automobiles.
10 Tribo-dictionary:Sealswell(rubberswell)theswellingofrubber(orotherelastomer)
tunda maintains that this is still not
suffcient to achieve signifcant weight
reduction. Cost is also a problem due
to the high treat cost for using manga-
nese.
These frst two generations of AHSS
may have higher tensile strengths, but
the structures have suffered from hav-
ing reduced fracture toughness. One
added problem is the high level of aus-
tenite present also adds to the diffcul-
ty in processing these steels and conse-
quently their cost.
There is a need for a higher per-
forming AHSS that contributes signif-
cantly better mechanical properties
without a high percentage of alloying
elements that is cost effcient to pro-
duce. Now a potential third-genera-
tion AHSS has been produced that ad-
dresses these issues.
DUPLeX MIcROsTRUcTURe
Putatunda and his researchers have
developed a third-generation AHSS
that exhibits high tensile strength and
higher fracture toughness. He says,
We have combined ultrafne grain
ferrite and austenite into a duplex mi-
crostructure that displays superior
performance.
The steel is initially forged and an-
nealed at 900 C for one hour. This is
followed by a two-hour, austempering
heat treatment process at 927 C that
produces a high bainitic steel with the
austenite, ferrite duplex microstruc-
ture. Figure 2 shows an optical micros-
copy image of the microstructure.
Other elements were incorporated
into the steel to improve its physical
properties. Putatunda says, We added
a small percentage of silicon to mini-
mize the formation of cementite (iron
carbide) that could adversely affect the
properties of the steel. Small quantities
of chromium, manga-
nese and molybde-
num were also added
to maintain the hard-
enability of the steel
during the austemper-
ing process.
The tensile strength
for this third-genera-
tion AHSS was 1388
MPa, which repre-
sents a signifcant in-
crease over the second
generation. Fracture
toughness was much
improved and found
to reach a level of 105
MPa.
Putatunda says,
Our next goal is to
improve the ductility
of the steel. Besides
helping with weight
reduction in automo-
biles, we also believe
that this steel can be used in armor
plating.
Further testing of the third-genera-
tion AHSS will be done to assess its
machinability, welding capability and
its susceptibility to corrosion. Puta-
tunda adds, No machinability tests
have been done on this steel to date,
but we believe that there should not be
any problems. He cites the presence
of a high concentration of ferrite that
is soft and ductile.
Additional information on this
work can be found in a recent refer-
ence
2
or by contacting Lori Simoes at
the Wayne State Technology Commer-
cialization Team at ttoinfo@wayne.edu.
RefeRences
1. Rensselar, J. (2011), The Riddle
of Steel: A-UHSS, TLT, 67 (7),
pp. 38-46.
2. Martis, C., Putatunda, S. and
Boileau, J (2013), Processing of a
New High Strength High
Toughness Steel with Duplex
Microstructure (Ferrite +
Austenite), Materials and Design,
46, pp. 168-174.
Figure 2 | This optical microscopy image shows a third-generation advanced high-strength steel. This
steel exhibits superior physical properties, making it a good candidate to improve the fuel economy of
automobiles. (Courtesy of Wayne State University)
We have combined
ultrafne grain ferrite
and austenite into a
duplex microstructure
that displays superior
performance.
gasketsorsealswhenexposedtopetroleum,syntheticlubricantsorhydraulicfuids. 1 1
The conTinuing reSearch in nano-
Technology is leading to the develop-
ment of improved catalysts for use in a
wide variety of processes. In lubrica-
tion, catalysts perform important func-
tions ranging from preparation of syn-
thetic lubricant basestocks to
processing base oils.
In a previous TLT article, research
revealed how zeolite catalysts can be
used on the nanoscale.
1
Diffculties
have been encountered in preparing
nanocatalysts from zeolite due to ei-
ther destruction of the crystal struc-
ture initially formed or aggregation of
the layers. To overcome these issues, a
solid-state exfoliation process using a
polymer was utilized to prepare stable
zeolite nanocatalysts that have typical
dimensions of 0.5 micron x 0.5 micron
x 3 nanometers. The resulting nano-
catalysts were incorporated into a fl-
tration membrane that effectively sep-
arated two xylene isomers.
The two main industrial catalyst
types are heterogeneous and homoge-
neous. Each has its advantages and
disadvantages. Gabor Somorjai, senior
scientist with Berkeley Labs Material
Sciences Division and professor of
chemistry at the University of Califor-
nia Berkeley in Berkeley, Calif., says,
Heterogeneous catalysts are very ef-
fective at preparing small molecules
and can be readily recycled. They are
very suitable for use in fxed-bed fow
reactors. During a specifc reaction
process, intermediates can be readily
separated to better understand the
mechanism. But heterogeneous cata-
lysts cannot be used in many organic
reactions and also cannot be easily
modifed to improve their perfor-
mance.
Somorjai continues, Homoge-
neous catalysts are typically prepared
by surrounding transition metal ions
with organic ligands. They exhibit
high product selectivity and are very
effective in preparing complex organic
molecules such as those used in the
pharmaceutical industry. But homoge-
neous catalysts are frequently used in
organic solution, which makes it very
diffcult to separate them from the
product generated during the reac-
tion.
It is desirable to combine the ben-
efcial properties of heterogeneous and
homogeneous catalysts to produce a
material with even better performance.
Somorjai says, We have developed
transition metal catalysts based on pal-
ladium, platinum and rhodium clus-
ters that are anchored to a polymer
support. These heterogeneous materi-
als were able to catalyze reactions pre-
viously done only through the use of
homogeneous catalysts.
One transition metal that has ex-
hibited strong catalytic properties is
gold. A new type of catalyst based on
gold has now been developed that ex-
hibits high reactivity and selectivity.
DenDRIMeR-encAPsULATeD
nAnOcATALysTs
Somorjai and his fellow researchers
have developed a new gold catalyst
that combines the performance bene-
fts of heterogeneous and homoge-
neous catalysts. He says, We prepared
gold clusters that are encapsulated in
a polyamidoamine-based dendrimer
polymer that is placed on a mesopo-
Tech beaT
We have developed
transition metal
catalysts based on
palladium, platinum
and rhodium clusters
that are anchored to a
polymer support.
Heterogenized homogenous nanocatalysts
A new gold catalyst combines the performance benefts of
heterogeneous and homogeneous catalysts.
12 Didyouknow?STLEmembershavefreeaccesstomorethan50yearsworthof
rous silica support.
The dendrimer acts
in a similar fashion to a
polymer-like tree with
branches. Somorjai con-
siders a dendrimer to be
very similar to branched
peptide or protein com-
pounds. Metal clusters
are allowed to grow
within the branches up
to a size of one nanome-
ter in diameter. This
represents a cluster of
30 to 40 atoms.
The encapsulated
metal cluster is an-
chored to the mesopo-
rous silica support
through the hydrogen
bonding interaction of
hydroxyl terminated
groups residing on the
dendrimer with the sili-
ca support.
To evaluate the catalyst, the re-
searchers selected a reaction that leads
to the formation of cyclopropane de-
rivative from a substituted alkyne
(propargyl pivalate) and styrene (see
Figure 3). The resulting products are
cis and trans-diastereomers of the cy-
clopropane. Somorjai says, This is a
reaction that would be typically cata-
lyzed by a homogeneous catalyst. It
involves carbon-carbon bond forma-
tion with a pie-bonded molecule.
The study was conducted by plac-
ing the raw materials in a Schlenk tube
that was sealed under a nitrogen atmo-
sphere. Reactions were run at temper-
atures ranging from ambient up to 70
C. Iodobenzene dichloride was used to
activate the catalyst through oxidation
of the gold nanoparticles to gold (III).
The encapsulated metal cluster cat-
alyst demonstrated good conversion
and much higher stereoselectivity than
the homogeneous catalyst, gold tri-
chloride. In a similar fashion to other
heterogeneous catalysts, the encapsu-
lated metal cluster can be easily recy-
cled through fltration. Somorjai says,
High stability of the hydrophilic cata-
lyst, without any leaching of the metal
ions to the solution phase, was ob-
tained while employing a hydrophobic
solvent such as toluene.
Transmission electron microscopy
images of the encapsulated metal cata-
lyst were taken before and after the cy-
clopropane forming reaction. No dif-
ference in the cluster size of the
catalyst was observed, showing that it
is durable. Once the encapsulated
metal cluster catalyst was recycled, its
reactivity and selectivity were similar
to those of the fresh catalyst.
This step may lead to the develop-
ment of new catalysts that will provide
better performance in the production
of lubricant raw materials. Somorjai is
hopeful that this approach will lead to
more effective catalysts that exhibit
even better selectivity. He adds, My
dream is to eventually develop a cata-
lyst that can handle complex reactions
in a similar fashion to an enzyme.
Further information can be found
in a recent article
2
or by contacting So-
morjai at somorjai@berkeley.edu.
RefeRences
1. Canter, N. (2012), More
Effective Zeolite Nanocatalysts
and Membranes Based on
Layers, TLT, 68 (4), pp. 10-11.
2. Gross, E., Chang, J., Toste, F. and
Somorjai, G. (2012), Control of
Selectivity in Heterogeneous
Catalysis by Tuning Nanoparticle
Properties and Reactor Residence
Time, Nature Chemistry, 4 (11),
pp. 947-952.
Neil Canter heads his own
consulting company, Chemical
Solutions, in Willow Grove, Pa.
Ideas for Tech Beat can be
submitted to him at
neilcanter@comcast.net.
Figure 3 | A new catalyst prepared by encapsulating gold clusters in a polyamidoamine-based dendrimer
combines the performance benefts of heterogeneous and homogeneous catalysts in the formation of a
cyclopropane derivative from a substituted alkyne and styrene. (Courtesy of Lawrence Berkeley National
Laboratory and University of California-Berkeley)
This is a reaction that
would be typically catalyzed
by a homogeneous catalyst.
It involves carbon-carbon
bond formation with a
pie-bonded molecule.
researchpaperspublishedinTribologyTransactions.Formoreinfo,visitwww.stle.org. 1 3
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Nowadays, controlling friction is a major issue for energy
reduction, especially in the area of transportation. Thus, a
novel apparatus, oscillating tribometer, has been developed
to measure friction between two sliding surfaces and espe-
cially very low friction, without measuring the tangential
force at the interface. The technique is based on the genera-
tion of the oscillating response of a single degree-of-freedom
free damped oscillator, from which the friction characteris-
tics are obtained. These characteristics include two com-
bined friction contributions, i.e., a velocity-dependent one,
and a velocity-independent one, . The aim of this work is to
study the friction contributions of diamond-like carbon
(DLC) coatings (ta-C and a-C:H) using oleic acid and glyc-
erol as lubricants.
InTRODUcTIOn
For decades, the nonlinearity of friction behavior in mechan-
ical systems has been an important topic in research. Thus,
controlling friction is a major issue in the scientifc and in-
dustrial communities. Moreover, new technologies, i.e., mi-
cro-motors, are characterized by their ultra-low friction,
known as the phenomenon of superlubricity.
1
Therefore, re-
ducing friction remains a challenge in the feld of tribology.
Unfortunately, conventional tribometers are character-
ized by their limitations in measuring ultra-low friction and
also determining stationary response at the contact. Thus,
the objective of this study is to apply a new technique able to
measure ultra-low friction based on free-damped oscillations
at the contact. This technique leads us to attain an accurate
and low friction coeffcient and also identify two different
contributions: velocity-independent, and velocity-depen-
dent, friction.
eXPeRIMenTAL seTUP
Recently, a new apparatus called a dynamic oscillating tri-
bometer, or also known as relaxation tribometer,
2-3
was de-
veloped in order to measure the kinematic friction between
two sliding surfaces. The mechanical system is described by
a mass-spring-damper system (see Figure 1), based on dy-
namic free responses of a single degree-of-freedom mechani-
cal oscillator. This technique has been used to carefully de-
termine, with no need for any force measurement, the
STudenT PoSTer abSTracT
Fida Majdoub, Michel Belin, Jean-Michel Martin and Jol Perret-Liaudet
Laboratory of Tribology and System Dynamics, UMR CNRS 5513
Ecole Centrale de Lyon, 69134 Ecully, France
A new Insight in Low friction
characterizationApplication to DLc coatings
fida Majdoub
2010-current: PhD Mechanical Engineering
2009-2010: MS in Mechanical Engineering
2004-2009: BE in Mechanical Engineering
PhD advisors: Professors Jol Perret-Liaudet
and Jean-Michel Martin
Research interests: tribology, ultra-low friction,
non-linear dynamics, oscillating responses.
You can reach Fida at: Fida.Majdoub@ec-lyon.fr
Note: For a closer look at Fida
Majdoubs poster abstract, be
sure to check out her short
video presentation in the
February digital version of TLT
(available at www.stle.org)
Figure 1 | Dynamic oscillating tribometer.
Figure1.Dynamicoscillatingtribometer.
The tribological contact configuration of this
apparatus is described by a spherical pinonflat
plane(seeFigure2),slidingagainsteachother.The
Whoyougonnacall?AcompletelistofSTLEHQstaffersisavailableatwww.stle.org. 1 5
velocity-independent and velocity-dependent friction contri-
butions, and , respectively, for a linear description of the
kinematic friction,
k
. In this study, the equation of motion is
written as:
.Inthisstudy,theequationof
motioniswrittenas:
(1)
is the mass of the system,
is the damping
coefficientandisthestiffnessconstant.
where
(2)
isthesolidlikefriction.Itisdefinedbythe
velocityindependentfrictioncontribution.
However,,theviscoustypefriction,isthe
frictioncontributionthatdependsonthesliding
velocity.
Engineering
Engineering
Engineering
Liaudetand
m is the mass of the system, c
0
is the damping coeffcient and
k is the stiffness constant.
where
.Inthisstudy,theequationof
motioniswrittenas:
(1)
is the mass of the system,
is the damping
coefficientandisthestiffnessconstant.
where
(2)
isthesolidlikefriction.Itisdefinedbythe
velocityindependentfrictioncontribution.
However,,theviscoustypefriction,isthe
frictioncontributionthatdependsonthesliding
velocity.
Liaudetand
is the solid-like friction. It is defned by the velocity-
independent friction contribution. However, , the viscous-
type friction, is the friction contribution that depends on the
sliding velocity.
The tribological contact confguration of this apparatus is
described by a spherical pin-on-fat plane (see Figure 2), slid-
ing against each other. The biblade is formed from two steel
blades, which allow the spherical pin to oscillate horizon-
tally. Initially the head is set out of the equilibrium position,
allowing a deviation parallel to the sliding direction. As the
head is released, the elastic energy accumulated in the elastic
blades is released as well. This determines the oscillations of
both the displacement and velocity time responses. An elec-
tromagnet is used to obtain the position in which its ampli-
tude can vary up to 2 mm. The normal load, N, is applied.
Finally, the displacement and velocity-time responses are ob-
tained using a laser vibrometer based on the Doppler prin-
ciple, measuring back-scattered laser light from the vibrating
structure. Thus, the exact energy of the system can be di-
rectly deducted. Finally, the friction contributions and
are calculated using the least squares method.
Moreover, the envelope, defned by the evolutions of the
amplitude, of the displacement and velocity-time responses
is essential in order to identify the friction type. An envelope,
having a linear relationship with time, indicates the solid-
like friction, and envelope with having an exponential re-
lationship with time, shows that the friction is a viscous-type
friction, . However, an intermediate response indicates a
combination of and .
MATeRIALs AnD OPeRATInG cOnDITIOns
Experiments, reported in this study, have been performed us-
ing several samples of the spherical pin and the fat plane on
the oscillating tribometer. Two sets of experiments are
achieved. A steel spherical pin of 6.0 mm-diameter is tested
on a fat-steel plane, a fat-steel plane coated with hydrogen-
free, diamond-like carbon (DLC), ta-C and on a steel-fat
plane coated with hydrogenated diamond-like carbon (DLC),
a-C:H. The DLC fat planes (ta-C and a-C:H samples) are
characterized by a reciprocating motion (see Figure 3). Both
oleic acid and glycerol are used as a lubricant.
The samples coated with diamond-like carbon (ta-C and
a-C:H) were prepared by Kano et al., where ultralow friction
has been reported.
4
ILLUsTRATIVe ResULTs
The experimental test is performed at a normal load, ranging
between 0 N and 0.60 N. The oscillating tests last a duration
of two seconds or less. Each experiment is repeated four
times in order to check the accuracy of the results. The max-
imal pressure in this study varies from 243 MPa to 556 MPa,
and the experiment is performed at room temperature.
Figure 4 illustrates that the contact lubricated with oleic
acid is mainly solid-type friction, however, Figure 5 shows
plane(seeFigure2),slidingagainsteachother.The
biblade is formed from two steel blades, which
allow the spherical pin to oscillate horizontally.
Initially the head is set out of the equilibrium
position,allowingadeviationparalleltothesliding
direction. As the head is released, the elastic
energy accumulated in the elastic blades is
releasedaswell.Thisdeterminestheoscillationsof
both the displacement and velocity time
responses. An electromagnet is used to obtain the
position in which its amplitude can vary up to 2
mm. The normal load, , is applied. Finally, the
displacement and velocitytime responses are
obtained using a laser vibrometer based on the
Doppler principle, measuring backscattered laser
light from the vibrating structure. Thus, the exact
energy of the system can be directly deducted.
Finally, the friction contributions and are
calculatedusingtheleastsquaresmethod.
Figure2.Thesphereonplanecontactconfiguration.
Moreover, the envelope, defined by the
evolutions of the amplitude, of the displacement
and velocitytime responses is essential in order to
identify the friction type. An envelope, having a
linearrelationshipwithtime,indicatesthesolidlike
friction,andenvelopewithhavinganexponential
relationship with time, shows that the friction is a
viscoustype friction, . However, an intermediate
responseindicatesacombinationofand.
MATERIALSANDOPERATINGCONDITIONS
Experiments, reported in this study, have been
performed using several samples of the spherical
pinandtheflatplaneontheoscillatingtribometer.
Two sets of experiments are achieved. A steel
spherical pin of 6.0 mmdiameter is tested on a
flatsteel plane, a flatsteel plane coated with
Figure3.Flatplanesamplescoatedwithdiamond
carbon(a)taCand(b)aC:H.
The samples coated with diamondlike carbon
(taC and aC:H) were prepared by Kano et
whereultralowfrictionhasbeenreported.
4
ILLUSTRATIVERESULTS
The experimental test is performed at a normal
load, ranging between 0 N and 0.60 N.
oscillating tests last a duration of two seconds
less. Each experiment is repeated four times
order to check the accuracy of the results.
maximal pressure in this study varies from
MPato556MPa,andtheexperimentisperformed
atroomtemperature.
Figure 4 illustrates that the contact lubricated
with oleic acid is mainly solidtype friction,
however, Figure 5 shows that the contact
lubricated with glycerol is a combination of
solidtypeandviscoustypefriction.
Figure4.Velocitytimeresponseforsteelonsteel
contactlubricatedwitholeicacid.
0.15
0.1
0.05
0
0.05
0.1
0.15
0 0.2 0.4 0.6 0.8
v
e
l
o
c
i
t
y
(
m
/
s
e
c
)
time(sec)
steelonsteel
(oleicacid)
Figure 2 | The sphere-on-plane contact confguration.
Figure1.Dynamicoscillatingtribometer.
tribological contact configuration of this
is described by a spherical pinonflat
Figure2),slidingagainsteachother.The
formed from two steel blades, which
spherical pin to oscillate horizontally.
the head is set out of the equilibrium
allowingadeviationparalleltothesliding
As the head is released, the elastic
accumulated in the elastic blades is
aswell.Thisdeterminestheoscillationsof
the displacement and velocity time
responses. An electromagnet is used to obtain the
in which its amplitude can vary up to 2
normal load, , is applied. Finally, the
displacement and velocitytime responses are
using a laser vibrometer based on the
principle, measuring backscattered laser
the vibrating structure. Thus, the exact
the system can be directly deducted.
the friction contributions and are
usingtheleastsquaresmethod.
Thesphereonplanecontactconfiguration.
Moreover, the envelope, defined by the
of the amplitude, of the displacement
velocitytime responses is essential in order to
the friction type. An envelope, having a
relationshipwithtime,indicatesthesolidlike
andenvelopewithhavinganexponential
relationship with time, shows that the friction is a
type friction, . However, an intermediate
indicatesacombinationofand.
MATERIALSANDOPERATINGCONDITIONS
byareciprocatingmotion(seeFigure3).Botholeic
acidandglycerolareusedasalubricant.
Figure3.Flatplanesamplescoatedwithdiamondlike
carbon(a)taCand(b)aC:H.
The samples coated with diamondlike carbon
(taC and aC:H) were prepared by Kano et al.,
whereultralowfrictionhasbeenreported.
4
ILLUSTRATIVERESULTS
The experimental test is performed at a normal
load, ranging between 0 N and 0.60 N. The
oscillating tests last a duration of two seconds or
less. Each experiment is repeated four times in
order to check the accuracy of the results. The
maximal pressure in this study varies from 243
MPato556MPa,andtheexperimentisperformed
atroomtemperature.
Figure 4 illustrates that the contact lubricated
with oleic acid is mainly solidtype friction,
however, Figure 5 shows that the contact
lubricated with glycerol is a combination of both
solidtypeandviscoustypefriction.
Figure4.Velocitytimeresponseforsteelonsteel
0.15
0.1
0.05
0
0.05
0.1
0.15
0 0.2 0.4 0.6 0.8
v
e
l
o
c
i
t
y
(
m
/
s
e
c
)
time(sec)
steelonsteel
(oleicacid)
Figure 3 | Flat plane samples coated with diamond-like carbon (a)
ta-C and (b) a-C :H.
Figure1.Dynamicoscillatingtribometer.
The tribological contact configuration of this
apparatus is described by a spherical pinonflat
plane(seeFigure2),slidingagainsteachother.The
biblade is formed from two steel blades, which
allow the spherical pin to oscillate horizontally.
Initially the head is set out of the equilibrium
position,allowingadeviationparalleltothesliding
direction. As the head is released, the elastic
energy accumulated in the elastic blades is
releasedaswell.Thisdeterminestheoscillationsof
both the displacement and velocity time
responses. An electromagnet is used to obtain the
position in which its amplitude can vary up to 2
mm. The normal load, , is applied. Finally, the
displacement and velocitytime responses are
obtained using a laser vibrometer based on the
Doppler principle, measuring backscattered laser
light from the vibrating structure. Thus, the exact
energy of the system can be directly deducted.
Finally, the friction contributions and are
calculatedusingtheleastsquaresmethod.
Figure2.Thesphereonplanecontactconfiguration.
Moreover, the envelope, defined by the
evolutions of the amplitude, of the displacement
and velocitytime responses is essential in order to
identify the friction type. An envelope, having a
linearrelationshipwithtime,indicatesthesolidlike
friction,andenvelopewithhavinganexponential
relationship with time, shows that the friction is a
viscoustype friction, . However, an intermediate
responseindicatesacombinationofand.
MATERIALSANDOPERATINGCONDITIONS
Experiments, reported in this study, have been
performed using several samples of the spherical
pinandtheflatplaneontheoscillatingtribometer.
Two sets of experiments are achieved. A steel
spherical pin of 6.0 mmdiameter is tested on a
flatsteel plane, a flatsteel plane coated with
hydrogenfree, diamondlike carbon (DLC), taC
andonasteelflatplanecoatedwithhydrogenated
diamondlike carbon (DLC), aC:H. The DLC flat
planes (taC and aC:H samples) are characterized
byareciprocatingmotion(seeFigure3).Botholeic
acidandglycerolareusedasalubricant.
Figure3.Flatplanesamplescoatedwithdiamondlike
carbon(a)taCand(b)aC:H.
The samples coated with diamondlike carbon
(taC and aC:H) were prepared by Kano et al.,
whereultralowfrictionhasbeenreported.
4
ILLUSTRATIVERESULTS
The experimental test is performed at a normal
load, ranging between 0 N and 0.60 N. The
oscillating tests last a duration of two seconds or
less. Each experiment is repeated four times in
order to check the accuracy of the results. The
maximal pressure in this study varies from 243
MPato556MPa,andtheexperimentisperformed
atroomtemperature.
Figure 4 illustrates that the contact lubricated
with oleic acid is mainly solidtype friction,
however, Figure 5 shows that the contact
lubricated with glycerol is a combination of both
solidtypeandviscoustypefriction.
Figure4.Velocitytimeresponseforsteelonsteel
contactlubricatedwitholeicacid.
0.15
0.1
0.05
0
0.05
0.1
0.15
0 0.2 0.4 0.6 0.8
v
e
l
o
c
i
t
y
(
m
/
s
e
c
)
time(sec)
steelonsteel
(oleicacid)
Figure 4 | Velocity-time response for steel-on-steel contact lubri-
cated with oleic acid.
16 STLEisnowacceptingstudentposterabstractsforits2013annualmeetinginDetroit.DeadlineMarch1.Detailsatwww.stle.org.
that the contact lubricated with glycerol is a combination of
both solid-type and viscous-type friction.
The three contacts lubricated with glycerol are represent-
ed in Figure 6. This shows that is on the order of 0.01. DLC
coatings decrease for glycerol lubricated contacts, however,
it is smaller for a-C:H than that for ta-C.
Figures 7 and 8 illustrate that the solid-type friction, , is
much greater for oleic acid than that for glycerol lubricated
contacts. Unlike with glycerol lubricant, DLC coating de-
creases the friction for oleic acid lubricated contacts.
AcKnOWLeDGMenTs
The author would like to acknowledge the Carnot Institute
I@L for partially fnancing this project and also Dr. M. Kano
and his group from Kanagawa Industrial Technology Center
for providing us with DLC-coated samples.
RefeRences
1. Superlubricity, Eds. A. Erdemir and J.M. Martin, ISBN
978-0-444-52772-1, Elsevier (2007).
2. Rigaud, E., Perret-Liaudet, J., Belin, M., Joly-Pottuz, L.
and Martin, J.M. (2010), An Original Dynamic Tribotest
to Discriminate Friction and Viscous Damping, Tribology
International, 431(2), pp. 320-329.
3. Belin, M., Kakizawa, M., Rigaud, E. and Martin, J.M. (2010),
Dual Characterization of Boundary Friction Thanks to the
Harmonic Tribometer: Identifcation of Viscous and Solid
Friction Contributions, Conf. ser. 258 01208.
4. Kano, M. (2006), Super Low Friction of DLC Applied to
Engine Cam Follower Lubricated with Ester-Containing
Oil, Tribology International, 39(12), pp. 1682-1685.
Figure 5 | Response for steel-on-steel contact lubricated with glycerol.
Figure 6 | Viscous friction coeffcient versus normal load, N for
glycerol lubricated contacts.
Figure5.Responseforsteelonsteelcontactlubricated
withglycerol.
The three contacts lubricated with glycerol are
representedinFigure6.Thisshowsthatisonthe
order of 0.01.DLC coatings decrease forglycerol
lubricatedcontacts,however,itissmallerforaC:H
thanthatfortaC.
Figure6.Viscousfrictioncoefficientversusnormal
load,Nforglycerollubricatedcontacts.
Figures 7 and 8 illustrate that the solidtype
friction, , is much greater for oleic acid than that
for glycerol lubricated contacts. Unlike with
glycerol lubricant, DLC coating decreases the
frictionforoleicacidlubricatedcontacts.
Figure7.Solidfrictioncoefficientversusnormalload,
Nforglycerollubricatedcontacts.
Figure8.Solidfrictioncoefficientversusnormalload,
Nforoleicacidlubricatedcontacts.
ACKNOWLEDGMENTS
The author would like to acknowledge the Carnot
InstituteI@Lforpartiallyfinancingthisprojectand
also Dr. M. Kano and his group from Kanagawa
Industrial Technology Center for providing us with
DLCcoatedsamples.
REFERENCES
1. Superlubricity, Eds. A. Erdemir and J.M.
Martin, ISBN 9780444527721, Elsevier
(2007).
2. Rigaud, E., PerretLiaudet, J., Belin, M., Joly
Pottuz, L. and Martin, J.M. (2010), An Original
DynamicTribotesttoDiscriminateFrictionand
Viscous Damping, Tribology International,
431(2),pp.320329.
0.15
0.1
0.05
0
0.05
0.1
0.15
0 0.2 0.4 0.6 0.8 1
v
e
l
o
c
i
t
y
(
m
/
s
e
c
)
time(sec)
steelonsteel
(glycerol)
0
0.005
0.01
0.015
0.02
0.025
0.03
0.035
0 0.2 0.4 0.6 0.8
v
i
s
c
o
u
s
f
r
i
c
t
i
o
n
c
o
e
f
f
i
c
i
e
n
t
normalload(N)
steelonsteel
steelontaC
steelonaC:H
0
0.005
0.01
0.015
0.02
0.025
0 0.2 0.4 0.6 0.8 1
s
o
l
i
d
f
r
i
c
t
i
o
n
c
o
e
f
f
i
c
i
e
n
t
normalload(N)
steelonsteel
steelontaC
steelonaC:H
0
0.03
0.06
0.09
0.12
0 0.2 0.4 0.6
s
o
l
i
d
f
r
i
c
t
i
o
n
c
o
e
f
f
i
c
i
e
n
t
Normalload(N)
steelonsteel
steelontaC
steelonaC:H
Figure5.Responseforsteelonsteelcontactlubricated
withglycerol.
The three contacts lubricated with glycerol are
representedinFigure6.Thisshowsthatisonthe
order of 0.01.DLC coatings decrease forglycerol
lubricatedcontacts,however,itissmallerforaC:H
thanthatfortaC.
Figure6.Viscousfrictioncoefficientversusnormal
load,Nforglycerollubricatedcontacts.
Figures 7 and 8 illustrate that the solidtype
friction, , is much greater for oleic acid than that
for glycerol lubricated contacts. Unlike with
glycerol lubricant, DLC coating decreases the
frictionforoleicacidlubricatedcontacts.
Figure7.Solidfrictioncoefficientversusnormalload,
Nforglycerollubricatedcontacts.
Figure8.Solidfrictioncoefficientversusnormalload,
Nforoleicacidlubricatedcontacts.
ACKNOWLEDGMENTS
The author would like to acknowledge the Carnot
InstituteI@Lforpartiallyfinancingthisprojectand
also Dr. M. Kano and his group from Kanagawa
Industrial Technology Center for providing us with
DLCcoatedsamples.
REFERENCES
1. Superlubricity, Eds. A. Erdemir and J.M.
Martin, ISBN 9780444527721, Elsevier
(2007).
2. Rigaud, E., PerretLiaudet, J., Belin, M., Joly
Pottuz, L. and Martin, J.M. (2010), An Original
DynamicTribotesttoDiscriminateFrictionand
Viscous Damping, Tribology International,
431(2),pp.320329.
0.15
0.1
0.05
0
0.05
0.1
0.15
0 0.2 0.4 0.6 0.8 1
v
e
l
o
c
i
t
y
(
m
/
s
e
c
)
time(sec)
steelonsteel
(glycerol)
0
0.005
0.01
0.015
0.02
0.025
0.03
0.035
0 0.2 0.4 0.6 0.8
v
i
s
c
o
u
s
f
r
i
c
t
i
o
n
c
o
e
f
f
i
c
i
e
n
t
normalload(N)
steelonsteel
steelontaC
steelonaC:H
0
0.005
0.01
0.015
0.02
0.025
0 0.2 0.4 0.6 0.8 1
s
o
l
i
d
f
r
i
c
t
i
o
n
c
o
e
f
f
i
c
i
e
n
t
normalload(N)
steelonsteel
steelontaC
steelonaC:H
0
0.03
0.06
0.09
0.12
0 0.2 0.4 0.6
s
o
l
i
d
f
r
i
c
t
i
o
n
c
o
e
f
f
i
c
i
e
n
t
Normalload(N)
steelonsteel
steelontaC
steelonaC:H
Figure5.Responseforsteelonsteelcontactlubricated
withglycerol.
The three contacts lubricated with glycerol are
representedinFigure6.Thisshowsthatisonthe
order of 0.01.DLC coatings decrease forglycerol
lubricatedcontacts,however,itissmallerforaC:H
thanthatfortaC.
Figure6.Viscousfrictioncoefficientversusnormal
load,Nforglycerollubricatedcontacts.
Figures 7 and 8 illustrate that the solidtype
friction, , is much greater for oleic acid than that
for glycerol lubricated contacts. Unlike with
glycerol lubricant, DLC coating decreases the
frictionforoleicacidlubricatedcontacts.
Figure7.Solidfrictioncoefficientversusnormalload,
Nforglycerollubricatedcontacts.
Figure8.Solidfrictioncoefficientversusnormalload,
Nforoleicacidlubricatedcontacts.
ACKNOWLEDGMENTS
The author would like to acknowledge the Carnot
InstituteI@Lforpartiallyfinancingthisprojectand
also Dr. M. Kano and his group from Kanagawa
Industrial Technology Center for providing us with
DLCcoatedsamples.
REFERENCES
1. Superlubricity, Eds. A. Erdemir and J.M.
Martin, ISBN 9780444527721, Elsevier
(2007).
2. Rigaud, E., PerretLiaudet, J., Belin, M., Joly
Pottuz, L. and Martin, J.M. (2010), An Original
DynamicTribotesttoDiscriminateFrictionand
Viscous Damping, Tribology International,
431(2),pp.320329.
0.15
0.1
0.05
0
0.05
0.1
0.15
0 0.2 0.4 0.6 0.8 1
v
e
l
o
c
i
t
y
(
m
/
s
e
c
)
time(sec)
steelonsteel
(glycerol)
0
0.005
0.01
0.015
0.02
0.025
0.03
0.035
0 0.2 0.4 0.6 0.8
v
i
s
c
o
u
s
f
r
i
c
t
i
o
n
c
o
e
f
f
i
c
i
e
n
t
normalload(N)
steelonsteel
steelontaC
steelonaC:H
0
0.005
0.01
0.015
0.02
0.025
0 0.2 0.4 0.6 0.8 1
s
o
l
i
d
f
r
i
c
t
i
o
n
c
o
e
f
f
i
c
i
e
n
t
normalload(N)
steelonsteel
steelontaC
steelonaC:H
0
0.03
0.06
0.09
0.12
0 0.2 0.4 0.6
s
o
l
i
d
f
r
i
c
t
i
o
n
c
o
e
f
f
i
c
i
e
n
t
Normalload(N)
steelonsteel
steelontaC
steelonaC:H
Figure5.Responseforsteelonsteelcontactlubricated
withglycerol.
The three contacts lubricated with glycerol are
representedinFigure6.Thisshowsthatisonthe
order of 0.01.DLC coatings decrease forglycerol
lubricatedcontacts,however,itissmallerforaC:H
thanthatfortaC.
Figure6.Viscousfrictioncoefficientversusnormal
load,Nforglycerollubricatedcontacts.
Figures 7 and 8 illustrate that the solidtype
friction, , is much greater for oleic acid than that
for glycerol lubricated contacts. Unlike with
glycerol lubricant, DLC coating decreases the
frictionforoleicacidlubricatedcontacts.
Figure7.Solidfrictioncoefficientversusnormalload,
Nforglycerollubricatedcontacts.
Figure8.Solidfrictioncoefficientversusnormalload,
Nforoleicacidlubricatedcontacts.
ACKNOWLEDGMENTS
The author would like to acknowledge the Carnot
InstituteI@Lforpartiallyfinancingthisprojectand
also Dr. M. Kano and his group from Kanagawa
Industrial Technology Center for providing us with
DLCcoatedsamples.
REFERENCES
1. Superlubricity, Eds. A. Erdemir and J.M.
Martin, ISBN 9780444527721, Elsevier
(2007).
2. Rigaud, E., PerretLiaudet, J., Belin, M., Joly
Pottuz, L. and Martin, J.M. (2010), An Original
DynamicTribotesttoDiscriminateFrictionand
Viscous Damping, Tribology International,
431(2),pp.320329.
0.15
0.1
0.05
0
0.05
0.1
0.15
0 0.2 0.4 0.6 0.8 1
v
e
l
o
c
i
t
y
(
m
/
s
e
c
)
time(sec)
steelonsteel
(glycerol)
0
0.005
0.01
0.015
0.02
0.025
0.03
0.035
0 0.2 0.4 0.6 0.8
v
i
s
c
o
u
s
f
r
i
c
t
i
o
n
c
o
e
f
f
i
c
i
e
n
t
normalload(N)
steelonsteel
steelontaC
steelonaC:H
0
0.005
0.01
0.015
0.02
0.025
0 0.2 0.4 0.6 0.8 1
s
o
l
i
d
f
r
i
c
t
i
o
n
c
o
e
f
f
i
c
i
e
n
t
normalload(N)
steelonsteel
steelontaC
steelonaC:H
0
0.03
0.06
0.09
0.12
0 0.2 0.4 0.6
s
o
l
i
d
f
r
i
c
t
i
o
n
c
o
e
f
f
i
c
i
e
n
t
Normalload(N)
steelonsteel
steelontaC
steelonaC:H
Figure 7 | Solid friction coefficient versus normal load, N for
glycerol lubricated contacts.
Figure 8 | Solid friction coeffcient versus normal load, N for oleic
acid lubricated contacts.
W W W. S T L E . O R G T R I B O L O G Y & L U B R I C A T I O N T E C H N O L O G Y F E B R U A R Y 2 0 1 3 1 7
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Use of Crodas high temperature chain oil esters can provide the end user with a number
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There MighT be a ProbleM with the phrasing of the
above headline. Maybe it should be New Products for Sustainability.
As a society, we are not sustainable without the new products and tech-
nologies that allow us to grow and prosper. From the earliest tribes to the
present, those peoples able to innovate survived or, in todays parlance, were
sustainable. They discovered sources of energy beyond their own physical
strength such as fre, wood, slaves (sadly, someone elses physical strength),
hydro, coal, natural gas, nuclear and wind. They began with hunting and
Predictionisverydiffcult,especiallyaboutthefuture.NielsBohr. 1 9
lubricaTion fundaMenTalS
Dr. Robert M. Gresham / Contributing Editor
In todays resource-fnite
world, survival starts
with innovation.
Sustainable
New Products
gathering and then learned animal
husbandry and farming. All these ac-
tivities led to sustainability of various
social groups.
That was then. As todays world
population grows, the notion of sus-
tainability has taken on a new dimen-
sion. We have fnite global resources,
so the big question is how (and how
well) are we managing them? A big
part of that management involves the
development of new products and
technologiesnot just more laws and
regulations.
So lets take a closer look.
sUsTAInABILITy
At its most fundamental level, sustain-
ability is living to live off the sun in
real-time. Think about itthe sun is
our ultimate source of energy. Living
in real-time is using that energy im-
mediately for what you need, thus coal
is fossilized energy. Crude oil is much
the same. The food we eat (energy)
again is derived from the sun. But all
these sources involve time and some
level of waste and ineffciency. So the
goal of real-time is to live off the sun
with maximum effciency. In doing so,
ideally we could survive as long as the
sun does. Another way to look at sus-
tainability is meeting the needs of the
present without adversely affecting the
future. This introduces the concept of
renewability.
In his book Collapse: How Societ-
ies Choose to Fail or Succeed, Jared
Diamond provides examples of how
civilizations living in totally isolated
places survive or dont according to
their cultures and the choices they
make regarding the resources avail-
able to them in their isolated worlds.
Examples included various island cul-
tures in the South Pacifc such as Eas-
ter Island. These people are, in their
microcosms, dealing with the concept
of sustainability.
Sustainability really deals with
resource management, and those re-
sources ultimately come from the sun
in the form of energy. We use energy
for lighting and heating, mobility and
for manufacturing goods and services.
So how do we become a sustainable
society? Through innovationnew
products and technologies. And thats
something a techie like me can get ex-
cited about.
Through innovation we must
improve on our existing technolo-
gies, look for ways to reduce waste
and recycle through green chemistry.
Those frst two goals, if you want to
be sustainable, are fairly self-evident.
Less obvious are the logistics of green
chemistry, which Id like to discuss
since it speaks to my technical roots as
an organic chemist.
According to Dr. Richard Engler,
head of the U.S. EPAs green chemistry
initiative, all green chemistry must in-
clude economic reality. That allows us
to drop the more far-fetched ideas and
start thinking straight.
The concept of green chemistry
must involve global cost-competi-
tiveness. Global here means not only
geographically but also from a total
systems perspective. Green chemistry
is a philosophical approach to chemis-
try whereby the design of new chemi-
cal products and processes reduce or
eliminate the use or generation of haz-
ardous substances.
There are often various synthetic
pathways in organic chemistry, lead-
ing to a given fnal product. The new
way of thinking is not just about how
elegantly I make some material but,
rather, which of the possible syntheses
utilize a greener pathway, use greener
reagents and solvents, involve greener
intermediates and end-products and
which syntheses are inherently safer
and use more waste-free chemistry.
All green chemistry must include economic reality.
20Digitalbrochure:Downloadthepreliminary2013STLEAnnualMeeting&Exhibitiontechnicalprogram,availablenow!Detailsatwww.stle.org.
Green chemistry also charges us to ask such questions as:
How can I use the fewest number of atoms to make the fnal
product? How can I maximize the number of these atoms
that end up in the fnal product? Can I use a catalyst (which
can be reused) rather than a stoichiometric reagent (which
is consumed)?
Global thinking about green chemistry involves not only
the costs of chemicals, solvents, reagents and energy to per-
form the synthesis but also the pollution-treatment costs
along the synthesis pathway and, of course, any special han-
dling or packaging needed because of inherent hazards in the
product or regulatory-compliance costs.
From a global perspective, green chemistry is inherently
more proftable than non-green chemistry. If it is more proft-
able, it will ultimately survive in the marketplace where its
less-green competitor will not. This is what sustainability is
all about in the world of chemistry.
STLE President Jerry Byers, Cimcool Fluid Technologies,
recently gave a presentation at the Tribology Society of In-
dias 8th International Conference on Industrial Tribology
and observed some interesting and compelling examples.
For example, Coldwater Creek, a womens apparel re-
tailer, uses only green-energy sources for its headquarters,
distribution and customer contact centers. Retail stores for
the U.S. Tire Discounters, an automotive service company,
feature lifetime tire balancing, fuel-effcient tires, nitrogen-
tire infation, recycled oil from Valvoline (50% recycled, yet
meeting its specifcations) and zinc-wheel weights.
NSK Bearings recycled used bearings at a rate of 99.3%
in Japan and 92.3% elsewherereducing its landfll by half.
It also installed reverse osmosis rather than deionization
in its water systems, used sensors to turn off lights in no-
activity areas and reduced 75% of its compressed air usage
by eliminating oil-mist lubrication. General Motors reduced
energy and carbon intensity at its facilities by 20% and total
waste by 10% (landfll-free) at 100 manufacturing sites and
25 non-manufacturing sites. GM also reduced the weight of
its cars since 10% weight loss yields 6%-8% in fuel savings.
These are only a few examples where companies have
made a signifcant impact on sustainability goals through the
use of new products, technologies and services. Despite the
medias constant castigation of evil corporations, many busi-
nesses have, through constant innovation, created more of
the science that helps us live off the sun in real-time.
Nonetheless, Im still not sure what the title of this article
should be.
Bob Gresham is STLEs director
of professional development.
You can reach him at
rgresham@stle.org.
W W W. S T L E . O R G T R I B O L O G Y & L U B R I C A T I O N T E C H N O L O G Y F E B R U A R Y 2 0 1 3 21
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Global Sales and Service
webinarS
Josh Fernatt / Contributing Editor
Analyzing
bearing
damage
Be prepared. Youll need a combination of
detective skills to fnd your answers.
The criTical role bearingS Play in controlling and limiting the movement of machine
elements makes rapid diagnosis and repair of damaged bearings essential.
Indeed, the ability to recognize and correct the most common forms of bearing damage
is an invaluable skill for keeping machines up and running effciently. Determining ex-
actly which factors contribute to bearing wear or damage requires an understanding of the
common causes of damage, which can include a combination of insuffcient lubrication,
improper maintenance practices or even faulty mounting. Taking steps to prevent these
causes can save both time and money and ultimately extend bearing life.
Understanding bearing damage and the steps you can take to prevent it was the topic of
an STLE University Webinar in March 2011 by Dr. Paul Shiller, an STLE member and re-
search scientist in the University of Akrons Civil Engineering Department in Akron, Ohio.
According to Shiller, four primary damage modesmechanical, chemical, thermal and
electricalare responsible for the majority of bearing damages. The frst damage mode,
mechanical, is also the most frequent cause of bearing damage. Mechanical damage modes
include particulate abrasions, spalling, impacts and brinelling.
Following is a condensation of Dr. Shillers Webinar. To hear the Webinar in its entirety,
review the schedule of all STLE University Webinars and see a listing of upcoming Webi-
nars and podcasts, log on to www.stle.org.
MecHAnIcAL DAMAGe MODe
According to Shiller, abrasive damage occurs
when foreign particulates enter a bearing and
begin wearing away surface material. Though
high-precision bearings can be knocked out of
service at the frst sign of minor wear, larger
bearings, such as the rolling mill roll-neck
bearings used in making steel, may continue
sTLe Webinar Alert:
Be sure to also check out the STLE
Webinar: Bearing Damage Analysis-Part II:
Going Beyond Rolling Elements, presented
by Dr. Paul Shiller. Archive recording
available for purchase at the STLE Store.
Details at www.stle.org.
22 BearingFundamentals,STLEWebinarwithDr.RobertGresham,STLEsdirectorof
to operate without issue if the damage
is identifed and addressed in time.
Fine abrasives such as sand, dirt
and metal fakes can cause a substan-
tial amount of damage to the bearing
surface over time. When larger parti-
cles of dirt or metal are involved, more
serious damage scenarios known as
denting and bruising can occur. As the
harder, larger materials pass through
the bearing, they may leave deep pit-
ting upon contact, whereas the softer,
fner materials scour and wear the
surface down. Determining exactly
where the abrasive materials originate
will likely require an inspection of the
entire mechanical system surrounding
the bearing.
Shiller says the second mechanical
damage mode, spalling, is character-
ized by the removal of large amounts
of material from the bearing surface
following cyclic fatigue. Spalling is
usually a secondary condition caused
when cracks and fssures that occur
from denting and bruising eventually
join to form one large damage area.
Fatigue spalling occurs when bearings
are misaligned or experience heavy
loading that overwhelms the lubri-
cant flm and causes metal-to-metal
contact. Spalling can be identifed by
observing damage that appears in the
shape of an arrowhead, with the ini-
tial damage point located at the tip of
the arrowhead spreading back and out.
Spalling can also originate from inclu-
sions in the metal from the use of non-
bearing rated steel.
The fnal group of mechanical
damage modes includes impacts and
true brinelling. In these cases, mis-
handling or exposing the bearing to a
shock load will produce indentations
of the rollers. True brinelling also can
result from improper mounting, using
the wrong tools when mounting the
bearing or simply dropping it. True
brinelling can contribute to spalls and
dents, and will often be signaled by
noisy machine operation.
PREVENTING MECHANICAL
DAMAGE
Effectively preventing the mechanical
damage modes requires routinely ap-
plying a few common sense measures.
A good frst step is ensuring a
clean, particle-free lubricant is used
in the bearing. It is also important to
maintain a clean work area and clean
tools to decrease the chance that for-
eign particles fnd their way into bear-
ings during scheduled services. Regu-
lar inspection of bearing seals serves
this same purpose. It is also good prac-
tice to keep bearings protected in their
original packaging until they are ready
for installation.
If you want to prevent particu-
late damage, you have to make sure
that nothing gets in from the outside,
Shiller says. Generally, the lubricants
that come from the major suppliers are
clean. Where the particulate materials
come in is in the transfer of the lubri-
cants from place to place.
CHEMICAL DAMAGE MODE
The most common forms of chemical
damage to bearings are etching and
corrosion, which occur when water,
humidity or other potentially corro-
sive substances infltrate the bearing
surface. Because the bearing race and
rolling elements have a high degree of
polish or fnish, they are highly sus-
ceptible to corrosion damage.
This article is the second in a year-long series based on
Webinars originally presented by STLE University. In some
cases the Webinar presenter will author the article, and in
others, like this one, the Webinar is adapted by a TLT writer.
STLE-member Dr. Paul Shiller is a research scientist with
the University of Akron in Akron, Ohio, as well as an adjunct
professor of chemistry at Kent State University in Kent,
Ohio. He has a masters degree in chemical engineering and
a doctorate in physical chemistry. This article is based on a
Webinar he conducted for STLE University in March 2011. You
can reach Paul at paul.shiller@uakron.edu.
STLE University has sponsored dozens of Webinars and podcasts on a wide range of
technical topics. To see Paul Shillers Webinar in its entirety, review all STLE University
offerings and view the lineup of future events, log on to www.stle.org. Webinars are $39
to STLE members and $59 for non-members.
WEBINARS: A NEW SERIES FROM TLT
Dr. Paul Shiller
mp
= Friction coefcient of the motor in propulsion direction
mr
= Friction coefcient of the motor in rotational direction
sr
= Friction coefcient of the spiral in rotational direction
sp
= Friction coefcient of the spiral in propulsion direction
I
m
= Inertia of the motor
I
S
= Inertia of the spiral
porcine intestine specimens. The experimental details are dis-
cussed in the following sections.
EXPERIMENTAL SPECIMENS AND METHOD
To satisfy the functional design requirements of effective
propulsion and medical safety, prototype models of the two pro-
posed propulsion mechanisms were designed and fabricated. Sim-
plicity in the propulsion mechanism was considered in the design
of the prototype robots. Using the prototypes, we performed ex-
periments to assess the feasibility of the mechanisms and analyze
the frictional interactions between the prototype robot and the
intestine surface. The photographs of the stretchable-body and
spiral-body prototype robots are shown in Fig. 1. The stretchable-
body robot consists of a DC motor and a lead-screw system to
stretch the rubber skin. Certain parts of the rubber skin are made
of exible structures such as polymeric bers or wedges (Fig. 2).
The bers or wedges are designed to generate the friction force
against the intestine surface that is needed to propel the robot.
The spiral robot design is shown in Fig. 1(b). One end of the
spiral-body robot is a cylindrical body with spiral structures, and
the other end is the DC motor that drives the spiral body. As the
motor turns, the spiral structures are designed to provide the grip-
ping force against the intestine. The positive angle of the spiral
structure causes a net force in the traveling direction and hence
propels the robot forward. The overall design of the robot is dif-
ferent from the one proposed by Zhou, et al. (15) where both the
motor and the cylindrical body rotate simultaneously to gener-
Fig. 1Photographs of (a) prototype stretchable-body robot specimen
with polymeric soft ber surface structures and (b) prototype
spiral-body robot specimen with DC motor and cylindrical spiral
structures.
ate the propulsion force. This would make it extremely difcult
to handle the wires that connect to the motor. Furthermore, their
design was tested in a glass tube lled with viscous oil, represent-
ing a highly idealized condition in which to verify the effective-
ness of the locomotion.
The effectiveness of the proposed mechanisms depends on
several factors. In the case of the stretchable-body robot, the
stroke of expansion and the frictional properties of the surface
structures are the most important parameters to be optimized.
In the case of the spiral-body robot, the dimensions and geom-
etry of the spiral structure are the most important factors. In
order to optimize the propulsion efciency of these robots, we
fabricated and tested preliminary prototypes. With these proto-
types, the major tribological design parameters could be identi-
ed for each propulsion mechanism. Based on the results of the
preliminary experiments, the designs were modied for better
propulsion efciency. For the stretchable-ber-body mechanism,
the stroke of expansion was increased from 10 mm to 30 mm by
using a longer lead screw. This was done to maximize the rela-
tive motion between the robot surface and the intestine surface
(Fig. 2(a)). Furthermore, for effective body-friction control and
ease of fabrication of the surface structures, a new stretchable-
body robot was designed and fabricated using polymeric wedge
structures on its rubber skin instead of using bers (Fig. 2(b)).
For the spiral-body robot, various specimens were fabricated
and tested to identify the optimum design values for the spiral
height, number of turns, angle of spiral, and the number of ridges
on the motor-body housing for preventing the rotation of the
Fig. 2(a) Modied maximum stroke of expansion for the stretchable-
ber-body robot and (b) stretchable wedge body robot with poly-
meric wedge structures on its rubber skin.
204 Y.-T. KIM AND D.-E. KIM
NOMENCLATURE
D
m
= Diameter of the motor
D
s
= Diameter of the spiral
mp
= Friction coefcient of the motor in propulsion direction
mr
= Friction coefcient of the motor in rotational direction
sr
= Friction coefcient of the spiral in rotational direction
sp
= Friction coefcient of the spiral in propulsion direction
I
m
= Inertia of the motor
I
S
= Inertia of the spiral
porcine intestine specimens. The experimental details are dis-
cussed in the following sections.
EXPERIMENTAL SPECIMENS AND METHOD
To satisfy the functional design requirements of effective
propulsion and medical safety, prototype models of the two pro-
posed propulsion mechanisms were designed and fabricated. Sim-
plicity in the propulsion mechanism was considered in the design
of the prototype robots. Using the prototypes, we performed ex-
periments to assess the feasibility of the mechanisms and analyze
the frictional interactions between the prototype robot and the
intestine surface. The photographs of the stretchable-body and
spiral-body prototype robots are shown in Fig. 1. The stretchable-
body robot consists of a DC motor and a lead-screw system to
stretch the rubber skin. Certain parts of the rubber skin are made
of exible structures such as polymeric bers or wedges (Fig. 2).
The bers or wedges are designed to generate the friction force
against the intestine surface that is needed to propel the robot.
The spiral robot design is shown in Fig. 1(b). One end of the
spiral-body robot is a cylindrical body with spiral structures, and
the other end is the DC motor that drives the spiral body. As the
motor turns, the spiral structures are designed to provide the grip-
ping force against the intestine. The positive angle of the spiral
structure causes a net force in the traveling direction and hence
propels the robot forward. The overall design of the robot is dif-
ferent from the one proposed by Zhou, et al. (15) where both the
motor and the cylindrical body rotate simultaneously to gener-
Fig. 1Photographs of (a) prototype stretchable-body robot specimen
with polymeric soft ber surface structures and (b) prototype
spiral-body robot specimen with DC motor and cylindrical spiral
structures.
ate the propulsion force. This would make it extremely difcult
to handle the wires that connect to the motor. Furthermore, their
design was tested in a glass tube lled with viscous oil, represent-
ing a highly idealized condition in which to verify the effective-
ness of the locomotion.
The effectiveness of the proposed mechanisms depends on
several factors. In the case of the stretchable-body robot, the
stroke of expansion and the frictional properties of the surface
structures are the most important parameters to be optimized.
In the case of the spiral-body robot, the dimensions and geom-
etry of the spiral structure are the most important factors. In
order to optimize the propulsion efciency of these robots, we
fabricated and tested preliminary prototypes. With these proto-
types, the major tribological design parameters could be identi-
ed for each propulsion mechanism. Based on the results of the
preliminary experiments, the designs were modied for better
propulsion efciency. For the stretchable-ber-body mechanism,
the stroke of expansion was increased from 10 mm to 30 mm by
using a longer lead screw. This was done to maximize the rela-
tive motion between the robot surface and the intestine surface
(Fig. 2(a)). Furthermore, for effective body-friction control and
ease of fabrication of the surface structures, a new stretchable-
body robot was designed and fabricated using polymeric wedge
structures on its rubber skin instead of using bers (Fig. 2(b)).
For the spiral-body robot, various specimens were fabricated
and tested to identify the optimum design values for the spiral
height, number of turns, angle of spiral, and the number of ridges
on the motor-body housing for preventing the rotation of the
Fig. 2(a) Modied maximum stroke of expansion for the stretchable-
ber-body robot and (b) stretchable wedge body robot with poly-
meric wedge structures on its rubber skin.
D
o
w
n
l
o
a
d
e
d
b
y
[
7
5
.
1
4
9
.
2
0
0
.
2
3
3
]
a
t
1
1
:
0
7
2
0
D
e
c
e
m
b
e
r
2
0
1
2
204 Y.-T. KIM AND D.-E. KIM
NOMENCLATURE
D
m
= Diameter of the motor
D
s
= Diameter of the spiral
mp
= Friction coefcient of the motor in propulsion direction
mr
= Friction coefcient of the motor in rotational direction
sr
= Friction coefcient of the spiral in rotational direction
sp
= Friction coefcient of the spiral in propulsion direction
I
m
= Inertia of the motor
I
S
= Inertia of the spiral
porcine intestine specimens. The experimental details are dis-
cussed in the following sections.
EXPERIMENTAL SPECIMENS AND METHOD
To satisfy the functional design requirements of effective
propulsion and medical safety, prototype models of the two pro-
posed propulsion mechanisms were designed and fabricated. Sim-
plicity in the propulsion mechanism was considered in the design
of the prototype robots. Using the prototypes, we performed ex-
periments to assess the feasibility of the mechanisms and analyze
the frictional interactions between the prototype robot and the
intestine surface. The photographs of the stretchable-body and
spiral-body prototype robots are shown in Fig. 1. The stretchable-
body robot consists of a DC motor and a lead-screw system to
stretch the rubber skin. Certain parts of the rubber skin are made
of exible structures such as polymeric bers or wedges (Fig. 2).
The bers or wedges are designed to generate the friction force
against the intestine surface that is needed to propel the robot.
The spiral robot design is shown in Fig. 1(b). One end of the
spiral-body robot is a cylindrical body with spiral structures, and
the other end is the DC motor that drives the spiral body. As the
motor turns, the spiral structures are designed to provide the grip-
ping force against the intestine. The positive angle of the spiral
structure causes a net force in the traveling direction and hence
propels the robot forward. The overall design of the robot is dif-
ferent from the one proposed by Zhou, et al. (15) where both the
motor and the cylindrical body rotate simultaneously to gener-
Fig. 1Photographs of (a) prototype stretchable-body robot specimen
with polymeric soft ber surface structures and (b) prototype
spiral-body robot specimen with DC motor and cylindrical spiral
structures.
ate the propulsion force. This would make it extremely difcult
to handle the wires that connect to the motor. Furthermore, their
design was tested in a glass tube lled with viscous oil, represent-
ing a highly idealized condition in which to verify the effective-
ness of the locomotion.
The effectiveness of the proposed mechanisms depends on
several factors. In the case of the stretchable-body robot, the
stroke of expansion and the frictional properties of the surface
structures are the most important parameters to be optimized.
In the case of the spiral-body robot, the dimensions and geom-
etry of the spiral structure are the most important factors. In
order to optimize the propulsion efciency of these robots, we
fabricated and tested preliminary prototypes. With these proto-
types, the major tribological design parameters could be identi-
ed for each propulsion mechanism. Based on the results of the
preliminary experiments, the designs were modied for better
propulsion efciency. For the stretchable-ber-body mechanism,
the stroke of expansion was increased from 10 mm to 30 mm by
using a longer lead screw. This was done to maximize the rela-
tive motion between the robot surface and the intestine surface
(Fig. 2(a)). Furthermore, for effective body-friction control and
ease of fabrication of the surface structures, a new stretchable-
body robot was designed and fabricated using polymeric wedge
structures on its rubber skin instead of using bers (Fig. 2(b)).
For the spiral-body robot, various specimens were fabricated
and tested to identify the optimum design values for the spiral
height, number of turns, angle of spiral, and the number of ridges
on the motor-body housing for preventing the rotation of the
Fig. 2(a) Modied maximum stroke of expansion for the stretchable-
ber-body robot and (b) stretchable wedge body robot with poly-
meric wedge structures on its rubber skin.
D
o
w
n
l
o
a
d
e
d
b
y
[
7
5
.
1
4
9
.
2
0
0
.
2
3
3
]
a
t
1
1
:
0
7
2
0
D
e
c
e
m
b
e
r
2
0
1
2
Figure 1 | Photographs of (a) prototype stretchable-body robot spec-
imen with polymeric soft fber surface structures and (b) prototype
spiral-body robot specimen with DC motor and cylindrical spiral
structures.
Figure 2 | (a) Modifed maximum stroke of expansion for the stretch-
ablefber-body robot and (b) stretchable wedge body robot with
polymeric wedge structures on its rubber skin.
Hydac,Feb.13.Detailsatwww.stle.orgorcontactklemar@stle.org. 35
fbers or wedges are designed to generate the friction force
against the intestine surface that is needed to propel the robot.
The spiral robot design is shown in Figure 1(b). One
end of the spiral-body robot is a cylindrical body with spiral
structures, and the other end is the DC motor that drives
the spiral body. As the motor turns, the spiral structures are
designed to provide the gripping force against the intestine.
The positive angle of the spiral structure causes a net force in
the traveling direction and hence propels the robot forward.
The overall design of the robot is different from the one pro-
posed by Zhou, et al.
15
where both the motor and the cylin-
drical body rotate simultaneously to generate the propulsion
force. This would make it extremely diffcult to handle the
wires that connect to the motor. Furthermore, their design
was tested in a glass tube flled with viscous oil, representing
a highly idealized condition in which to verify the effective-
ness of the locomotion.
The effectiveness of the proposed mechanisms depends
on several factors. In the case of the stretchable-body ro-
bot, the stroke of expansion and the frictional properties of
the surface structures are the most important parameters to
be optimized. In the case of the spiral-body robot, the di-
mensions and geometry of the spiral structure are the most
important factors. In order to optimize the propulsion eff-
ciency of these robots, we fabricated and tested preliminary
prototypes. With these prototypes, the major tribological
design parameters could be identifed for each propulsion
mechanism. Based on the results of the preliminary experi-
ments, the designs were modifed for better propulsion eff-
ciency. For the stretchable-fber-body mechanism, the stroke
of expansion was increased from 10 mm to 30 mm by using
a longer lead screw. This was done to maximize the relative
motion between the robot surface and the intestine surface
(Figure 2(a)). Furthermore, for effective body-friction con-
trol and ease of fabrication of the surface structures, a new
stretchable-body robot was designed and fabricated using
polymeric wedge structures on its rubber skin instead of us-
ing fbers (Figure 2(b)).
For the spiral-body robot, various specimens were fabri-
cated and tested to identify the optimum design values for
the spiral height, number of turns, angle of spiral, and the
number of ridges on the motor-body housing for preventing
Novel Propelling Mechanisms
Fig. 3(a) Spiral-body specimens with different ridge heights (0.5, 0.75,
and 1 mm), (b) spiral-body specimens with different numbers
and angles of the spiral structures (1.5, 3, and 6 turns and 1-mm
height), and (c) motor-body housing specimens with different
numbers of ridges (6, 10, 20 ridges).
motor. Three aluminum spiral-body designs (Fig. 3(a)) with dif-
ferent spiral ridge heights of 0.5, 0.75, and 1 mm with the same
pitch were fabricated and tested for their propulsion forces. Also,
three other spiral-body specimens (Fig. 3(b)) with different num-
bers and angles of the spirals of 1.5, 3, and 6 turns and the same
1-mm spiral height were fabricated.
For the spiral-body robot, rotation of the motor should be
minimized for better propulsion efciency as the spiral body spins
inside the intestine. Therefore, ridge structures on the surface
of the motor-body housing (Fig. 3(c)) were proposed to provide
high friction in the rotational direction with low friction in the
propulsion direction. The cross section of the ridges was rect-
angular with 0.75-mm height and 0.75-mm width. With this de-
sign concept, three motor-body housings with 6, 10, and 20 ridges
along the length of the housing were fabricated, and the rota-
tional friction force was measured for each specimen to nd the
most effective design.
The propulsion and the rotational friction force of the spiral-
body components were measured using a custom-built biotri-
botester shown in Fig. 4. The tester consists of a holder on which
the intestine specimen is mounted, a motor to drive the spiral
body, a exible coupling for connecting the spiral body to the
Fig. 4(a) Custom-built biotribotester for measuring the propulsion
force of various spiral specimens, (b) closeup of the spiral-body
and intestine specimens, and (c) setup for rotational friction force
measurement of the motor-body housing specimen.
tion force of the motor-housing body. This could be done by plac-
ing the motor-housing specimen perpendicular to the load cell
axis as shown in Fig. 4(c).
The small intestine of a porcine was used as the intestine speci-
men. The porcine intestine is usually used for in vitro animal tests
because it is quite similar to the human intestine in shape, size,
and mechanical properties. The intestine was cut from a slaughter
house and delivered to the laboratory by packaging the specimens
inside a saline solution to minimize the change in morphology and
mechanical properties by maintaining a pH environment of about
7. Tests were performed within about 5 h after butchery.
EXPERIMENTAL RESULTS AND DISCUSSIONS
Stretchable-Body Robot
A stretchable-body robot with soft or exible surface struc-
tures strategically placed on its surface was designed to attain
propelling motion of the robotic endoscope with minimum tissue
damage. Figure 1 shows the prototype of the stretchable-ber-
body robot. The robot was designed to advance by making the
D
o
w
n
l
o
a
d
e
d
b
y
[
7
5
.
1
4
9
.
2
0
0
.
2
3
3
]
a
t
1
1
:
0
7
2
0
D
e
c
e
m
b
e
r
2
0
1
2
Novel Propelling Mechanisms 205
Fig. 3(a) Spiral-body specimens with different ridge heights (0.5, 0.75,
and 1 mm), (b) spiral-body specimens with different numbers
and angles of the spiral structures (1.5, 3, and 6 turns and 1-mm
height), and (c) motor-body housing specimens with different
numbers of ridges (6, 10, 20 ridges).
motor. Three aluminum spiral-body designs (Fig. 3(a)) with dif-
ferent spiral ridge heights of 0.5, 0.75, and 1 mm with the same
pitch were fabricated and tested for their propulsion forces. Also,
three other spiral-body specimens (Fig. 3(b)) with different num-
bers and angles of the spirals of 1.5, 3, and 6 turns and the same
1-mm spiral height were fabricated.
For the spiral-body robot, rotation of the motor should be
minimized for better propulsion efciency as the spiral body spins
inside the intestine. Therefore, ridge structures on the surface
of the motor-body housing (Fig. 3(c)) were proposed to provide
high friction in the rotational direction with low friction in the
propulsion direction. The cross section of the ridges was rect-
angular with 0.75-mm height and 0.75-mm width. With this de-
sign concept, three motor-body housings with 6, 10, and 20 ridges
along the length of the housing were fabricated, and the rota-
tional friction force was measured for each specimen to nd the
Fig. 4(a) Custom-built biotribotester for measuring the propulsion
force of various spiral specimens, (b) closeup of the spiral-body
and intestine specimens, and (c) setup for rotational friction force
measurement of the motor-body housing specimen.
tion force of the motor-housing body. This could be done by plac-
ing the motor-housing specimen perpendicular to the load cell
axis as shown in Fig. 4(c).
The small intestine of a porcine was used as the intestine speci-
men. The porcine intestine is usually used for in vitro animal tests
because it is quite similar to the human intestine in shape, size,
and mechanical properties. The intestine was cut from a slaughter
house and delivered to the laboratory by packaging the specimens
inside a saline solution to minimize the change in morphology and
mechanical properties by maintaining a pH environment of about
7. Tests were performed within about 5 h after butchery.
EXPERIMENTAL RESULTS AND DISCUSSIONS
Novel Propelling Mechanisms
Fig. 3(a) Spiral-body specimens with different ridge heights (0.5, 0.75,
and 1 mm), (b) spiral-body specimens with different numbers
and angles of the spiral structures (1.5, 3, and 6 turns and 1-mm
height), and (c) motor-body housing specimens with different
numbers of ridges (6, 10, 20 ridges).
motor. Three aluminum spiral-body designs (Fig. 3(a)) with dif-
ferent spiral ridge heights of 0.5, 0.75, and 1 mm with the same
pitch were fabricated and tested for their propulsion forces. Also,
three other spiral-body specimens (Fig. 3(b)) with different num-
bers and angles of the spirals of 1.5, 3, and 6 turns and the same
1-mm spiral height were fabricated.
For the spiral-body robot, rotation of the motor should be
minimized for better propulsion efciency as the spiral body spins
inside the intestine. Therefore, ridge structures on the surface
of the motor-body housing (Fig. 3(c)) were proposed to provide
high friction in the rotational direction with low friction in the
propulsion direction. The cross section of the ridges was rect-
angular with 0.75-mm height and 0.75-mm width. With this de-
sign concept, three motor-body housings with 6, 10, and 20 ridges
along the length of the housing were fabricated, and the rota-
Fig. 4(a) Custom-built biotribotester for measuring the propulsion
force of various spiral specimens, (b) closeup of the spiral-body
and intestine specimens, and (c) setup for rotational friction force
measurement of the motor-body housing specimen.
tion force of the motor-housing body. This could be done by plac-
ing the motor-housing specimen perpendicular to the load cell
axis as shown in Fig. 4(c).
The small intestine of a porcine was used as the intestine speci-
men. The porcine intestine is usually used for in vitro animal tests
because it is quite similar to the human intestine in shape, size,
and mechanical properties. The intestine was cut from a slaughter
house and delivered to the laboratory by packaging the specimens
inside a saline solution to minimize the change in morphology and
mechanical properties by maintaining a pH environment of about
7. Tests were performed within about 5 h after butchery.
Novel Propelling Mechanisms 205
Fig. 3(a) Spiral-body specimens with different ridge heights (0.5, 0.75,
and 1 mm), (b) spiral-body specimens with different numbers
and angles of the spiral structures (1.5, 3, and 6 turns and 1-mm
height), and (c) motor-body housing specimens with different
numbers of ridges (6, 10, 20 ridges).
motor. Three aluminum spiral-body designs (Fig. 3(a)) with dif-
ferent spiral ridge heights of 0.5, 0.75, and 1 mm with the same
pitch were fabricated and tested for their propulsion forces. Also,
three other spiral-body specimens (Fig. 3(b)) with different num-
bers and angles of the spirals of 1.5, 3, and 6 turns and the same
1-mm spiral height were fabricated.
For the spiral-body robot, rotation of the motor should be
minimized for better propulsion efciency as the spiral body spins
inside the intestine. Therefore, ridge structures on the surface
of the motor-body housing (Fig. 3(c)) were proposed to provide
high friction in the rotational direction with low friction in the
propulsion direction. The cross section of the ridges was rect-
angular with 0.75-mm height and 0.75-mm width. With this de-
sign concept, three motor-body housings with 6, 10, and 20 ridges
along the length of the housing were fabricated, and the rota-
tional friction force was measured for each specimen to nd the
most effective design.
The propulsion and the rotational friction force of the spiral-
body components were measured using a custom-built biotri-
botester shown in Fig. 4. The tester consists of a holder on which
the intestine specimen is mounted, a motor to drive the spiral
body, a exible coupling for connecting the spiral body to the
motor shaft, a cantilever arm through which the normal contact
force is applied in the form of a dead weight, a precision three-
axes stage to locate the spiral-body specimen on the intestine sur-
face, and a load cell to measure the pushing force as the spiral
body rotates. Basically, the propulsion force of the spiral body
was obtained by measuring the pushing force of the specimen as
it rotated on the open porcine intestine specimen under a con-
Fig. 4(a) Custom-built biotribotester for measuring the propulsion
force of various spiral specimens, (b) closeup of the spiral-body
and intestine specimens, and (c) setup for rotational friction force
measurement of the motor-body housing specimen.
tion force of the motor-housing body. This could be done by plac-
ing the motor-housing specimen perpendicular to the load cell
axis as shown in Fig. 4(c).
The small intestine of a porcine was used as the intestine speci-
men. The porcine intestine is usually used for in vitro animal tests
because it is quite similar to the human intestine in shape, size,
and mechanical properties. The intestine was cut from a slaughter
house and delivered to the laboratory by packaging the specimens
inside a saline solution to minimize the change in morphology and
mechanical properties by maintaining a pH environment of about
7. Tests were performed within about 5 h after butchery.
EXPERIMENTAL RESULTS AND DISCUSSIONS
Stretchable-Body Robot
A stretchable-body robot with soft or exible surface struc-
tures strategically placed on its surface was designed to attain
propelling motion of the robotic endoscope with minimum tissue
damage. Figure 1 shows the prototype of the stretchable-ber-
body robot. The robot was designed to advance by making the
robot move only forward and not backward during the repeated
expansion and contraction cycles. The expansion and contraction
motion could be achieved by using a reciprocating motion system
inside the body with a DC motor and a lead screw. The skin of
the robot was designed to have lowfriction in forward motion and
high friction in backward motion by using tilted ber structures or
soft polymeric wedge structures fabricated on the rubber skin of
Fig. 3(a) Spiral-body specimens with different ridge heights (0.5, 0.75,
and 1 mm), (b) spiral-body specimens with different numbers
and angles of the spiral structures (1.5, 3, and 6 turns and 1-mm
height), and (c) motor-body housing specimens with different
numbers of ridges (6, 10, 20 ridges).
motor. Three aluminum spiral-body designs (Fig. 3(a)) with dif-
ferent spiral ridge heights of 0.5, 0.75, and 1 mm with the same
pitch were fabricated and tested for their propulsion forces. Also,
three other spiral-body specimens (Fig. 3(b)) with different num-
bers and angles of the spirals of 1.5, 3, and 6 turns and the same
1-mm spiral height were fabricated.
For the spiral-body robot, rotation of the motor should be
minimized for better propulsion efciency as the spiral body spins
inside the intestine. Therefore, ridge structures on the surface
of the motor-body housing (Fig. 3(c)) were proposed to provide
high friction in the rotational direction with low friction in the
propulsion direction. The cross section of the ridges was rect-
angular with 0.75-mm height and 0.75-mm width. With this de-
sign concept, three motor-body housings with 6, 10, and 20 ridges
along the length of the housing were fabricated, and the rota-
tional friction force was measured for each specimen to nd the
The propulsion and the rotational friction force of the spiral-
body components were measured using a custom-built biotri-
botester shown in Fig. 4. The tester consists of a holder on which
the intestine specimen is mounted, a motor to drive the spiral
body, a exible coupling for connecting the spiral body to the
Fig. 4(a) Custom-built biotribotester for measuring the propulsion
force of various spiral specimens, (b) closeup of the spiral-body
and intestine specimens, and (c) setup for rotational friction force
measurement of the motor-body housing specimen.
tion force of the motor-housing body. This could be done by plac-
ing the motor-housing specimen perpendicular to the load cell
axis as shown in Fig. 4(c).
The small intestine of a porcine was used as the intestine speci-
men. The porcine intestine is usually used for in vitro animal tests
because it is quite similar to the human intestine in shape, size,
and mechanical properties. The intestine was cut from a slaughter
house and delivered to the laboratory by packaging the specimens
inside a saline solution to minimize the change in morphology and
mechanical properties by maintaining a pH environment of about
7. Tests were performed within about 5 h after butchery.
EXPERIMENTAL RESULTS AND DISCUSSIONS
Stretchable-Body Robot
A stretchable-body robot with soft or exible surface struc-
tures strategically placed on its surface was designed to attain
propelling motion of the robotic endoscope with minimum tissue
damage. Figure 1 shows the prototype of the stretchable-ber-
body robot. The robot was designed to advance by making the
Dead weights for inertia control
(a)
(a)
(b) (c)
(b)
(c)
Figure 3 | (a) Spiral-body specimens with different ridge heights
(0.5, 0.75, and 1 mm), (b) spiral-body specimens with different num-
bers and angles of the spiral structures (1.5, 3, and 6 turns and 1-mm
height), and (c) motor-body housing specimens with different num-
bers of ridges (6, 10, 20 ridges).
Figure 4 | a) Custom-built biotribotester for measuring the propulsion force of
various spiral specimens, (b) closeup of the spiral-body and intestine specimens,
and (c) setup for rotational friction force measurement of the motor-body housing
specimen.
36 Triviaalert:Thetypicalhurricaneproducestheenergyequivalentof8,000onemegatonbombs.
the rotation of the motor. Three aluminum spiral-body de-
signs (Figure 3(a)) with different spiral ridge heights of 0.5,
0.75, and 1 mm with the same pitch were fabricated and test-
ed for their propulsion forces. Also, three other spiral-body
specimens (Figure 3(b)) with different numbers and angles
of the spirals of 1.5, 3, and 6 turns and the same 1-mm spiral
height were fabricated.
For the spiral-body robot, rotation of the motor should
be minimized for better propulsion effciency as the spiral
body spins inside the intestine. Therefore, ridge structures
on the surface of the motor-body housing (Figure 3(c)) were
proposed to provide high friction in the rotational direction
with low friction in the propulsion direction. The cross sec-
tion of the ridges was rectangular with 0.75-mm height and
0.75-mm width. With this design concept, three motor-body
housings with 6, 10, and 20 ridges along the length of the
housing were fabricated, and the rotational friction force was
measured for each specimen to fnd the most effective design.
The propulsion and the rotational friction force of the
spiral-body components were measured using a custom-
built biotribotester shown in Figure 4. The tester consists of
a holder on which the intestine specimen is mounted, a mo-
tor to drive the spiral body, a fexible coupling for connecting
the spiral body to the motor shaft, a cantilever arm through
which the normal contact force is applied in the form of a
dead weight, a precision three-axes stage to locate the spiral-
body specimen on the intestine surface, and a load cell to
measure the pushing force as the spiral body rotates. Basi-
cally, the propulsion force of the spiral body was obtained by
measuring the pushing force of the specimen as it rotated on
the open porcine intestine specimen under a constant load
and rotational speed. This was an effective method to iden-
tify the appropriate height and pitch of the spiral structure
for best propulsion. Figure 4(b) shows a closeup photograph
of the setup for measuring the propulsion force of the spiral
body. The biotribotester was also used to measure the rota-
tional friction force of the motor-housing body. This could be
done by placing the motor-housing specimen perpendicular
to the load cell axis as shown in Figure 4(c).
The small intestine of a porcine was used as the intestine
specimen. The porcine intestine is usually used for in vitro
animal tests because it is quite similar to the human intestine
in shape, size, and mechanical properties. The intestine was
cut from a slaughter house and delivered to the laboratory
by packaging the specimens inside a saline solution to mini-
mize the change in morphology and mechanical properties
by maintaining a pH environment of about 7. Tests were per-
formed within about 5 h after butchery.
EXPERIMENtAL RESULtS AND DIScUSSIONS
Stretchable-body Robot
A stretchable-body robot with soft or fexible surface struc-
tures strategically placed on its surface was designed to attain
propelling motion of the robotic endoscope with minimum
tissue damage. Figure 1 shows the prototype of the stretch-
able-fberbody robot. The robot was designed to advance by
making the robot move only forward and not backward dur-
ing the repeated expansion and contraction cycles. The ex-
pansion and contraction motion could be achieved by using
a reciprocating motion system inside the body with a DC
motor and a lead screw. The skin of the robot was designed
to have low friction in forward motion and high friction in
backward motion by using tilted fber structures or soft poly-
meric wedge structures fabricated on the rubber skin of the
robot. Essentially, when the robot expands, the head part of
the robot moves forward as the tail part is anchored to the
intestine surface by interlocking the tilted fbers against the
intestine surface. During contraction, the fbers on the head
part are anchored to the intestine surface while the tail part
slides forward. Thus, one cycle of expansion and contraction
would ideally advance the robot by the distance of the stroke.
However, due to slippage, the actual distance advanced by
the robot would be less than the stroke length. Figure 5 il-
lustrates the forward moving mechanism of the stretchable-
body robot during one cycle of expansion and contraction.
The stretchable robot has the advantage of being cov-
ered entirely by rubber so that the endoscope would not be
contaminated with residues inside the intestine. Such con-
tamination can dramatically reduce the life of the system
and cause sudden failure during operation. The stretchable
body allows proper sealing of the system as well as expan-
sion and contraction motion. Furthermore, due to its soft
rubbery surface construction, the damage incurred on the
organ surface can be minimized since the contact pressure is
low. Despite low contact pressure, high friction force needed
for advancing the robot can be achieved by using multiple
contacts. Each fexible structure on the robot skin makes a
soft contact, generating only a small interlocking force with
the intestine surface. However, the small forces can be added
and increased by using multiple surface structures, resulting
W W W. S T L E . O R G T R I B O L O G Y & L U B R I C A T I O N T E C H N O L O G Y F E B R U A R Y 2 0 1 3 37
Figure 5 | Schematics of one cycle forward motion with (a) expan-
sion and (b) contraction motions of the stretchable rubber skin with
polymeric wedge structures on the head and tail parts of the robot.
206 Y.-T. KIM AND
Fig. 5Schematics of one cycle forward motion with (a) expansion and
(b) contraction motions of the stretchable rubber skin with poly-
meric wedge structures on the head and tail parts of the robot.
Thus, one cycle of expansion and contraction would ideally ad-
vance the robot by the distance of the stroke. However, due to
slippage, the actual distance advanced by the robot would be less
than the stroke length. Figure 5 illustrates the forward moving
mechanism of the stretchable-body robot during one cycle of ex-
pansion and contraction.
The stretchable robot has the advantage of being covered en-
tirely by rubber so that the endoscope would not be contaminated
with residues inside the intestine. Such contamination can dra-
matically reduce the life of the system and cause sudden failure
during operation. The stretchable body allows proper sealing of
the system as well as expansion and contraction motion. Further-
more, due to its soft rubbery surface construction, the damage
incurred on the organ surface can be minimized since the contact
pressure is low. Despite low contact pressure, high friction force
needed for advancing the robot can be achieved by using multi-
D
o
w
n
l
o
a
d
e
d
b
y
[
7
5
.
1
4
9
.
2
0
0
.
2
3
3
]
a
t
1
1
:
0
7
2
0
D
e
c
e
m
b
e
r
2
0
1
2
206 Y.-T. KIM AND
Fig. 5Schematics of one cycle forward motion with (a) expansion and
(b) contraction motions of the stretchable rubber skin with poly-
meric wedge structures on the head and tail parts of the robot.
Thus, one cycle of expansion and contraction would ideally ad-
vance the robot by the distance of the stroke. However, due to
slippage, the actual distance advanced by the robot would be less
than the stroke length. Figure 5 illustrates the forward moving
mechanism of the stretchable-body robot during one cycle of ex-
pansion and contraction.
The stretchable robot has the advantage of being covered en-
tirely by rubber so that the endoscope would not be contaminated
with residues inside the intestine. Such contamination can dra-
matically reduce the life of the system and cause sudden failure
during operation. The stretchable body allows proper sealing of
the system as well as expansion and contraction motion. Further-
more, due to its soft rubbery surface construction, the damage
incurred on the organ surface can be minimized since the contact
pressure is low. Despite low contact pressure, high friction force
needed for advancing the robot can be achieved by using multi-
D
o
w
n
l
o
a
d
e
d
b
y
[
7
5
.
1
4
9
.
2
0
0
.
2
3
3
]
a
t
1
1
:
0
7
2
0
D
e
c
e
m
b
e
r
2
0
1
2
(a)
(b)
in suffcient propulsion force.
The prototype of the stretchable-fber skin robot (Figure
1(a)) was tested on the open porcine small intestine surface
to assess the feasibility of the propulsion mechanism shown
in Fig. 6. However, the robot could not move forward with
suffcient effciency. Tribological analysis of the frictional in-
teraction between the robot surface and the intestine surface
indicated that the stroke of expansion was too short to gener-
ate a signifcant relative motion. Also, the backward friction
was not much larger than the forward friction, and therefore
the anchoring effciency of the fbers was insuffcient. Final-
ly, fabrication of many fbers on the rubber skin was very
tedious and time consuming. Thus, a new surface structure
for the stretchable robot was sought.
To improve the design, a modifed stretchable-fber-body
robot was fabricated with an elongation stroke of 30 mm
(Figure 2(a)). The 30-mm stroke was determined based on
the material property of the intestine tissue. Because vis-
coelastic organ tissue has high elongation property, part of
the organ surface in contact with the robot body can stretch
along with the movement of the robot. From pretests, it was
found that the amount of surface elongation of the organ was
about 10 mm for a porcine small intestine when a part of the
intestine surface was laterally pushed or pulled at the surface
by frictional interlocking. A propulsion test performed with
the modifed stretchable robot on the open small intestine
specimen of a porcine showed that the robot advanced suc-
cessfully but at a relatively low speed of 15 mm/min. Never-
theless, from the test, we identifed the stroke of expansion
as a major parameter for the stretchable-robot design.
Following the modifcation of the expansion stroke, the
fber structure was replaced by a wedge structure in order to
improve the friction force between the robot and the intes-
tine surface. Figure 2(b) shows the stretchable-wedge-body
robot. The stroke of expansion was 30 mm, and the wedges
were fabricated with the kind of fexible polymeric tube used
in medical devices. The tube was cut to have a 45 tapered
angle, and the empty part was flled with epoxy to increase
the stiffness of the tube (Figure 2(b)). The propulsion test of
the wedge structure robot showed an increase in the propul-
sion speed to about 27 mm/min. Also, it was found that the
wedge structure showed smoother forward motion than the
fber structure and had suffcient frictional interlocking with
the intestine surface in the backward motion.
From the experiments, the stretchable-body mechanism
showed effective propulsion motion with no detectable tis-
sue damage on the open small porcine intestine specimen.
If the major parameters such as the speed of expansion and
contraction, size and number of surface structures, and di-
ameter of the robot body are further optimized, the stretch-
able body will have a better propulsion effciency and will be
more applicable to actual endoscope systems.
Spiral-body Robot
As shown in Figure 7, the spiral-body mechanism was de-
signed to propel the robot by using a spiral-shaped body
structure that can convert the rotational torque of the body
to a linear propulsion force. The spiral structure creates a
propulsion force as the protruding part interlocks with the
viscoelastic organ surface to generate a net force in the for-
ward direction as it rotates. The geometry, dimensions, and
angle of the spiral structure directly infuence the propul-
sion effciency. Since the spiral structure is designed to be
smooth without any sharp edge, the damage incurred to the
intestine surface during operation is minimized even if the
motor rotates at a relatively high speed. To assess the feasi-
bility of the spiral propulsion mechanism, a prototype was
designed and fabricated as shown in Figure 1(b). The pro-
totype spiral body was made by attaching a polymeric wire
on a cylindrical polymeric body with adhesive. The diameter
of the wire was 0.6 mm, pitch of the spiral was 4 mm, and
the spiral-body diameter and length were 8 mm and 20 mm,
respectively. Propulsion test of the prototype was conducted
on an open small intestine of a porcine. It was interesting to
note that the propulsion effciency differed signifcantly de-
pending on whether the robot was front or rear driven. For
the front drive, where the spiral body rotates in front of the
motor body, the propulsion effciency was inferior to that of
38 F E B R U A R Y 2 0 1 3 T R I B O L O G Y & L U B R I C A T I O N T E C H N O L O G Y W W W. S T L E . O R G
relative motion. Also, the backward friction was not much larger
than the forward friction, and therefore the anchoring efciency
Fig. 6Propulsion test for the prototype stretchable-ber robot on the
open porcine small intestine.
can convert the rotational torque of the body to a linear propul-
sion force. The spiral structure creates a propulsion force as the
Fig. 7Concept of propulsion force generation of the spiral-shaped body
on the intestine surface: by using the spiral motion of the rotating
body interlocked with the viscoelastic intestine surface.
Fig. 5Schematics of one cycle forward motion with (a) expansion and
(b) contraction motions of the stretchable rubber skin with poly-
meric wedge structures on the head and tail parts of the robot.
Thus, one cycle of expansion and contraction would ideally ad-
vance the robot by the distance of the stroke. However, due to
slippage, the actual distance advanced by the robot would be less
than the stroke length. Figure 5 illustrates the forward moving
mechanism of the stretchable-body robot during one cycle of ex-
pansion and contraction.
The stretchable robot has the advantage of being covered en-
tirely by rubber so that the endoscope would not be contaminated
with residues inside the intestine. Such contamination can dra-
matically reduce the life of the system and cause sudden failure
during operation. The stretchable body allows proper sealing of
the system as well as expansion and contraction motion. Further-
more, due to its soft rubbery surface construction, the damage
incurred on the organ surface can be minimized since the contact
pressure is low. Despite low contact pressure, high friction force
needed for advancing the robot can be achieved by using multi-
ple contacts. Each exible structure on the robot skin makes a
soft contact, generating only a small interlocking force with the
intestine surface. However, the small forces can be added and in-
creased by using multiple surface structures, resulting in sufcient
propulsion force.
The prototype of the stretchable-ber skin robot (Fig. 1(a))
was tested on the open porcine small intestine surface to as-
sess the feasibility of the propulsion mechanism shown in Fig.
6. However, the robot could not move forward with sufcient
efciency. Tribological analysis of the frictional interaction be-
tween the robot surface and the intestine surface indicated that
the stroke of expansion was too short to generate a signicant
relative motion. Also, the backward friction was not much larger
than the forward friction, and therefore the anchoring efciency
Fig. 6Propulsion test for the prototype stretchable-ber robot on the
open porcine small intestine.
elongation of the organ was about 10 mm for a porcine small in-
testine when a part of the intestine surface was laterally pushed
or pulled at the surface by frictional interlocking. A propulsion
test performed with the modied stretchable robot on the open
small intestine specimen of a porcine showed that the robot ad-
vanced successfully but at a relatively low speed of 15 mm/min.
Nevertheless, from the test, we identied the stroke of expansion
as a major parameter for the stretchable-robot design.
Following the modication of the expansion stroke, the ber
structure was replaced by a wedge structure in order to improve
the friction force between the robot and the intestine surface. Fig-
ure 2(b) shows the stretchable-wedge-body robot. The stroke of
expansion was 30 mm, and the wedges were fabricated with the
kind of exible polymeric tube used in medical devices. The tube
was cut to have a 45
mp
= friction coeffcient of the motor in propulsion direction;
mr
= friction coeffcient of the motor in rotational direction;
sr
= friction coeffcient of the spiral in rotational direction;
sp
= friction coeffcient of the spiral in propulsion direction;
I
m
= inertia of the motor; I
s
= inertia of the spiral.
208 Y.-T. KIM AND D.-E. KIM
Fig. 11Major tribological design parameters for the spiral-body robot.
D
m
= diameter of the motor; D
s
= diameter of the spiral;
mp
=
friction coefcient of the motor in propulsion direction;
mr
=
friction coefcient of the motor in rotational direction;
sr
=
friction coefcient of the spiral in rotational direction;
sp
=
friction coefcient of the spiral in propulsion direction; I
m
=
inertia of the motor; I
S
= inertia of the spiral.
From the experimental results obtained using the prototype
of the spiral-body robot, the major tribological design parame-
ters were identied. These parameters are summarized in Fig. 11.
In order to optimize the frictional properties of the spiral body
as well as the motor body based on the major tribological de-
sign parameters given in Fig. 11, the propulsion and friction
forces were measured for various spiral specimens (Fig. 3(a), (b))
and motor-body housing specimens (Fig. 3(c)), respectively, us-
ing the custom-built biotribotester (Fig. 4(a)). Figure 4(b) shows
the setup for propulsion force measurement of the spiral speci-
mens, and Fig. 4(c) shows the setup for rotational friction force
measurement of the motor-body housing specimen with different
number of ridges on the surface.
Figure 12 shows propulsion force with respect to time for dif-
ferent height (0.5, 0.75, and 1 mm) of spiral structures under 1-
mN normal load and 35 rpm rotational speed of the spiral body.
The results showed that the 0.75-mm spiral height generated the
highest average propulsion force, about 0.9 mN, in the steady-
state region. Also, Fig. 13 shows propulsion forces for different
numbers of turns and angles of the spiral structures under 1-mN
normal load and 35 rpm rotational speed. The results showed
that the 6 turns and 10
).
along the spiral body, and that twist did not pose a problem to the
robot, unlike the twist that occurred at the motor-shaft and body
The tests were performed to see the actual effects of different
ridges on the motor body and the rotational inertia of the spiral
body. Especially, increasing the inertia or mass was expected to
provide a condition of better contact with the intestine surface,
Fig. 14Rotational frictionforce for different numbers of ridge structures
on the motor-housing specimens: (a) 6 ridges, (b) 10 ridges, and
(c) 20 ridges.
Fig. 15Parts of the newly designed spiral-body robot.
TABLE 1RESULTS OF PROPULSION AND FRICTION FORCE FOR
THE SPIRAL-BODY AND MOTOR-BODY HOUSING SPECIMENS, (A)
PROPULSION FORCE FOR DIFFERENT SPIRAL HEIGHT, (B) PROPUL-
SION FORCE FOR DIFFERENT NUMBER OF TURNS AND ANGLE OF
THE SPIRAL, (C) FRICTION FORCE FOR DIFFERENT NUMBER OF
RIDGES ON THE MOTOR-BODY HOUSING
Spiral Height (mm) Propulsion Force (mN)
(a)
0.5 0.65
0.75 0.9
1 0.8
Turns and angle of spiral Propulsion force (mN)
(b)
1.5 turns, 40
0.6
3 turns, 20
0.8
6 turns, 10
1
Ridge number Friction force (mN)
(c)
6 1.8
10 1.2
20 1.0
(a)
Fig. 13Propulsion force for different numbers of turns and angles of the spiral structures: (a) 1.5 turns (40
3 turns, 20
6 turns, 10
Ridge number Friction force (mN)
(c)
6
10
20
D
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[
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5
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4
9
.
2
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2
3
3
]
a
t
1
1
:
0
7
2
0
D
e
c
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m
b
e
r
2
0
1
2
(a)
Novel Propelling Mechanisms 209
Fig. 13Propulsion force for different numbers of turns and angles of the spiral structures: (a) 1.5 turns (40
).
along the spiral body, and that twist did not pose a problem to the
robot, unlike the twist that occurred at the motor-shaft and body
The tests were performed to see the actual effects of different
ridges on the motor body and the rotational inertia of the spiral
body. Especially, increasing the inertia or mass was expected to
provide a condition of better contact with the intestine surface,
Fig. 14Rotational frictionforce for different numbers of ridge structures
on the motor-housing specimens: (a) 6 ridges, (b) 10 ridges, and
(c) 20 ridges.
Fig. 15Parts of the newly designed spiral-body robot.
TABLE 1RESULTS OF PROPULSION AND FRICTION FORCE FOR
THE SPIRAL-BODY AND MOTOR-BODY HOUSING SPECIMENS, (A)
PROPULSION FORCE FOR DIFFERENT SPIRAL HEIGHT, (B) PROPUL-
SION FORCE FOR DIFFERENT NUMBER OF TURNS AND ANGLE OF
THE SPIRAL, (C) FRICTION FORCE FOR DIFFERENT NUMBER OF
RIDGES ON THE MOTOR-BODY HOUSING
Spiral Height (mm) Propulsion Force (mN)
(a)
0.5 0.65
0.75 0.9
1 0.8
Turns and angle of spiral Propulsion force (mN)
(b)
1.5 turns, 40
0.6
3 turns, 20
0.8
6 turns, 10
1
Ridge number Friction force (mN)
(c)
6 1.8
10 1.2
20 1.0
(b)
Fig. 13Propulsion force for different numbers of turns and angles of the spiral structures: (a) 1.5 turns (40
3 turns, 20
6 turns, 10
Ridge number Friction force (mN)
(c)
6
10
20
D
o
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a
d
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d
b
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[
7
5
.
1
4
9
.
2
0
0
.
2
3
3
]
a
t
1
1
:
0
7
2
0
D
e
c
e
m
b
e
r
2
0
1
2
(b)
Fig. 13Propulsion force for different numbers of turns and angles of the spiral structures: (a) 1.5 turns (40
3 turns, 20
6 turns, 10
Ridge number
(c)
6
10
20
D
o
w
n
l
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a
d
e
d
b
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[
7
5
.
1
4
9
.
2
0
0
.
2
3
3
]
a
t
1
1
:
0
7
2
0
D
e
c
e
m
b
e
r
2
0
1
2
(c)
Figure 13 | Propulsion force for different numbers of turns and angles of the spiral structures: (a) 1.5 turns (40), (b) 3 turns (20), and (c) 6 turns (10).
Figure 14 | Rotational friction force for different numbers of ridge structures on the motor-housing specimens: (a) 6 ridges, (b) 10 ridges, and
(c) 20 ridges.
(c)
along the spiral body, and that twist did not pose a problem to the
robot, unlike the twist that occurred at the motor-shaft and body
region.
The tests were performed to see the actual effects of different
ridges on the motor body and the rotational inertia of the spiral
body. Especially, increasing the inertia or mass was expected to
provide a condition of better contact with the intestine surface,
Fig. 14Rotational frictionforce for different numbers of ridge structures
on the motor-housing specimens: (a) 6 ridges, (b) 10 ridges, and
(c) 20 ridges.
D
o
w
n
l
o
a
d
e
d
b
y
[
7
5
.
1
4
9
.
2
0
0
.
2
3
3
]
a
t
1
1
:
0
7
2
0
D
e
c
e
m
b
e
r
2
0
1
2
Novel Propelling Mechanisms 209
Fig. 13Propulsion force for different numbers of turns and angles of the spiral structures: (a) 1.5 turns (40
).
along the spiral body, and that twist did not pose a problem to the
robot, unlike the twist that occurred at the motor-shaft and body
The tests were performed to see the actual effects of different
ridges on the motor body and the rotational inertia of the spiral
body. Especially, increasing the inertia or mass was expected to
provide a condition of better contact with the intestine surface,
Fig. 15Parts of the newly designed spiral-body robot.
TABLE 1RESULTS OF PROPULSION AND FRICTION FORCE FOR
THE SPIRAL-BODY AND MOTOR-BODY HOUSING SPECIMENS, (A)
PROPULSION FORCE FOR DIFFERENT SPIRAL HEIGHT, (B) PROPUL-
SION FORCE FOR DIFFERENT NUMBER OF TURNS AND ANGLE OF
THE SPIRAL, (C) FRICTION FORCE FOR DIFFERENT NUMBER OF
RIDGES ON THE MOTOR-BODY HOUSING
Spiral Height (mm) Propulsion Force (mN)
(a)
0.5 0.65
0.75 0.9
1 0.8
Turns and angle of spiral Propulsion force (mN)
(b)
1.5 turns, 40
0.6
3 turns, 20
0.8
6 turns, 10
1
Figure 15 | Parts of the newly designed spiral-body robot.
Spiral height (mm) Propulsion force (mN)
(a)
0.5 0.65
0.75 0.9
1 0.8
Turns and angle of spiral Propulsion force (mN)
(b)
1.5 turns, 40 0.6
3 turns, 20 0.8
6 turns, 10 0.1
Ridge number Friction force (mN)
(c)
6 1.8
10 1.2
20 1.0
Table 1 | Results of Propulsion and Friction Force for the Spiral-Body
and Motor-Body Housing Specimens, (A) Propulsion Force for Differ-
ent Spiral Height, (B) Propulsion Force for Different Number of Turns
and Angle of the Spiral, (C) Friction Force for Different Number of
Ridges on the Motor-Body Housing.
mass and inertia rather decreased the moving speed and in-
creased the motor-body rotation. Therefore, the mass and
rotational inertia of the spiral body should be lower than the
motor-body part for better propulsion effciency.
Table 3 shows the effect of number of ridges on the mov-
ing speed of the robot and the number of motor-body rota-
tions in a given travel distance. From the results, it could be
found that lower ridge number showed high moving speed
and high number of motor rotations in 270 mm of travel.
This result was contrary to the expectation that the 6-ridge
motor housing would result in the least number of motor-
body rotations due to its high rotational friction. Thus, the
relationship between the rotational frictional force of the
motor body and its effect on the overall propulsion effcien-
cy of the spiral-body robot needs to be further investigated.
Nevertheless, it was evident that the propulsion effciency of
the robot could be largely improved by changing the number
of ridges.
cONcLUSIONS
Novel mechanisms for propelling a robotic endoscope were
proposed based on the frictional behavior between the robot
and the intestine surface. Based on the experimental results,
the following conclusions were drawn.
Stretchable-body Robot
For the stretchable-body robot, we inferred the following:
1. Stretchable-body design is advantageous for medical safe-
ty and simplicity of the endoscope design.
Y.-T. KIM AND D.-E. KIM
Fig. 16Propulsion test of the spiral-body robot inside the closed small
intestine of a porcine (6-ridge motor-housing body, 6 turns, low
rotational inertia spiral body).
TABLE 3EFFECT OF NUMBER OF
ON THE MOVING SPEED AND N
Number of Ridges on the Moving Number of Motor-Body
Motor-Body Housing (High Speed Housing Rotations
Inertia, 6-Turn Spiral Body) (mm/min)
6
10
20
which can aid in generation of a high propulsion force. The ro-
tational inertia of the spiral was increased by inserting a dead
weight inside the empty space of the spiral-body specimen as
shown in Fig. 17(b)(d). The propulsion test for the effect of dif-
ferent inertia was performed by using the prototype robots shown
in Fig. 17(a)(b) with different spiral-body inertia. The test for
the effect of number of ridges on the motor-body housing was
performed using the prototype robots shown in Fig. 17(b)(d).
The propulsion test results for different inertia are shown in
Table 2. From the results, it was found that the spiral body with
low mass and inertia showed a higher moving speed, about 162
mm/min. However, the number of motor rotations was higher,
about 25 rotations. Thus, we determined that high mass and iner-
tia rather decreased the moving speed and increased the motor-
body rotation. Therefore, the mass and rotational inertia of the
spiral body should be lower than the motor-body part for better
propulsion efciency.
Table 3 shows the effect of number of ridges on the moving
speed of the robot and the number of motor-body rotations in
a given travel distance. From the results, it could be found that
lower ridge number showed high moving speed and high number
of motor rotations in 270 mm of travel. This result was contrary
to the expectation that the 6-ridge motor housing would result
in the least number of motor-body rotations due to its high ro-
tational friction. Thus, the relationship between the rotational
Figure 16 | Propulsion test of the spiral-body robot inside the closed
small intestine of a porcine (6-ridge motor-housing body, 6 turns, low
rotational inertia spiral body).
Figure 17 | Prototype robots with different numbers of ridges and
inertias: (a) 6 ridges, low-inertia spiral robot, (b) 6 ridges, high-iner-
tia spiral robot, (c) 10 ridges, high-inertia spiral robot, and (d) 20
ridges, high-inertia spiral robot. The inertia of the robot for (b), (c),
and (d) was increased by insertion of a dead weight inside the spiral
body.
210 Y.-T. KIM AND D.-E. KIM
Fig. 16Propulsion test of the spiral-body robot inside the closed small
intestine of a porcine (6-ridge motor-housing body, 6 turns, low
rotational inertia spiral body).
Fig. 17Prototype robots with different numbers of ridges and inertias:
(a) 6 ridges, low-inertia spiral robot, (b) 6 ridges, high-inertia
spiral robot, (c) 10 ridges, high-inertia spiral robot, and (d) 20
ridges, high-inertia spiral robot. The inertia of the robot for (b),
(c), and (d) was increased by insertion of a dead weight inside
the spiral body.
TABLE 3EFFECT OF NUMBER OF MOTOR-BODY HOUSING
ON THE MOVING SPEED AND NUMBER OF MOTOR-BODY
Number of Ridges on the Moving Number of Motor-Body
Motor-Body Housing (High Speed Housing Rotations
Inertia, 6-Turn Spiral Body) (mm/min) within 270 mm
6 135
10 90
20 38
which can aid in generation of a high propulsion force. The ro-
tational inertia of the spiral was increased by inserting a dead
weight inside the empty space of the spiral-body specimen as
shown in Fig. 17(b)(d). The propulsion test for the effect of dif-
ferent inertia was performed by using the prototype robots shown
in Fig. 17(a)(b) with different spiral-body inertia. The test for
the effect of number of ridges on the motor-body housing was
performed using the prototype robots shown in Fig. 17(b)(d).
The propulsion test results for different inertia are shown in
Table 2. From the results, it was found that the spiral body with
low mass and inertia showed a higher moving speed, about 162
mm/min. However, the number of motor rotations was higher,
about 25 rotations. Thus, we determined that high mass and iner-
tia rather decreased the moving speed and increased the motor-
body rotation. Therefore, the mass and rotational inertia of the
spiral body should be lower than the motor-body part for better
propulsion efciency.
Table 3 shows the effect of number of ridges on the moving
speed of the robot and the number of motor-body rotations in
a given travel distance. From the results, it could be found that
lower ridge number showed high moving speed and high number
of motor rotations in 270 mm of travel. This result was contrary
to the expectation that the 6-ridge motor housing would result
in the least number of motor-body rotations due to its high ro-
tational friction. Thus, the relationship between the rotational
frictional force of the motor body and its effect on the overall
propulsion efciency of the spiral-body robot needs to be further
investigated. Nevertheless, it was evident that the propulsion ef-
ciency of the robot could be largely improved by changing the
number of ridges.
CONCLUSIONS
Novel mechanisms for propelling a robotic endoscope were
proposed based on the frictional behavior between the robot and
the intestine surface. Based on the experimental results, the fol-
lowing conclusions were drawn.
210 Y.-T. KIM AND D.-E. KIM
Fig. 16Propulsion test of the spiral-body robot inside the closed small
intestine of a porcine (6-ridge motor-housing body, 6 turns, low
rotational inertia spiral body).
Fig. 17Prototype robots with different numbers of ridges and inertias:
(a) 6 ridges, low-inertia spiral robot, (b) 6 ridges, high-inertia
spiral robot, (c) 10 ridges, high-inertia spiral robot, and (d) 20
ridges, high-inertia spiral robot. The inertia of the robot for (b),
(c), and (d) was increased by insertion of a dead weight inside
the spiral body.
TABLE 3EFFECT OF NUMBER OF MOTOR-BODY HOUSING
ON THE MOVING SPEED AND NUMBER OF MOTOR-BODY
Number of Ridges on the Moving Number of Motor-Body
Motor-Body Housing (High Speed Housing Rotations
Inertia, 6-Turn Spiral Body) (mm/min) within 270 mm
6 135
10 90
20 38
which can aid in generation of a high propulsion force. The ro-
tational inertia of the spiral was increased by inserting a dead
weight inside the empty space of the spiral-body specimen as
shown in Fig. 17(b)(d). The propulsion test for the effect of dif-
ferent inertia was performed by using the prototype robots shown
in Fig. 17(a)(b) with different spiral-body inertia. The test for
the effect of number of ridges on the motor-body housing was
performed using the prototype robots shown in Fig. 17(b)(d).
The propulsion test results for different inertia are shown in
Table 2. From the results, it was found that the spiral body with
low mass and inertia showed a higher moving speed, about 162
mm/min. However, the number of motor rotations was higher,
about 25 rotations. Thus, we determined that high mass and iner-
tia rather decreased the moving speed and increased the motor-
body rotation. Therefore, the mass and rotational inertia of the
spiral body should be lower than the motor-body part for better
propulsion efciency.
Table 3 shows the effect of number of ridges on the moving
speed of the robot and the number of motor-body rotations in
a given travel distance. From the results, it could be found that
lower ridge number showed high moving speed and high number
of motor rotations in 270 mm of travel. This result was contrary
to the expectation that the 6-ridge motor housing would result
in the least number of motor-body rotations due to its high ro-
tational friction. Thus, the relationship between the rotational
frictional force of the motor body and its effect on the overall
propulsion efciency of the spiral-body robot needs to be further
investigated. Nevertheless, it was evident that the propulsion ef-
ciency of the robot could be largely improved by changing the
number of ridges.
CONCLUSIONS
Novel mechanisms for propelling a robotic endoscope were
proposed based on the frictional behavior between the robot and
the intestine surface. Based on the experimental results, the fol-
210 Y.-T. KIM AND D.-E. KIM
Fig. 16Propulsion test of the spiral-body robot inside the closed small
intestine of a porcine (6-ridge motor-housing body, 6 turns, low
rotational inertia spiral body).
Fig. 17Prototype robots with different numbers of ridges and inertias:
(a) 6 ridges, low-inertia spiral robot, (b) 6 ridges, high-inertia
spiral robot, (c) 10 ridges, high-inertia spiral robot, and (d) 20
ridges, high-inertia spiral robot. The inertia of the robot for (b),
(c), and (d) was increased by insertion of a dead weight inside
the spiral body.
TABLE 3EFFECT OF NUMBER OF MOTOR-BODY HOUSING
ON THE MOVING SPEED AND NUMBER OF MOTOR-BODY
Number of Ridges on the Moving Number of Motor-Body
Motor-Body Housing (High Speed Housing Rotations
Inertia, 6-Turn Spiral Body) (mm/min) within 270 mm
6 135 18
10 90
20 38
which can aid in generation of a high propulsion force. The ro-
tational inertia of the spiral was increased by inserting a dead
weight inside the empty space of the spiral-body specimen as
shown in Fig. 17(b)(d). The propulsion test for the effect of dif-
ferent inertia was performed by using the prototype robots shown
in Fig. 17(a)(b) with different spiral-body inertia. The test for
the effect of number of ridges on the motor-body housing was
performed using the prototype robots shown in Fig. 17(b)(d).
The propulsion test results for different inertia are shown in
Table 2. From the results, it was found that the spiral body with
low mass and inertia showed a higher moving speed, about 162
mm/min. However, the number of motor rotations was higher,
about 25 rotations. Thus, we determined that high mass and iner-
tia rather decreased the moving speed and increased the motor-
body rotation. Therefore, the mass and rotational inertia of the
spiral body should be lower than the motor-body part for better
propulsion efciency.
Table 3 shows the effect of number of ridges on the moving
speed of the robot and the number of motor-body rotations in
a given travel distance. From the results, it could be found that
lower ridge number showed high moving speed and high number
of motor rotations in 270 mm of travel. This result was contrary
to the expectation that the 6-ridge motor housing would result
in the least number of motor-body rotations due to its high ro-
tational friction. Thus, the relationship between the rotational
frictional force of the motor body and its effect on the overall
propulsion efciency of the spiral-body robot needs to be further
investigated. Nevertheless, it was evident that the propulsion ef-
ciency of the robot could be largely improved by changing the
number of ridges.
CONCLUSIONS
Novel mechanisms for propelling a robotic endoscope were
proposed based on the frictional behavior between the robot and
(a)
(b)
(c)
(d)
Spiral mass and
rotational inertia
(6-ridge motor body,
6-turn spiral body)
Moving speed
(mm/min)
Number of
motor-body housing
rotations within
270 mm
High 135 18
Low 162 25
Number of ridges
on the motor-body
housing (high
inertia, 6-turn spiral
body)
Moving speed
(mm/min)
Number of
motor-body housing
rotations within
270 mm
6 135 18
10 90 5
20 38 2
Table 2 | Effect of Mass and Rotational Inertia of the Spiral Body on
the Moving Speed and Number of Motor-Body Rotations.
Table 3 | Effect of Number of Motor-Body Housing Ridges on the Mov-
ing Speed and Number of Motor-Body Rotations
42 Lookingforwork?CheckoutSTLEsCareerCentertofndajobthatsrightforyou.Detailsatwww.stle.org.
REFERENcES
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pelling motion with better interlocking and ease of fabri-
cation than the fber structure on the open porcine small
intestine surface.
3. The orientation and number of surface structures and the
diameter of the robot should be optimized to attain suff-
ciently different friction coeffcients between the forward
and backward directions.
Spiral-body Robot
For the spiral-body robot, we inferred the following:
4. The frictional characteristics of the robot and motor body
could be effectively controlled by adjusting the spiral an-
gle and the number of ridges, respectively.
5. Rear drive showed better propulsion effciency than front
drive due to better contact between the spiral body and
the intestine surface.
6. For better medical safety, twisting effect of the intestine
can be minimized with the rear drive and short motor
shaft.
7. Robot-body rotation could be reduced by controlling
both the inertia of the spiral and the motor bodies and
the number of ridge structures on motor-body housing.
AcKNOWLEDGMENt
This research has been supported by the Intelligent Micro-
system Center (IMC; http://www.microsystem.re.kr), which
carries out one of the 21st centurys Frontier R&D Projects
sponsored by the Korea Ministry of Commerce, Industry and
Energy.
W W W. S T L E . O R G T R I B O L O G Y & L U B R I C A T I O N T E C H N O L O G Y F E B R U A R Y 2 0 1 3 43
8 Kassim, I., Phee, L., Ng, W. S., Gong, F., Dario, P., and Mosse, C.
A. (2006), Locomotion Techniques for Robotic Colonoscopy,
IEEE Engineering in Medicine and Biology Magazine, May/June,
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(2005), A New Endoscopic Microcapsule Robot Using Beetle
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12 Quirini, M., Webster, R. J., III, Menciassi, A., and Dario, P.
(2007), Design of a Pill-Sized 12-Legged Endoscopic Capsule
Robot, 2007 IEEE International Conference on Robotics and Auto-
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13 Ikeuchi, K., Yoshinaka, K., Hashimoto, S., and Tomita, N. (1996),
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Mucus, Seventh International Symposium on Micro Machine and
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Drive Mechanism for In-Tube Micro Robots, Frontiers of Mechan-
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A New Medical Microrobot for Minimal Invasive Surgery, Pro-
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Park, S. H. (2007), Paddling Based Microrobot for Capsule
Endoscopes, IEEE International Conference on Robotics and Auto-
mation, Rome, Italy, April 10-14.
17 Stefanini, C., Menciassi, A., and Dario, P. (2006), Modeling and
Experiments on a Legged Microrobot Locomoting in a Tubular,
Compliant and Slippery Environment, International Journal of
Robotics Research Archive 25, pp 551-560.
18 Shi, Y., Yu, Z., Kong, L., and Hsu,H. Y. (2007), The Locomotion
Systems for Self-Propelled Endoscopes: A Review and a New Pro-
posal, Proceedings of the Fifth IASTED International Conference of
Biomedical Engineering, Innsbruck, Austria, pp 287-292.
19 Heg, H. D., Slatkin, A. B., Burdick, J. W., and Grundfest, W.
S. (2000), Biomechanical Modeling of the Small Intestine as
Required for the Design and Operation of a Robotic Endoscope,
Proceedings of the 2000 IEEE International Conference on Robotics
& Automation, San Francisco, CA, April, pp 1599-1606.
20 Baek, N. K., Sung, I. H., and Kim, D. E. (2004), Frictional
Resistance Characteristics of a Capsule Inside the Intestine for
Microendoscope Design, Proc Inst Mech Engrs, Part H: J Eng Med
218, pp 193- 201.
21 Kim, Y. T., Kim, J. S., Sung, I. H., Kwon, E. Y., Kim, D. E., and
Kim, B. K. (2005), Frictional Behavior of Capsule-Type Endo-
scope and Self-Propelling Colonoscope Inside the Intestine,
International Tribology Conference (ITC2005), May 29-June 2,
Kobe, Japan.
22 Kim, Y.T., Kim, D. E., Park, S.H., and Yoon, E.S. (2006), Fric-
tional Behavior of Solid and Hollow Cylinders in Contact Against
a Porcine Intestine Specimen, KSTLE International Journal 7, 2,
pp 51-55.
23 Kim, J. S., Sung, I. H., Kim, Y. T., Kwon, E. Y., Kim, D. E., and
Jang, Y. H. (2006), Experimental Investigation of Frictional and
Viscoelastic Properties of Intestine for Microendoscope Applica-
tion, Tribology Letters 22, 2, pp 143-149.
Society of Tribologists and Lubrication Engineers 840 Busse Highway, Park Ridge, IL 60068
Phone: 847-825-5536 Fax: 847-825-1456 info@stle.org www.stle.org
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tOP StORIES
R.t. VANDERbILt REStRUctURES,
EXPANDS KENtUcKY PLANt
r.T. vanderbilt Co., inc., announces several important business
changes, including the completion of an expansion project
and the development of new business-focused subsidiaries.
To support the future growth and focus of the company,
R.T. Vanderbilt reorganized its North American operations
around three new wholly owned subsidiaries.
According to company sources, the reorganized structure
introduces vertically integrated businesses better equipped
to meet customer needs and position the company for mar-
ket growthboth through mergers and acquisitions and or-
ganically. The new operating organizations align the key
customer-facing functions (sales, customer service, techni-
cal support and supply chain) under new business leaders to
deliver more focused efforts on their respective markets and
customer results.
R.T. Vanderbilts new organizational structure allows us
to concentrate and grow our businesses in our traditional
areas of strength, including chemicals and minerals, says
Roger Price, president and chief operating offcer for R.T.
Vanderbilt. These changes capture the momentum that our
company has already seen in these markets and provides
new opportunities for us to demonstrate our commitments
to providing unequaled value in our products and services.
The reorganization includes the following structural
changes:
r.T. vanderbilt Holding Co., inc. new parent company
for all wholly owned subsidiaries.
vanderbilt Chemicals, LLC new operating entity that
includes the North American operations of the com-
panys manufactured and resale chemical business
serving the rubber, plastics and petroleum markets.
vanderbilt Minerals, LLC new operating entity that in-
cludes the North American operations of the compa-
nys industrial and specialty minerals business serving
the life sciences, coatings, ceramics and agricultural
markets.
vanderbilt Global Services, LLC new shared services
entity providing support to the operating businesses.
vanderbilt international SArL an existing Swiss entity
that will continue to provide marketing and technical
support services to the chemicals and minerals busi-
nesses in EMEA (Europe, Africa, Middle East and
Russia).
vanderbilt (Beijing) Trading Ltd. an existing China en-
tity that will continue to provide marketing and tech-
Save$85:Registerforthe2013STLEAnnualMeeting&ExhibitionbytheApril1EarlyBirddeadline.www.stle.org. 45
nical support services to the
chemicals and minerals busi-
nesses in China.
Senior leadership, ownership and
the fnancial strength of R.T. Vander-
bilt hasnt changed as a result of the
reorganization, and the new business
groups are operating as divisions with-
in the overall company.
R.T. Vanderbilt also says the $30
million expansion of its chemical facil-
ity in Murray, Ky., will be completed
by the summer, increasing capacity
and capabilities. The move will help
grow the companys chemical products
and also add automated packaging ca-
pabilities to the VEEGUM product
line.
SGS AcqUIRES
HERGUtH LAbORAtORIES
SGS has acquired Herguth Laboratories,
inc., a leading independent laboratory
with strong expertise in lubricants,
petroleum-based substance testing
and tribological research, primarily
serving the energy and transportation
industries.
Herguth operates two facilities at
its company headquarters in Vallejo,
Calif., and Naperville Ill., with 46 em-
ployees and revenues of $5.5 million
in 2012.
This acquisition complements our
lubricant testing network, making SGS
a truly global oil-condition monitoring
provider, says Chris Kirk, CEO of SGS.
ARcHWAY SALES NOW
A VERtELIUS AUtHORIzED
DIStRIbUtOR
vertellus Specialties inc., a leading man-
ufacturer of castor oil, castor oil poly-
ols and derivatives for the coatings,
adhesive, sealant and elastomer mar-
kets, has selected Archway Sales inc., as
the offcial and exclusive distributor of
Vertellus castor oil products and de-
rivatives in the U.S. Northeast region.
PROMOtIONS & tRANSItIONS
NEW HIRES At HYDROtEX
Hydrotex, a manufacturer and distribu-
tor of high-performance lubricant and
fuel-improver solutions, hired dr. eric
Cline as director of research/develop-
ment and dr. John Alecu as research and
development manager.
Prior to joining Hydrotex, Cline
was CEO and chief scientist of ZT So-
lar, a Dallas-Fort Worth, Texas-based,
startup company that develops antire-
fective coatings for solar cell and opti-
cal applications with support from the
National Science Foundation and Air
Force. He also held various positions
at Merck and Southwest Research In-
stitute.
Cline earned a doctorate in physical
inorganic chemistry from Princeton
University and a bachelors of science in
biochemistry from Trinity University
and is an inventor and author on nu-
merous patents and publications.
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Alecu holds a bachelors of arts in
chemistry from Austin College and a
doctorate in physical chemistry from
the University of North Texas. Alecu
also spent three years at the University
of Minnesota and Massachusetts Insti-
tute of Technology as a post-doctoral
research fellow, performing novel re-
search in the areas of experimental and
theoretical combustion chemistry.
Among other achievements, Alecu
has co-authored and published papers
in the Journal of Chemical Theory and
Computation. His areas of expertise in-
clude kinetics, thermodynamics,
quantum mechanics, combustion
chemistry, atmospheric chemistry,
physical-organic chemistry, computa-
tional chemistry and free radical
chemistry.
Send us your news releases and photos for publication in Newsmakers to TLT Magazine, Attn: Karl Phipps, 840 Busse Highway, Park Ridge, IL 60068, kphipps@stle.org.
dr. eric Cline dr. John Alecu
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improving fuel economy of older-model
vehicles would keep the cars operating
longer and more effciently. Yes, the public
would buy into it because everyone is not
able to buy a new vehicle in this economy.
Therefore, the public would have to make
their vehicle last as long as possible.
The vast majority of 5-10-year-old vehicles
will go away due to age and mileage. Better
to focus on next-generation vehicles.
They may if they see a net beneft.
Yes, fuel costs are high, so it is likely
many will respond if there is an appropriate
technology.
From an ecological point of view, it is im-
portant to raise awareness of fuel economy.
Yes, to improve their performance and to
reduce carbon emissions.
it would free up money for other areas of
expenses, so yes.
No. Maintenance and care of vehicle will
determine who can use top-tier fuel.
dont waste your money. Old people are
set in their ways. If they arent going to buy
a new car, they arent going to buy your
fancy-schmantzy new fuel.
Older-model fuel economy should improve
because this makes up the largest segment.
It takes at least 20 years for a change in the
automotive industry to reach close to full
representation. The public will go for it as
long as they dont have to pay for it.
Yes, it has impact on the environment.
Maintaining fuel economy of older models
to reduce wear and extend utility should
be the goal. Costs most likely will outweigh
return on investment when remaining useful
life is in question.
The public is not interested in fuel
economy unless price of fuel goes over
$4.50/gallon.
Yes, this should be within reason. More
people are keeping vehicles, but they will
all be phased out in a relatively short time
period.
Yes, people are like sheep. Look at the
current additive and lubricant markets.
No, I think the ability to increase mileage is
limited by initial design.
TLTreaderswerefarfromunanimousonthismonthsquestion.Severalsurveyrespondentsfeltthetimeand
effortthatwouldgointoupgradingoldercarswasworththecostbecausetherearesomanyofthemstillonthe
road.Astheeconomyismakingittoughertobuynewcars,theyreasoned,itmakessensetogetoldercars
runninglongerandmoreeffciently,therebyprotectingtheenvironment.Ontheopposingsidewerereaderswho
notedthatitdoesntmakesensetoinvestresourcesoncarsthatsoonwillbeofftheroad.Thefeelingthereis
thatthepublicwouldnotvoluntarilymakeanychangeswithoutagovernmentmandate.Bettertoputthetime,
energyandexpenseintocreatingmorefuel-effcientnewvehicles,theyreasoned.Andasonenoted,Itisalways
diffculttochangethemasses.
SOUNdiNG BOArd
Should improving fuel economy of older-model vehicles be a
priority? do you think the public would buy into the concept?
48 Areyouanunder-30tribologist?AccessawealthofSTLEservicesatourYoung
Older vehicles probably have more to gain
because there is a larger opportunity (e.g.,
they are less fuel effcient) and there are
more of them.
Older-model vehicles will beneft from new
ILSAC (International Lubricants Standard-
ization and Approval Committee) fuids
improvements in fuel economy by default, if
they are used. The public most likely would
not buy into the concept because in general,
the ILSAC system is unfamiliar to them.
The only way the public would become
interested would be in the event of a drastic
European-type increase in fuel costs.
its ridiculous to increase fuel economy. I
owned an 87 Lincoln town car. It got 29 mpg
on the highway, had a 302 V8 engine and it
weighed 2.5 tons. Now I drive a Lotus Elise
that has a third the engine and weighs less
than a ton. It gets 26 mpg. The reason is that
they keep adding fllers to our fuel. Ethanol
has less than a third the potential energy
as real gasoline. So that means you will get
less than a third the mileage, and it costs
more than gasoline. All you are doing is
adding to the cost of fuel while reducing the
mileage you get out of it. People are stupid!
One company even boasts that it adds nitro-
gen to its fuel. Thats supposed to make it
burn cleaner, they say. Well, the air that the
engine sucks in is 78% nitrogen, and last I
checked the formation of oxides of nitrogen
was one of the worst type of pollutants. Its
like adding lead to the meatloaf. Stupid, just
stupid! Thats why I say there is no point in
wasting resources on fuel economy.
it has favorable economic benefts. Yes,
public will buy into it.
improved fuel economy in all vehicles
should be a priority. Sustainability, reduced
environmental impact, energy reduction,
etc. Yes, I feel the public would buy into
this concept.
To improve the environment and reduce
costs in operation.
No. An older model is in the hands of the
owner! Furthermore, how many people really
look into fuel consumption as a frst choice
of purchase?
it should not be a priority. It is diffcult
for individual drivers to see fuel economy
benefts due to the many variables other
than lubricant that affect fuel economy.
Signifcant fuel economy needs to be
demonstrated by whatever combination of
lubricant, fuel and hardware makes the
most sense.
Older vehicles are diffcult to retroft.
Higher fuel prices are the best solution.
No. For older vehicles, probably the
easiest and best recommendation is to run
on the correct tire pressure and to remove
the luggage rack when not transporting
something on top.
To minimize friction in future vehicles the
lubricant will have to be designed together
with the mechanical components. The
whole system should be designed as one
optimized unit.
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SOUNdiNG BOArd
Yes, gas is high and everybody wants to
save money.
it may sound like heresy, but I am glad
about current and projected fuel costs
because it will force us to do now what we
should have done in the 70s!
Some companies already offer products
that do this. The public will buy into this if
the return on investment is there.
Only if the government mandates it.
No. Older vehicles will phase out on their
own.
with shrinking economies in much of the
developed world, not as many people are
investing in new vehicles and therefore want
to be able to save money on their current,
older vehicles. Improving their fuel economy
is crucial during this age of austerity.
No, the public will not buy into this. But
initially older cars have to be considered
because the current economic situation
precludes widespread purchasing of new
vehicles. Besides, past technology has
provided the longevity of older vehicles,
and the argument can be used that older
vehicles provide useful research data on
protection.
Yes, since it might be much more environ-
mental friendly to improve older existing
cars than to manufacture new ones. Improv-
ing older vehicles also will help the people
that cannot afford to buy a new car reduce
their fuel costs.
This is a matter of environment regulation
and protection, so regardless of vehicle age
people will buy in or not depending on their
environmental sense of responsibility.
Yes, of course it is important, but it
takes $$.
Fuel costs are only going to increase.
No, because low viscosity lubes can damage
engines.
improving fuel economy of older-model
vehicles must address environmental issues.
No, the public will support new technology
to improve fuel economy of new vehicles.
The general public will not spend money to
retroft older-model vehicles.
The focus lately seems to be on changing
the type of fuels we usebiodiesel and etha-
nol, but with gas stations moving toward
E15 gasoline and older cars not being able
to burn it, somebody should develop a way
of providing better fuel economy for older
vehicles. There might even be government
grants available if results could be proved!
No. Humans resist change. People who
drive older-model vehicles are either older
(and do not want any change) or cannot af-
ford to buy a more fuel-effcient vehicle, so
they wont want to pay to improve the fuel
economy of the vehicle they already own. If
they had the money they would just buy a
newer one.
or
50 CommercialMarketingForum:30-minuteslotsavailableforSTLEs2013annual
it should be a priority because there are
more old than new cars on the road.
Less global consumption of fossil fuels
should be of interest to mankind.
My thinking is not to make it a priority. If
you can achieve signifcant fuel economy
gains you will drive the purchase of new
vehicles. This helps the economy and the
environment.
Only if we can nd a way to make old
technology new. Old is old and not worth
spending money on.
it should be a large priority as people
are keeping vehicles much longer now due
to the economy and cars seeming to last
longer.
its foolhardy to waste gas and cause more
pollution.
it should be a priority along with ensur-
ing durability of the oil to reduce potential
failure and maximize service of the vehicle.
Only a small percentage would buy into it.
improving fuel economy will improve
vehicle emissions. The general public should
support moves to improve this type of
technology.
There are more older vehicles on the road
than newer ones. The public would accept if
the fuel economy gains can be verifed.
with ethanol being added to fuel, we would
be lucky just to get back to the mpg that the
vehicle should have with 100% gasoline. I
dont think this is going to work.
As the average age of the feet increases,
we would do a disservice to ignore the
older automobiles when considering fuel
economy. I think as volatility in fuel prices
becomes the norm, friction-modifed lubes
will have an impact that consumers can see
in their pockets, especially in older engine
designs.
Too many different variables to be ad-
dressed.
As vehicles age, the octane requirement in-
creases. This occurs for a variety of reasons.
Attempting to improve the fuel economy
of older vehicles is a lesson in futility. The
public will not buy into this concept. Also,
the older vehicles will soon vanish from the
highways.
improving fuel economy of older vehicles
should not be a priority. Attrition of old
vehicles is the best method to improve the
fuel economy of the vehicle population.
There is not an incentive plan out there that
is economically justifed for older vehicles.
Best approach is to make new vehicles so
good that there is natural incentive to trade
up and make the used vehicles more afford-
able for low-income and low-annual-mileage
families.
it would be harder to improve fuel
economy on older model cars. The public
would not buy into the fact that older mod-
els would not have the newer technologies
needed to improve fuel economy.
Older-model vehicles have restrictions on
viscosity, so they wont drive next-genera-
tion fuel economy.
improving the fuel economy of the current
feet would have the largest impact over
the shortest time as more vehicles could
be impacted if the technology was readily
implemented and cost effective.
i suspect the money could be better spent
elsewhere.
This would reduce dependence on foreign
oil and, yes, the public would be agreeable.
Older vehicles should not be a priority as
they lack the transmissions, gearing, elec-
tronics, fuel management, etc., to see any
appreciable gains in fuel economy.
Technology insertion through new product
acquisition is a very slow process for sys-
tems improvement; the commercial aviation
sector is testament to this. The public might
buy into maintaining fuel economy for aging
vehicles, but it is diffcult to justify that
signifcant improvements can be realized in
older-model vehicles.
Synthetic lubricants are the frst thing
that will improve fuel economy in older
vehicles. Initial cost is the barrier to using
these lubricants, even though the total cost
is actually lower.
The public normally considers the age of
the vehicle as the frst factor in replace-
ment decision, and a 10-year-old vehicle is
normally the one which is at the end of its
economic life benchmark. Improving fuel
economy on an older vehicle will be less
than 5% value to the end-user.
Yes, todays car owners are hanging on to
their cars for many years.
Yes. With the high cost of vehicles and peo-
ple keeping vehicles longer, fuel economy
increases would be of high beneft.
People who keep cars for a long time
would probably not normally volunteer to
spend more money on them, so there would
have to be government regulations to meet
economy standards and that would be very
hard to enforce. Doubt it would work, if
prioritized or not.
Editors Note: Sounding Board is based on an
e-mail survey of 13,000 TLT readers. Views ex-
pressed are those of the respondents and do
not reect the opinions of the Society of Tri-
bologists and Lubrication Engineers. STLE does
not vouch for the technical accuracy of opin-
ions expressed in Sounding Board, nor does in-
clusion of a comment represent an endorse-
ment of the technology by STLE.
meetinginDetroit.ContactTracyVanEeat(630)922-3459,tnicholas@stle.org. 51
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SKF OFFERS NEW cONSOLIDAtED RANGE OF HYDRAULIc SEALS
SKF introduces a new range of hydraulic seals that offer improved performance for the
hydraulic cylinders industry. According to SKF, the company has acquired Economos and
Polyseal and offers a fully consistent range and catalog of hydraulic seals to OEMs and the
aftermarket in metric and imperial units. In addition, SKF has launched four new hydraulic
products featuring all types of seals to meet customers demand for system solutions. The
new products include the S1S polyurethane U-cup for heavy-duty rod sealing systems and
three new styles of polyurethane piston seals, which also includes a new grade SKF ECOPUR
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rod seals, piston seals, wipers, static seals and guide rings, plus a broad range of design and
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W W W. S T L E . O R G T R I B O L O G Y & L U B R I C A T I O N T E C H N O L O G Y F E B R U A R Y 2 0 1 3 53
Send us your new product news with color photos to: TLT Magazine, Attn: Karl Phipps, 840 Busse Highway, Park Ridge, IL 60068, kphipps@stle.org
SHELL ENGINE OILS MEEt NEW AcEA 2012 SPEcIFIcAtIONS
Shell has announced two of the companys signature products, Shell Helix Ultra 5w-30 and Shell Helix Ultra 5w-40, have met the Euro-
pean Automobile Manufacturers Associations latest specifcations for engine oil performance.
In order to adhere to the ACEAs new A3/B4 2012 requirements, the products underwent a series of rigorous performance tests, including
engine protection and fuel economy. However, for the frst time, the oils also went through a new CEC L-105 Low-Temperature Pumpability test,
analyzing their performance in the presence of a biofuel, refecting the growing importance of these fuels in the energy mix.
Both Shell Helix Ultra 5W-30 and Shell Helix Ultra 5W-40 per-
formed strongly during each element of the ACEA testing process
and were judged to work as effectively with biofuels as with regu-
lar gasoline or diesel.
Shell Helix Ultra 5W-30 and 5W-40 are among the frst en-
gine oils to meet the new ACEA 2012 specifcations, says Richard
Dixon, Shell Helix technology manager. In the future, biofuels
will be an increasingly vital part of the energy mix, so it is up to
companies like Shell to develop lubricants that offer high levels
of performance and protection when used alongside them. The
fact that Shell Helix Ultra 5W-40 and 5W-30 continue to meet the
evolving performance specifcations such as those set by ACEA
should reassure our customers that they will do exactly that.
Shell Lubricants
Houston, Texas
(800) 237-6845
www.shell.com
EcO-FRIENDLY WAtER-SOLUbLE cOOLANt
Quaker Chemical introduces QUAKerCOOL 7000 ALF BAF, a
European-approved machining and grinding coolant, available
to the U.S. aerospace industry. QUAKERCOOL 7000 ALF BAF is an
environmentally friendly water-soluble coolant designed for the
machining of aluminum alloys and includes new technology that
is boron- and amine-free. A metalworking fuid historically used in
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It meets both U.S. and European aerospace industry requirements.
The coolant has low alkalinity properties that aid in the prevention
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Corp.
Conshohocken, Pa.
(610) 832-4000
www.quakerchem.com
54 F E B R U A R Y 2 0 1 3 T R I B O L O G Y & L U B R I C A T I O N T E C H N O L O G Y W W W. S T L E . O R G
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