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Research Papers: Elastohydrodynamic Lubrication

Occurrence of High Pressure Spike in Unidirectional Start–Stop–Start Point Contacts

[+] Author and Article Information
P. Sperka

Faculty of Mechanical Engineering,
Institute of Machine and Industrial Design,
Brno University of Technology,
Technicka 2896/2,
Brno 61669, Czech Republic
e-mail: sperka@fme.vutbr.cz

J. Wang

School of Mechanical Engineering,
Qingdao Technological University,
Qingdao 266033, China
e-mail: 18669723895@163.com

I. Krupka

Faculty of Mechanical Engineering,
Institute of Machine and Industrial Design,
Brno University of Technology,
Technicka 2896/2,
Brno 61669, Czech Republic
e-mail: krupka@fme.vutbr.cz

M. Hartl

Faculty of Mechanical Engineering,
Institute of Machine and Industrial Design,
Brno University of Technology,
Technicka 2896/2,
Brno 61669, Czech Republic
e-mail: hartl@fme.vutbr.cz

M. Kaneta

Faculty of Mechanical Engineering,
Institute of Machine and Industrial Design,
Brno University of Technology,
Technicka 2896/2,
Brno 61669, Czech Republic
e-mail: kaneta@fme.vutbr.cz

Contributed by the Tribology Division of ASME for publication in the JOURNAL OF TRIBOLOGY. Manuscript received November 25, 2013; final manuscript received July 1, 2014; published online August 4, 2014. Assoc. Editor: Dong Zhu.

J. Tribol 136(4), 041503 (Aug 04, 2014) (8 pages) Paper No: TRIB-13-1241; doi: 10.1115/1.4028029 History: Received November 25, 2013; Revised July 01, 2014

The transient film thickness and pressure distributions in point elastohydrodynamic lubrication (EHL) contacts during start–stop–start motion are discussed based on experimental and numerical analyses. When the machine element starts to move after the stopping, where the oil is entrapped between two surfaces, the pressure at the exit area increases very much. The pressure increase depends markedly on the overall film thickness before the stopping of the motion, but is hardly controlled by the acceleration after the stopping. It can be considered that this phenomenon affects the rolling contact fatigue damage.

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Figures

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Fig. 1

Unidirectional start–stop–start motion

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Fig. 2

Time variation of film thickness contour maps obtained by experiment and numerical simulation; Vmax = 0.0351 m/s, pH = 0.65 GPa, θ = 16.6 °C, t0 = 0 ms, t1 = 14 ms, t2 = 40.7 ms, t3 = 45 ms, αd = 2.51 m/s2, and αa = 8.16 m/s2

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Fig. 3

Midplane film thickness profiles along rolling direction corresponding to Fig. 2

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Fig. 4

Time variations of midplane film thickness and pressure distributions along rolling direction: Vmax = 0.045 m/s, pH = 1 GPa, t0 = 0 ms, t1 = 15 ms, t2 = 40 ms, t3 = 55 ms, αd = 3 m/s2, and αa = 3 m/s2

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Fig. 5

Time variation of pressure distributions perpendicular to rolling direction: Vmax = 0.045 m/s, pH = 1 GPa, t0 = 0 ms, t1 = 15 ms, t2 = 40 ms, t3 = 55 ms, αd = 3 m/s2, and αa = 3 m/s2

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Fig. 6

Effect of acceleration on maximum pressure spike: Vmax = 0.045 m/s, pH = 1 GPa, t0 = 0 ms, t1 = 15 ms, t2 = 40 ms, and αd = 3 m/s2

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Fig. 7

Effect of stopping time on maximum pressure spike: Vmax = 0.045 m/s, pH = 1 GPa, t0 = 0 ms, t1 = 15 ms, t2 = 16 ms, t3 = 31 ms, αd = 3 m/s2, and αa = 3 m/s2

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Fig. 8

Effect of maximum uniform velocity on maximum pressure spike: pH = 1 GPa, αd = 6 m/s2, αa = 6 m/s2, t0 = 0 ms, and t2t1 = 25 ms

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Fig. 9

Effect of deceleration on maximum pressure spike: pH = 1 GPa, αa = 6 m/s2, t0 = 0 ms, and t2t1 = 25 ms

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