Investigations of Stick-slip Effects in Wet Friction Drive Elements G. Polt1, T. Sebestyn2, A. Pauschitz1 and F.

Franek1
1

ACT research GmbH Austrian Centre of Competence for Tribology, 2700 Wiener Neustadt, Viktor Kaplan-Str. 2, Austria

Vienna University of Technology, Institute for Micro Technique and Precision Engineering, 1040 Wien, Floragasse 7/2, Austria

Keywords: stick-slip, friction disc, disc-on-disc tribometer, wet brakes, transmission oils.

Abstract. Up to now, the suitability of uniform tractor transmission oils (UTTO) for truck and building machine drive, brake and hydraulic systems were often investigated in expensive onvehicle or specific laboratory rig tests. Present work describes the layout and adoption of a test rig for application-oriented testing of wet brake system elements. The results gained from the tribometer experiments were compared with on-vehicle tests. Introduction According to building machine and truck industry, noise problems in wet brake systems already occurred when they were launched approximately 30 years ago, and these problems havent been completely solved yet since then. Today, there are various friction couples - steel with brass, bronze, molybdenum, carbon or paper - in use. Prosperous experiences at a certain system can cause braking noise when being built in another model. In modern building machines and trucks this is even amplified by the following factors: ! use of cheap components on economical reasons; ! use of only one type of lubricant in all systems (hydraulic, brake and drive system); ! reduction of dimensions (cross sections) as a consequence of higher strength of new materials and thus less torsional resistance; ! smaller brake diameter for more compact layout and ground clearance; ! resonance and dynamical interactions between different parts of the drive system; ! use of various brake systems in the same model series. Although similar components are being built in, trucks are more affected by brake noises than building machines. Generally, requests on use of UTTO are more extensive, where in many models more friction systems belong to the same oil household. In the machines the following components have to be supplied by oil (Fig. 1.): ! ! ! ! gear toothing as well as friction system synchronizing disks; hydraulic system; wet coupling friction system (prevention from coupling slip); wet brake friction system (prevention from noises and slip).

Drive Train

Wet Brake System

Hydraulic system

Fig. 1: One type of oil for all systems to be lubricated Each of these systems possess different friction value requirements, which yet should be covered by one type of oil. The occurring problems are of manifold kind and appear as follows: ! rough-running gear switch during slip through of the synchronizing disks; ! lack of torque during slipping of clutch; ! creaking, clattering, squeaking wet braking, mostly during the end of the braking process. Braking noises are noticeable even for inexperienced drivers, which makes them most frequently complained about. Theory of braking noises Noise occurs mainly during the end of the braking process, shortly before complete stop of the vehicle. (Fig. 2.). Although the noises can sometimes be quite loud, it is an obvious perception, that it does not mean any danger to damage the system. A noticeable imperfection of the braking function has so far not been observed. Anyhow, noise of this kind is unacceptable for the customers.

Fig. 2.: Schematic course of the braking process with braking noise

During the braking process the oil heats up between the steel brake disk and brake pads substantially, causing fall of oil viscosity. Where the counteracting parts relative velocity around the end of the braking course is lower, the state of boundary friction with short stick-slip phenomenon is reached. Braking noise arises due to sticking and releasing of the contact.

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v
Fig. 3.: Mechanical model and friction coefficient vs. gliding velocity. A look on a mechanical model of a simple friction system (Fig. 3.) shows, that on one hand the system elasticity (stiffness c) and mass (m) and on the other hand the velocity depending friction coefficient (graph "-v) are necessary characters of a system with stick-slip sensitivity. Thus, these parameters are of relevance for optimising a friction system to prevent stick-slip motion. Braking noises can sometimes be reduced respectively avoided by raising oil viscosity with application of friction modifiers (FM). From the point of view of other parts in the system it might mean disadvantages, as: ! ! ! ! problems during operation at low temperature due to too low oil viscosity; slipping clutch at higher viscosity and application of FMs; corrosion of non-ferrous metal at bronze synchronizing disks due to FMs (not Mo coatings); changed load carrying ability via FMs (for example not satisfying API GL-4 anymore).

Test Configuration On-Vehicle Tests Where results out of conventional laboratory or tribometer test dont allow any general conclusion on appropriateness of an UTTO, lubricants are being tested directly in certain tractor models. The cost of such experiments is still justifiable, even though no general deduction can be drawn. Assumed, that one will acquire information from vehicle tests, more than a simple squeaks does not squeak according to subjective driver observations, costs increase considerably. Fig. 4. shows a test assembly in a STEYR tractor with tracking of velocity, oil temperature and noise level. So far yet, there is no satisfying test method for a quick screening on wet friction elements. A so-called disc-on-disc friction tribometer seemed to be useful to carry out scientific investigations regarding the stick-slip characteristics of wet brakes.

Fig. 4.: Sensor application for on-vehicle test Tribometer Tests The disc-on-disc tribometer of use (Fig. 5.), consists of a rigid tribometer frame and a turnable drive shaft. This shaft is driven by an electric motor via a single stage worm gear and v-belt and is connected to the friction disc sample. The counter disc of the tribo system is connected to the test rig frame via a torsion sensitive element. This element is a specially shaped hard bendable, torsional spring with a cross like cross-section (Torsionskreuz according to PAT 393167 B from 26.8.1991). The spring deflection is transferred by the test sample adapter to elastic steel plates, which are applied with strain gages and is proportional to the friction torque. The normal load on the tribo system is carried out by single masses via a lever quasi statically. Both elements of the tribo system are placed in a cylinder shaped sump, filled with the test oil.

Fig. 5.: Disc-on-Disc Tribometer The dimensions of the torsional sensitive element (length, diameter and thickness of web) affect the torsional stiffness and therefore the frequencies of torsional eigen oscillations. Thus, the variation of

the element dimensions allow to tune the torsional oscillation corresponding to the characteristics in the vehicle environment. This is a key point to provide useful correlation between tribometer investigations and on-vehicle tests. Also the use of serial parts (Fig. 6.) for friction and counter disc contributes to improve this correlation.

Fig. 6.: Friction and Counter Disc as used for tribometer tests. Results and Correlation All tests have been carried out with one type of friction and counter disc and a set of 6 different lubricants (STOU: Super Tractor Oil Universal). The results with two different vehicles were compared with the tribometer investigations and are shown in Table 1. (RRV: disc-on-disc tribometer).

Table 1.: on-vehicle and tribometer test results. Significantly high correlation between the different test procedures has been achieved, with 2 of 3 tribo systems tested showing negative stick-slip evaluation. Summary The design process of stick-slip sensitive tribo systems is nowadays dominated by testing its components whether in laboratory test rigs or complete systems on-vehicle. The component tests show often insufficient correlation to on-vehicle tests, which are cost-intensive due to the effort of time, material and measuring equipment.

A disc-on-disc tribometer with adjustable components to tune the torsional vibration characteristics as given in the vehicle application of a tribo system, improves the accuracy of the prediction of the stick-slip characteristics. The presented test results show a significant differentiation of the stick-slip behaviour of the used brake systems in presence of different lubricants (UTTO and STOU). The evaluation of the results from the disc-on-disc test rig shows, that these lubricants behave similar as in on-vehicle tests. For future requirements in the drive train engineering process, for example regarding wet friction disc systems with dynamical normal load and the simulation of various lubrication conditions (temperature, lubricant flow, etc.), an advanced disc-on-disc tribometer is already available at ACT research GmbH.

Literature [1] Baumann, W.; Pauschitz, A; Franek, F: Ruckgleiten bei nasslaufenden Bremsen, Proc. Symposium 2000, The Austrian Tribology Society, Vienna, pp. 109 122, 2000 [2] Mikolasch, G.: Analysis and tribotechnical characterization of reaction layers on friction materials for application in automotive components, PhD thesis (Vienna University of Technology), 2001