Arup Gangopadhyay

Amorphous hydrogenated carbon films for tribological applications. I. Development of moisture insensitive films having reduced compressive stress

Abstract Although earlier investigations on the tribological behaviour of amcrphous hydrogenated carbon (AHC) films in sliding contact with steel showed encouraging results, four open issues were identified. They were: (a) dependence of friction and wear on humidity (i.e., the friction coefficient and the wear increased with humidity), (b) limitations on film thickness (i.e., films greater than 2 μm thick delaminated due to large compressive stress), (c) deposition of films on substrates other than silicon and (d) lubricant compatibility (i.e., formation of lubricant-derived antiwear films on AHC film surfaces). Steps were taken to address some of these open issues by incorporating silicon in AHC films. Friction and wear tests were conducted on AHC films containing various amounts of silicon. Incorporation of silicon in AHC films rendered the friction coefficients and the wear of a steel counterface insensitive to moisture. Silicon incorporation in AHC films also significantly reduced compressive stress. This allowed deposition of 10 μm thick films. These effects were achieved without any compromise with the friction coefficient and the film wear if the amount of silicon in the film was kept within a certain concentration range. In addition, silicon-containing AHC films were thermally more stable than silicon-free films. Experiments conducted with two lubricants resulted in significantly lower wear of the silicon-free AHC films than that obtained for unlubricated sliding. Similar friction coefficients were obtained for AHC film/steel and steel/steel combinations in lubricated sliding.

Friction and wear behavior of diamond films against steel and ceramics

Abstract Friction and wear tests were conducted at room temperature on diamond films deposited on silicon substrates by a microwave plasma-assisted chemical vapor deposition technique. Three different diamond film morphologies (i.e. faceted, cauliflowered and smooth) were evaluated in sliding contact with steel, α-alumina, silicon nitride and magnesia-stabilized zirconia balls. In addition to the uncoated balls, a few tests were also conducted with silicon nitride balls coated with either a cauliflower-type or a smooth diamond film. All the material combinations, except for diamond films sliding against diamond films, exhibited friction coefficients in the range 0.38–0.90. The average friction coefficient for diamond films sliding against diamond films was 0.10. The faceted films exhibited higher friction coefficients and higher wear rates of the counterface materials than those for the smooth films. Examination of the worn surfaces of the diamond films and steel counterfaces revealed that the diamond films wore primarily by fracturing the tips of crystals. A secondary wear mechanism of delamination within the diamond films was also observed. The wear of the steel counterface occurred by abrasion.

Friction, Wear, and Surface Film Formation Characteristics of Diamond-Like Carbon Thin Coating in Valvetrain Application

The friction and wear characteristics of thin diamond-like carbon (DLC) coatings have been investigated extensively in recent years mostly in laboratory bench tests. These coatings are known to provide significant friction reduction in the absence of lubricants. In the presence of lubricants, the friction benefits of these coatings are not clearly demonstrated. The current investigation is focused on exploring the friction reduction potential of a DLC coating obtained from a supplier in laboratory bench tests and in a motored valve train test. The DLC coating was deposited on the bucket tappet. In laboratory bench tests, results showed significant friction reduction in the absence of any lubricant but not in the presence of engine oil. In motored valve train tests a significant reduction in friction torque was observed when compared against a slightly rougher uncoated bucket, but no reduction was observed when compared against uncoated bucket tappet with comparable surface finish. Under boundary lubrication conditions, no lubricant-derived surface films were present on the DLC-coated surface. However, under mixed lubrication conditions, evidence of patchy antiwear surface films could be observed on DLC-coated buckets. The antiwear film appears to be primarily composed of calcium phosphate.

Mechanical and tribological properties of amorphous carbon films

The mechanical and tribological properties of amorphous carbon films have been studied in more detail in recent years because these films (a) can be deposited near room temperature, thus allowing film deposition on common engineering alloys (i.e., aluminum and steel) without altering their mechanical properties, and (b) are smooth and conform to surface roughness of the substrate, thus requiring no post deposition processing. In addition, amorphous carbon films exhibit low unlubricated sliding friction in contact with steel and ceramics which is comparable to that of steel against steel in a lubricated contact. The wear resistance of these films is also better than Ti‐based hard coatings. Further improvement in film tribological properties can be achieved by modifying film chemical composition. Because of these attractive features, amorphous carbon films have been evaluated in several applications including automotive, electronic and biomedical engineering. However, environmental factors such as oxygen and humidity have been found to influence tribological properties significantly. This paper reviews the current understanding of the tribological properties of both hydrogenated and non‐hydrogenated amorphous carbon films, the mechanisms responsible for low friction coefficient and identifies areas that require further research.

Tribological Behavior of Amorphous Hydrogenated Carbon Films on Silicon

Unlike polycrystalline diamond films, amorphous hydrogenated carbon (AHC) films can be deposited at room temperature, are amorphous in atomic structure, andform very smooth surfaces. Amorphous hydrogenated carbon film consists of very small 10-20 A sp 2 bonded (graphitic) clusters captured in a largely sp 3 co-ordinated, partially hydrogenated random network of covalently bonded carbon. Because of the extreme stiffness of the carbon-carbon bond, this hydrocarbon composite, less dense even than graphite, exhibits hardness rivaling that of the hardest ceramics

Amorphous hydrogenated carbon films for tribological applications II. Films deposited on aluminium alloys and steel

Abstract This paper describes the methods for the deposition of AHC films on aluminium alloys (2024, 7075 and an additional Al-Si alloy) and AISI 4340 steel. Both unmodified and silicon modified AHC films were deposited. AHC films could be deposited on aluminium alloys without any interlayer. The deposition of AHC films on steel required an interlayer which could be aluminium, silicon or chromium. Thin films (1–2 μm) deposited on aluminium alloys and steel influenced durability of films and friction coefficients in contact with steel. These were believed to be due to plastic deformation of substrates. Deposition of a thicker coating system (interlayer + AHC) reduced friction coefficients and also improved film durability. The durability of films deposited on steel substrates was evaluated under both unlubricated and lubricated conditions for 5.5 million cycles under 4.4 N load and up to 2.5 m/s sliding speed. Although there was wear, the films survived 5.5 million test cycles under unlubricated sliding, but in the presence of two lubricants, the film wear was very small and could not be measured. It was observed that the wear of the steel counterface in contact with silicon-containing AHC films could be higher than that against an uncoated steel in the presence of certain lubricants.

An efficient method of analyzing the effect of roughness on fatigue life in mixed-ehl contact

An efficient and comprehensive Macro-Micro-Fatigue approach for analyzing the effect of roughness on fatigue life in mixed elastohydrodynamic lubrication contact is presented. It involves two macro-micro approaches, one for mixed lubrication analysis and the other for contact stress evaluation. The macro-micro approaches make it possible to efficiently model pressure and film thickness distribution over the entire area of contact, at the same time allowing a detailed account of asperity interaction effects. The three-stage process comprises a dry rough contact solver, a simplified mixed elastohydrodynamic lubrication solver, and a hydrostatic rough contact solver, all of which are presented. Subsurface stresses are calculated and fatigue life is estimated using the Zaretsky fatigue model. Numerical simulations are performed for several cases of point contacts of rough surfaces and results are presented on a comparative basis.

Valvetrain Friction Reduction through Thin Film Coatings and Polishing

In a direct-acting mechanical bucket tappet–type valvetrain, the cam and tappet contact is responsible for about 85% of the total valvetrain frictional losses. Because this contact operates primarily in a mixed lubrication regime, it offers an opportunity for friction reduction through surface engineering. The friction reduction potential of thin Mn-phosphate coating, diamond-like carbon coating, and polishing on the bucket surface was explored using a motored valvetrain rig equipped with 3.5L V6 engine head. The durability of tappets and cam lobes was also evaluated using a different motored valvetrain rig consisting of a single lobe and a single tappet. The polished buckets demonstrated substantial friction benefit over current production buckets at all speeds investigated. The diamond-like carbon coated buckets did not show any additional friction reduction benefit. The wear data demonstrated much less wear with polished buckets and also for cam lobes when in contact with polished buckets compared to current production buckets and cam lobes. The composition of antiwear surface films on polished buckets was found to be similar to that on current production buckets.

Reduced Phosphorus Concentration Effects on Tribological Performance of Passenger Car Engine Oils

Phosphorus is present in engine oils in the form of the antiwear and antioxidation additive zinc dialkyldithiophosphate (ZDDP). Its effects on wear and friction were studied at different temperatures using a high-frequency reciprocating rig (HFRR). The electrically insulating tribofilm formation was measured using an electrical contact resistance (ECR) technique. The wear and friction performance of a fully formulated fresh oil containing 0.05 wt% phosphorus was compared with the corresponding used oil drained from a vehicle. The results show that the wear performance of fresh oils having phosphorus concentration from 0.02 to 0.1 wt% is very similar. Further reduction of phosphorus concentration below 0.02 wt% leads to high wear. The coefficient of friction increases with increased phosphorus concentration at temperatures above 80°C but decreases with increased phosphorus concentration at temperatures below 80°C. The used oil and the fresh 0 wt% P oil running on the original fresh steel surface exhibit higher wear than when both oils were evaluated on a previously formed film from a fresh oil containing 0.05 wt% phosphorus.

Valvetrain Friction and Wear Performance with Fresh and Used Low Phosphorous Engine Oils

Continued legislative pressure to reduce automotive exhaust emissions requires an automotive catalyst to operate at its peak efficiency up to 120,000 miles. Catalyst life is shortened by the poisoning of active sites by glazing caused by the deposition of phosphorous. The primary source of phosphorous is zinc dialkyldithiophosphate, an antiwear and antioxidant additive in engine oil. Therefore, the reduction of the phosphorous level in engine oils raises concern for increased wear of engine components. In an engine equipped with a direct acting mechanical bucket-type valvetrain, high contact stress coupled with sliding action at the cam and tappet contact makes it particularly vulnerable to wear. Motored single cam lobe valvetrain experiments were conducted to evaluate the wear protection capability of several 0.05 wt% P containing engine oils while the oil is fresh. The wear protection capability of vehicle drain samples was also evaluated to ensure adequate protection up to the point of oil change. It was observed that used oils provided significantly improved wear protection capability coupled with reduced friction. An analysis of the tappet shim surface showed that the composition of lubricant-derived protective films formed with used oils is very different than that formed with fresh oil, which may very well explain improved wear characteristics and reduced friction with used oils.