Febrero 2013

TLT
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
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BEARING DAMAGE
ANALYSIS
Donning the
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SUSTAINABLE LIVING
Survival through
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FUEL ECONOMY
Is it worth retooling
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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
Stroke of Genius
For formulators of oils that keep industrial gearboxes running, passing the Siemens MD specication is a
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:
major issue for

the area of
apparatus,oscillating
to measure
andespecially
thetangential
is based on
response of a
damped oscillator,
characteristics are
include two
a velocity
independentone,
the friction
carbon (DLC)
oleic acid and
massspringdamper system (see Figure 1), based
on dynamic free responses of a single degreeof
freedom mechanical oscillator. This technique has
beenusedtocarefullydetermine,withnoneedfor
any force measurement, the velocityindependent
and velocitydependent friction contributions,
and respectively, for a linear description of the
kinematicfriction,
.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
major issue for

area of
oscillating
measure
especially
tangential
based on
response of a
oscillator,
characteristics are
include two
velocity
independentone,
the friction
carbon (DLC)
acid and
surfaces. The mechanical system is described by a
massspringdamper system (see Figure 1), based
on dynamic free responses of a single degreeof
freedom mechanical oscillator. This technique has
beenusedtocarefullydetermine,withnoneedfor
any force measurement, the velocityindependent
and velocitydependent friction contributions,
and respectively, for a linear description of the
kinematicfriction,
.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
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.
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
in which its amplitude can vary up to 2
normal load, , is applied. Finally, the
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.
of the amplitude, of the displacement
velocitytime responses is essential in order to
the friction type. An envelope, having a
relationshipwithtime,indicatesthesolidlike
andenvelopewithhavinganexponential
type friction, . However, an intermediate
indicatesacombinationofand.
byareciprocatingmotion(seeFigure3).Botholeic
acidandglycerolareusedasalubricant.
Figure3.Flatplanesamplescoatedwithdiamondlike
(taC and aC:H) were prepared by Kano et al.,
4
ILLUSTRATIVERESULTS
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
atroomtemperature.
lubricated with glycerol is a combination of both
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.
The tribological contact configuration of this
apparatus is described by a spherical pinonflat
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
position in which its amplitude can vary up to 2
mm. The normal load, , is applied. Finally, the
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.
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
viscoustype friction, . However, an intermediate
responseindicatesacombinationofand.
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
(taC and aC:H) were prepared by Kano et al.,
4
ILLUSTRATIVERESULTS
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
atroomtemperature.
lubricated with glycerol is a combination of both
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.
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
withglycerol.
thanthatfortaC.
ACKNOWLEDGMENTS
DLCcoatedsamples.
REFERENCES
(2007).
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
withglycerol.
thanthatfortaC.
ACKNOWLEDGMENTS
DLCcoatedsamples.
REFERENCES
(2007).
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
withglycerol.
thanthatfortaC.
ACKNOWLEDGMENTS
DLCcoatedsamples.
REFERENCES
(2007).
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.
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Priolube 1965 in Air
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.
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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
The arrow head pattern of

fatigue spalling.
The large roller end of a tapered roller
worn away by abrasive material in the
lubricant. The roller was manufactured
without a shoulder on that surface,
and the depth of the shoulder shows
the amount of wear that can occur.
professional development, Feb. 6. Details at www.stle.org or contact klemar@stle.org. 23
Moisture can enter a bearing in var-
ious ways, including through failing
seals or condensation generated from
temperature fuctuations. The operat-
ing environment also can play a major
role in corrosion for machines that are
located offshore or in acidic settings.
Additionally, fretting corrosion, or false
brinelling, is caused by tiny vibration
of the rollers on the raceway. These
constant small movements of the roll-
ers push the lubricant away from the
contact, causing adhesive wear. As the
adhesive wear continues, debris is gen-
erated, causing abrasive wear. The de-
bris then can become oxidized and pro-
long the fretting wear, especially in hot
or wet environments. By comparison,
false brinelling wears away the bear-
ing surface, while in true brinelling the
original surface texture remains.
PReVenTInG cHeMIcAL
DAMAGe MODes
Actions to prevent corrosion and etch-
ing include inspecting and replacing
worn seals, monitoring the moisture
levels of lubricants and ensuring that
bearings are stored in dry areas and
with a coating of lubricant or rust pre-
ventative. Much like inhibiting partic-
ulates from entering bearings, storing
bearings in their original packaging
until use can also prevent corrosion
from forming on the bearing surface.
In preventing etching and corro-
sion, seals would be one place to look,
Shiller says. You want to inspect and
maintain your seals. You want to mon-
itor moisture levels in the lubricant
this would be incoming lubricant in
either the original fll of the bearing or
relubrication of the bearings.
Shiller adds that inspecting a bear-
ing to be sure it is dry following clean-
ing or servicing is an effective means of
preventing unwanted moisture in the
bearing, but operators also should be
aware that in automated cleaning pro-
cesses, the water- and oil-based com-
ponents must be compatible. In cases
where cleaning chemistries are incom-
patible, a potentially harmful residue
may be left on the bearing surface.
THeRMAL DAMAGe MODes
The movement within a properly op-
erating bearing is protected by the
presence of a lubricant flm, which al-
lows the roller elements to glide along
the race without resulting in damage.
Problems arise when metal-to-metal
contact occurs. Common causes that
lead to thermal damage in bearings are
lubricant starvation, using the wrong
lubricant or a lubricant system inap-
propriate for the operating environ-
ment. When one or more of these
characteristics is present, it is likely
that the bearing will begin to generate
damaging levels of heat.
Inadequate lubrication and heat
damage generally shows itself in one
of two ways. There is usually a color
difference on the surface that shows
thermal damage. Another thermal
situation could result in microspalling
or peeling of the surface, Shiller says.
Its not uncommon to see staining of
bearing surfaces. If its a stain on the
surface, meaning that you cant wipe it
off, you cant get a solvent and clean it
off, thats not a problem. Thats addi-
tives interacting with the surface and
doing their job.
As temperatures in the bearing
climb, the viscosity of the lubrica-
tion decreases until eventually the
lubricant flm degrades and metal-to-
metal damage such as surface peeling
occurs. Smearing is another thermal
damage mode that results from inade-
quate lubrication. Smearing is defned
as a transfer of surface material from
the roller to the raceway as the two
inadequately lubricated surfaces slide
against one another. For example,
large loads on skidding rollers, where
the lubricant flm is not maintained,
exhibit high frictional heating that can
cause steel to fow from one surface to
another, also known as microwelding.
PReVenTInG THeRMAL
DAMAGe MODes
Preventing thermal damage begins
with ensuring that the proper amount
and grade of lubrication reaches the
bearing during operation. It is also
important to confrm that the lubrica-
tion system is operational and fowing
before the bearings are set in motion.
Monitoring the temperature of the oil
sump or inlet is also wise. Proper fow
rates and settings are also preventive
measures for inadequate lubrication,
and you need to maintain these sys-
tems, says Shiller.
eLecTRIcAL DAMAGe MODes
Electrical damage modes are less com-
mon but can result in signifcant damage
to bearing systems. Electrical damage
occurs when current is passed through
the bearing. This may result from any
action that passes current through the
bearing material. Two examples, says
Shiller, are a case where the machine
was improperly grounded or where
welding was performed on the machine
while the bearings were rotating.
Electrical damage typically pro-
duces pitting and small burns on the
bearing surface. When examined un-
der magnifcation, the metal might ap-
pear to be melted to a certain extent.
Primarily what happens in electri-
A comparison of false brinelling and true brinelling. False brinelling is an adhesive/
abrasive wearing of the surface; no grind lines are seen on the surface. True brinelling
is an indenting of the surface; grind lines are seen on the surface through the brinell.
True Brinelling False Brinelling
24 Nextmonth:GlobalHarmonizedSystem(GHS)andtheclassifcationand
cal damage modes is machine noise
and vibrations go very high, and it
becomes unusable from that aspect,
says Shiller.
When a bearing fails, the response
and repair will depend on the techni-
cians ability to uncover the root cause
of the damage.
Most companies in business today
have some form of quality system in
place that should set the procedures to
make sure the damage does not occur
in the future. The quality system will
have some kind of maintenance sec-
tion and possibly a lubrication main-
tenance and testing plan, Shiller says.
All of these should address how to
fx the system when things go wrong,
he adds. First the root cause needs to
be corrected, followed by a temporary
increase in the frequency of inspec-
tion or testing. Second is the need to
educate the employees as to what hap-
pened, how to identify the problems
and why it is important to keep the
bearings in service.
RecOGnIZInG THe sIGns
Signs to be aware of when faced with
possible bearing damage are irregular
noise and vibration. Additionally, if
bearings are lubricated from a central
sump, the oil should be tested on a
regular basis. If debris is visible in the
oil, it may be a clue that the bearings
are experiencing wear.
Other factors like an increased
operating temperature, visible leaking
of the bearing seals or an increase in
the torque required to turn the bear-
ing do not necessarily indicate bearing
damage but do indicate something has
changed. If these are different enough,
then it might warrant a bearing inspec-
tion, advises Shiller.
It is important to note that no
single method covers all bearing op-
erations. Maintenance is highly de-
pendent on the environment of the
bearing; whether bearings are oper-
ated continuously or intermittently,
the bearing load and other factors can
differ from application to application.
cOncLUsIOn
Whether found in precision dental in-
struments or the main shaft of a wind
turbine, maintaining the fawless con-
dition of bearings is an essential part of
a successful machine operation. While
the damage may be easily visible in the
bearing itself, determining the cause
may prove more diffcult.
As ultra large bearings such as those
found in wind turbines become more
common, it is important to continue
to study damage modes to analyze
their contribution to wear and bearing
longevity in new settings. Reviewing
the complete installation, mounting
and related parts of a bearing are key
steps in determining what lies behind
bearing damage and wear.
Josh Fernatt is a
free-lance writer who
can be reached at josh.
fernatt@gmail.com.
labelingofchemicals,featurearticlebyTLTcontributingeditorNeilCanter. 25
cover STory
Jean Van Rensselar / Contributing Editor
Trends in Industrial
26 Reserveboothspace:ExhibitboothapplicationformsavailableforSTLEs2013
Todays machines are smaller, hotter
and overloadedmaking proper
lubricant selection even more critical.
n alarMing 30% of u.S. induSTrial
coMPanieS recently surveyed said
they experienced a lubricant-re-
lated gearbox failure within the
last year.
1
These failures were
most likely related to extreme operat-
ing temperatures that created break-
point stress on such industrial gearbox
parts as seals, bearings and gear teeth.
These higher operating tempera-
tures are precipitated by the demand
for more power in a smaller footprint
and decreased oil volume. Todays
equipment also needs to handle in-
creased loads and deal with a host of
contaminants, including water. Deal-
ing with these demanding conditions
requires gear oil that is formulated to
reduce stress in a number of ways.
The following are basic require-
ments for industrial gear oils:
Appropriateviscosity
Oxidativeandthermalstability
Solidload-carryingcapacity
Demulsibility(theabilityto
shed water)
Resistancetofoaming
Protectionagainstrustand
corrosion.
The difference between automotive
and industrial gear oils is that indus-
trial gear oils must perform in condi-
tions and applications that vary sig-
nifcantly. Examples are the highly
Gear Oils
1
Study conducted by Shell and cited at:
http://www.gearsolutions.com/article/detail/5490/motion-impossible--without-the-right-lube.
A
annualmeetinginDetroit.ContactTracyVanEeat(630)922-3459,tnicholas@stle.org. 27
contaminated conditions that exist in
mines and the highly aqueous condi-
tions in steel mills. Its not surprising
then that gear base oil and additive
manufacturers need a thorough grasp
of the performance requirements of
advanced machinery and the end-us-
ers needs.
Additives protect seals and improve
thermal, oxidative and viscosity stabil-
ity. They also provide micropitting re-
sistance, bearing corrosion protection,
foam resistance and enhanced demul-
sibility and load-carrying capacity.
There are many gear oil standards
such as North Americas AGMA 9005-
E02 EP, Europes DIN 51517-3 and
Germanys SEBI 181 226. The newest
is the Siemens (Flender) MD specifca-
tion. In addition, OEMs often use
standard tests together with their own
requirements. There are also specifca-
tions for specifc industries such as
food processing. The increasing stric-
tures of these specifcations and the
unique challenges posed by techno-
logically advanced gearboxes require
advanced gear oils to fully protect
components.
While using the wrong lubricant
for the job and incorporating certain
additives that promote micropitting
can cause gearbox failure attributed to
the lubricant, the two most common
culprits are excessive heat and water
contamination.
MIcROPITTInG
While its fairly easy to spot micropit-
ted gear teeth with a basic fashlight
(they appear dull, etched and/or
stained with gray speckles and spar-
kles), micropitting can be diffcult to
see under fuorescent lighting.
STLE-member Bob Shorter, indus-
trial specialist for Chevron Global
Marketing, explains, Micropitting on
gear teeth is the result of metal-to-met-
al contact at the asperity scale where
plastic or elastic deformation creates
material loss that manifests as micro-
pits. Micropitting is a function of many
things, including gear manufacture
and quality, EHL viscosity calculation/
selection, the EP additive package,
base oil selection, debris/contamina-
tion and operating parameters, includ-
ing temperature and load.
Micropitting starts with fatigue
cracks on the surface (or just below
the surface) of the gear teeth. These
pits are caused by metal-to-metal con-
tact of rough surfaces. But because
cracks can form below the surface of
the gear teeth, high-speed gears with
smooth surfaces and good flm thick-
ness also can become pitted.
STLE-member Ravi Shah, staff engi-
neer at Chevron, explains, Typically,
lubrication in this equipment is under a
hydrodynamic or elastohydrodynamic
(EHD) regime. In the EHD regime,
TraiTs of a good gear oil*
low viScoSiTy. As the lubricant travels through the flter system,
contaminants, (which may originate outside the system or result
from inside wear) should be removed. Slow-moving, highly viscous
lubricants can be diffcult to flter. They can cause pressure at
the flter to increase. If suffciently high, it will trigger a system
bypass and allow contaminant-laden lubricant to circumvent
the flters. Less viscous lubricants fow more easily through the
fltration system where contaminants are effectively removed.
This reduces the likelihood of machinery damage and increases
equipment life.
Another beneft of using a lower viscosity gear oil is that it may
not need to be changed as often, resulting in less costly downtime.
Industrial gears operating under heavy loads require extreme-
pressure protection for gear components, but mainstream industrial
gear oils do not always provide high extreme-pressure performance
at low viscosity grades. This means that not just any low viscosity
fuid will perform well.
durabiliTy. Industrial gear oils formulated for extended durability
keep gears operating correctly and protect equipment by prolong-
ing life, minimizing downtime, maximizing productivity and reducing
maintenance costs.
deMulSibiliTy. Water can get into the system (especially the
reservoir) in many ways, leading to corrosion and compromised
performance. Because of this, gear oil must be formulated to
quickly separate water through the range of temperatures found
in industrial gearboxes. This will extend the life of the oil and the
machinery.
dedicaTed for induSTrial uSe. There are two types of industrial
gear lubricants. The frst, so-called universal gear oils, are formu-
lated so they can also be used in automotive gear applications.
Universal fuids (formulated for automotive and industrial use) may
contain components that are unnecessary for and/or harmful to
industrial gears. On the other hand, they may omit components that
are critical to industrial use (demulsibility additives). Gear oils for
industrial applications are formulated with additives necessary for
protection and optimal functioning.
SMarT addiTiveS. Conventional additives that improve extreme-
pressure properties in gear oil are often susceptible to thermal
instability, which encourages sludge. But additives are available that
improve thermal stability, discourage sludge formation and provide
extreme-pressure protection. This allows high extreme-pressure
performance and cleanliness throughout the full range of viscosities.
* Based on fve factors cited by Lubrizol product manager Tim Cooper.
when the surface roughness of bearings
or gears matches the lubricant flm
thickness, parts of the two surfaces
come in contact with each other caus-
ing micropitting.
Surfaces subjected to heavy loads,
high temperatures and a lubricant that
doesnt have a high enough viscosity
will experience micropitting, Shah
adds. Presence of water will also aggra-
vate micropitting. Certain properties of
lubricant basestocks and additives (i.e.,
antiscuff agents) affect micropitting, as
does viscosity. On the other hand, some
lubricants can stop the process.
STLE-member Tim Cooper, Lubr-
izols industrial product manager for
Europe, Africa and the Middle East,
explains, There are various theories
regarding the causes of micropitting,
he says. It is often talked about in re-
lation to the wind turbine industry,
but we see it in many other applica-
tions, too. In some cases, micropitting
may lessen over time, while in others
it can ultimately lead to vibration,
noise or even more destructive phe-
nomena such as macropitting.
HeAT
When it comes to heat-related issues,
gear oil serves two functions: it re-
moves heat in the machinery generat-
ed by friction, and it protects itself
from viscosity breakdown due to heat.
The viscosity of a lubricant decreases
as the temperature increases. So the
viscosity of the oil must be high
enough to provide an adequate lubri-
cating flm but not so high that it cre-
ates friction within the flm itself.
With the constant pressure to in-
crease operating loads, gearboxes are
burdened with increasingly hotter op-
erating temperatures. As a result, im-
proved thermal stability in gear lubri-
cants is an imperative. Todays gear
oils need to be formulated to with-
stand the entire temperature range
that the gear could be exposed to
(both within the system and in the
ambient environment). This will not
only help to maximize the life of the
gear oil but also of the
gears themselves.
WATeR
cOnTAMInATIOn
Contamination is a
key interest for
some industrial cus-
tomers, says Nelson
Tam, Lubrizols in-
dustrial product man-
ager for ROA (Rest of
Asia). Their most com-
mon problem is foaming
and lowering of demulsibility
performance. Contamination is
most common in gearboxes in ce-
ment plants and plants that handle
coalsuch as coal mines and coal-
fred power plants.
Shah adds that contamination also
can occur in the proximity of sea/wa-
ter sources and where the tempera-
tures vary signifcantly between day-
time and nighttime.
Abrasive dust particles can pene-
trate the oil flm and cause surface dis-
tortion and wear. Water contamina-
tion can rust gear surfaces and, in the
extreme, destroy the gear completely.
Consider that just 1% of water in an
industrial gear oil can reduce bearing
life by up to 90%.
2
And the damage
and contamination can quickly esca-
late.
The effectiveness of a gear oil is
compromised when the oil and water
do not separate and the oil becomes
diluted. Experts agree that using a
gear oil that quickly separates from
water is the most effective way of re-
ducing the risk and consequences of
water contamination. Gear oil with
improved water separation properties
not only allows faster and easier water
draining, it also reduces the frequency
of oil changes.
Another way to manage water con-
tamination is to identify potential
contamination points early on and in-
stitute measures to reduce the ingress
and counteract the effects. The strate-
gy is to prevent water from entering
the
system
in the frst place. A secondary strategy
is to limit the waters ability to damage
components. A good way to do that is
to opt for a lubricant designed to
maintain its properties even when
small amounts of water enter the sys-
tem.
All industries are susceptible to
contamination, Shorter says. Some
of the worst environments are gener-
ally those industries that are dealing
with climate elements.
TRenDs
The general trend is toward gears op-
erating under heavier loads and higher
temperatures, smaller sumps (lubri-
cant volume) and higher power den-
sity, Shah says. The demand on the
lubricant is signifcantly increased, re-
quiring better EP performance, micro-
pitting resistance, oxidative proper-
ties, lower sludge-forming tendency
and better foam performance.
Todays increasingly smaller gear-
boxes are made from lighter weight
materials. At the same time, they must
produce more power, be more durable
and more reliable. The bearing loads
and speeds of the gear teeth are also
trending higher. This means that a
smaller gearbox with less lubricating
oil needs to support gears with much
2
From: http://www.gearsolutions.com/article/detail/5490/motion-impossible--without-the-right-lube.
Just 1% of water
in an industrial gear
oil can reduce bearing
life by up to 90%.
higher workloads. Not surprisingly,
this results in higher temperatures, but
it also results in accelerated oxidation.
Oxidation is a particular problem for
industrial gear oils because it contrib-
utes to sludge formation.
Just like many other types of
equipment, industrial gearboxes are
experiencing a drive toward higher
power densities that place greater de-
mands on the lubricant, Cooper ex-
plains. In some cases, they are also
using steel qualities, which have prop-
agated the amount of micropitting fa-
tigue in a range of applications and
industries. Other trends include ener-
gy-effcient oils and longer-life oils to
extend drain intervals.
Cooper adds, Oils today are for-
mulated with a greater level of durabil-
ity in mindresistance to micropit-
ting fatigue, greater thermal stability
and (very important) the realization
that performance must be retained
through the life of the oil. As an ex-
ample, its no longer acceptable to
market oil that has good foam control
or water-shedding properties when
new but after a few months of service
the properties fall away, leaving the
gearbox operator with an underper-
forming system.
Even with regular lubricant main-
tenance, punishing operating condi-
tions of higher heat, higher loads,
higher pressures and contaminants
can compromise a gear system. The lu-
bricants must withstand increasingly
harsh environments that also quickly
deplete essential gear oil additives.
neW GeAR OILs
As a result of increased demand on the
lubricant, some lubricant companies,
including Chevron, are developing
higher quality lubricants with im-
proved EP, micropitting resistance,
oxidative properties, lower sludge
forming tendency and better foam per-
formance. Some lubricants are moving
to synthetics using Group III, IV and V
components.
3
There are two major
considerations in the formulation of
new industrial gear oils:
Increasedemphasisoncost
reduction (longer lubricant life)
Designchangestoimprove
gearbox effciency (smaller
gearboxes with less oil capacity).
The good news is that newer oils
are formulated with high levels of ex-
treme-pressure properties across a
spectrum of viscosities. This gives
smaller gearboxes carrying high loads
extra protection. But additives to im-
prove extreme-pressure properties can
decrease thermal stability, resulting in
the formation of sludge. Industrial
gear oil additives do exist, however,
that provide the balance of thermal
stability and extreme-pressure protec-
tion. The combination of these two
factors adds value by prolonging the
life of gearboxes and maximizing eff-
ciency.
4,5

Regarding the Asian market, Tam
explains, The general trends in Asia
are not different from other zones. But
more customers in Asia are looking at
cost-effective products, which means
special and long-drain productsthey
would like a product developed with
their own base oil. Asian customers
are always interested in long-drain in-
tervals, energy effciency, low cost,
OEM approval and high loading.
The trend toward lowering gearbox
manufacturing costs, while at the same
time allowing for increased in-use pro-
ductivity, places even more stringent
demands on gear oils. This means high
load-carrying capabilities that main-
tain gearbox cleanliness will be the
norm for gear oils.
r&o inhibiTing gear oilS. Rust and
oxidation (R&O) inhibiting gear lubri-
cants perform well over a range of gear
sizes, speeds and outside temperatures.
They lubricate well if both the gears and
bearings are lubricated from the same
reservoir. Because they do not adhere
to the gear tooth surface, its best if
the gear teeth are constantly relubri-
cated. R&O inhibiting gear oils can be
conditioned with heat exchangers and
flters for consistent temperature and
cleanliness.
eP gear oilS. Extreme-pressure (EP)
gear oils are recommended for gear
drives subjected to conditions of high
load, medium-to-high slide and high-
power transmit. EP gear oils can contain
additives that are corrosive to brass
and bronze components. But EP gear
oils that utilize chemistries noncorro-
sive to these components are available.
These oils also perform well over a
range of gear sizes and speeds and
outside temperatures. Gear teeth must
be continually relubricated.
coMPounded gear oilS. Compounded
gear oils lubricate gear drives where
the high sliding of gear teeth requires
a friction-reducing agent to minimize
heat and improve effciency (enclosed
worm gear drives). Unlike R&O and EP
oils, they do not perform well over a
wide temperature range and have a high
operating temperature of 180 F (82 C).
Like R&O and EP oils, constant relubrica-
tion of the gear teeth is encouraged.
SynTheTicS. Synthetic gear oils are
primarily used in applications where
mineral-based industrial gear oils are
unable to perform. Synthetic gear
lubricants can contain R&O inhibitive
additives and/or EP additives. Synthetic
gear lubricants offer advantages such
as improved thermal and oxidation sta-
bility, lower volatility and evaporation
rates, improved energy consumption
and reduced fammability.
four Types of gear oils
3
Group I is solvent dewaxed oil; Group II is hydroprocessing and refning oil; Group III is further
refned hydroprocessing and refning oil; Group IV is chemically engineered synthetic, including PAO
(polyalphaolefn) oil; Group V is a blend of oils.
4
DIN 51517 Part 3, U.S. Steel 224, ISO 12925-1 CKC/CKD, Cincinnati Machine, AGMA 9005-E02, and
GM LS-2 and David Brown S1.53.101.
5
From: http://www.machinerylubrication.com/Read/1292/industrial-gear-oils.
30 Equippedwithhisfvesenses,manexplorestheuniversearoundhimandcallstheadventureScience.EdwinHubble.
synTHeTIc fLUIDs
Synthetic industrial gear oil goes
where mineral gear oil cantat tem-
perature extremes, in exceptionally
high loads, in challenging operating
environments and when there are spe-
cial requirements.
Shah explains, Replacing fuid in a
gearbox located 100 meters high is not
an easy task. As a result, synthetic
products are fnding more and more
use in manufacturing wind turbine
gearbox lubricants. The same is true of
other diffcult and demanding applica-
tions involving factors such as high
loads, extremes of temperature or vi-
brations.
The most commonly used synthet-
ic industrial gear oils are ester oils,
synthetic hydrocarbon oils and polyg-
lycols. Its important to note that while
synthetics have many advantages, in
some instances they do not perform as
well as mineral-based oils.
The specifc advantages of synthet-
ics (which vary according to the base-
stock) can include the following:
Betterviscosityprotectionin
high temperatures
Betterlow-temperatureproper-
ties
Betterthermalandoxidative
resistance
Reducedvolatilityandevapora-
tion
Betterlubricity
Reducedfammability(depend-
ing on the basestock)
Resistancetoresiduesand
deposits at high temperatures
Extendeddrainintervals
Reducedenergyconsumption.
Disadvantages may include the fol-
lowing:
Reactions(suchascorrosion
and hydrolysis) in the presence
of water
Compatibilityissueswith
materials such as some metals,
paints and elastomers
Poormiscibilitywithmineraloils
Higherprice(usuallybutnot
always).
Synthetic industrial gear oils can
contain rust and oxidation-inhibiting
additives and/or antiwear/EP addi-
tives. Synthetics offer an alternative
for the end-user, but Group II+, Group
III and Group IV base oils are all viable
choices, Shorter says. These base
oils often lead to longer lubricant life,
better performance and ultimately val-
ue for the end-user.
sIeMens MD sPecIfIcATIOn
Cooper explains that the latest Sie-
mens MD specifcation not only looks
into conventional aspects of gear and
bearing lubrication (wear protection,
corrosion resistance, etc.) but also
takes into consideration compatibility
between the lubricant and every com-
ponent within the gearbox that it will
come into contact with. He adds,
Thus there is a very strong emphasis
on elastomeric seal and paint compat-
ibility with the oil. This can place limi-
tations on the types and amount of ad-
ditive chemistry that can be deployed
to deliver the necessary lubrication
properties.
Before Siemens MD approves oils
for use in Flender helical-, bevel- and
planetary gear units, the manufacturer
must warrant that the oils are of CLP
There are two primary considerations for
selecting the correct gear oil for an application:
gear SPeed
The now superseded Industrial Gear Lubrication Standards, AGMA 250.04, used
center distance as the primary criterion for gear lubricant selection. The new
version of this standard, designated AGMA 9005-D94 Industrial Gear Lubrica-
tion, has adopted pitchline velocity as the primary selection criterion. The
pitchline velocity determines the contact time between gear teeth. High ve-
locities are generally associated with light loads and very short contact times.
For these applications, low-viscosity oils are usually adequate. In contrast, low
speeds are associated with high loads and long contact times. These condi-
tions require higher viscosity oils. EP additives may be required if the loads
are very high.
TeMPeraTure
Ambient and operating temperatures also determine the selection of gear
lubricants. Normal gear oil operating temperature ranges from 90 F to 100
F (50 C to 55 C) above ambient. Oils operating at high temperatures require
good viscosity and high resistance to oxidation and foaming. Caution should
be exercised with abnormally high temperatures. High operating temperatures
indicate oils that are too viscous for the application, excess oil in the housing
or an overloaded condition. Each of these conditions should be investigated
to determine the cause and correct the problem. Oil for gears operating at
low ambient temperatures must be able to fow easily and provide adequate
viscosity. Therefore, these gear oils must possess high viscosity indices and
low pour points.
selecTing The correcT gear oil*
*From: http://www.agroengineers.com/gears/gears-lubrication.shtml.
quality according to DIN 51517-3.
6

There are also many other application-
specifc properties that must be met.
The qualifcation testing and sub-
mission of the approval documenta-
tion must be conducted by the oil
manufacturer or marketer. This means
gearbox users cannot request an ap-
proval.
All tests must be conducted no
more than one grade above the lowest
viscosity of the oil. The exception to
this rule is the Flender foam test,
which must be tested in the highest
viscosity grade. All test data must be
carried out on oil samples of the same
composition according to the formula-
tion table (which must be enclosed).
In addition to the testing and perfor-
mance requirements, the material safe-
ty data sheet (MSDS) and technical
data sheets (TDS), including the tem-
perature-viscosity curves for each vis-
*From: http://www.fuchs-europe.com/uploads/media/renolin_industrial_gear_and_lubricant-
ing_oils_07-2009_01.pdf.
In addition to standard specifcations for industrial
gear oil, many gear manufacturers specifcations
contain additional demands, such as the following:
Intensifed scuffng tests
Micropitting tests at 140 F (60 C) and at 194 F (90 C)
A roller bearing wear test
A low-speed wear test
A pitting test
A test to determine load-carrying capacity
A fltration test
A foaming test
Low-temperature tests (for behavior and fow)
These additional bench tests attempt to replicate the extreme conditions to which
gearboxes and gear oils are subject and quantify the performance of the various
formulations.
addiTional oeM gear oil specificaTions*
6
Except tests acc. ISO 6247 and DIN ISO 1817.
cosity grade, must be submitted for
approval. The lubricants must be iden-
tifed by submission of an IR (infrared)
reference spectrum and ICP (induc-
tively coupled plasma) reference val-
ues for the viscosity grades requested
for approval.
7
All test data must be generated
within a Siemens-approved laboratory
for application-specifc testing. Sie-
mens will not accept test data gener-
ated in an unapproved laboratory.
8
For
the approval of a viscosity range, oil
manufacturers must guarantee that the
performance level obtained in a test on
a specifc oil are consistent for that
product independent of production lo-
cation or viscosity grade across the vis-
cosity range. In addition, the oil man-
ufacturer has to warrant that the
required properties do not only apply
to fresh oil, but that they also do not
deteriorate within permissible toler-
ances through the entire period of use.
The period of use for mineral oils must
be at least 10,000 operating hours or
two years maximum, and for synthetic
oils at least 20,000 operating hours or
four years maximum, assuming an av-
erage oil operating temperature of 176
F (80 C).
Some of the challenges of the
specifcation include extensive and ex-
pensive testing of lubricants against a
battery of tests outlined in the specif-
cations, Shah says. Additionally,
sometimes there are differences in re-
sults when run at different labs. It
would be helpful if these tests become
standardized DIN and/or ASTM tests.
The formulations tested and ap-
proved by Siemens MD must be identi-
cal to the oils produced commercially
under the approved fuid name. Any
changes to the approved formulations
beyond permissible tolerances within
production must be noted in writing
and sent to Siemens MD. Unaccept-
able changes will result in voided ap-
proval and removal of the oil brand
from the approved lubricant list.
Tam says, Asian customers ask for
Siemens MD-approved products, and
commercially we have a problem if we
cannot deliver such products. It is par-
ticularly challenging for some custom-
ers who need approval in their own
base oil.
The pending Revision 14 to the
Siemens/Flender specifcation ad-
dresses some of the technical challeng-
es, but the certifcation/approval pro-
cess timeframe continues to be slow,
Shorter says.
9
Lubricant approval is
limited to fve years.
10, 11
The Siemens MD specifcation and
its revisions are a giant step forward in
ensuring the quality and performance
of critical industrial gear oils. OEMs,
formulators and end-users welcome
the tight regulation of basestock, addi-
tives and end products.
With tougher operating conditions,
the demands on industrial gearboxes
have reached levels that no one could
have anticipated even fve years ago.
As OEMs and operators struggle to en-
sure the reliability and longevity of
equipment, new industrial gear oils
that offer protection against high heat
and contamination are a key weapon
in their arsenal.
Jean Van Rensselar heads her
own communications frm,
Smart PR Communications,
in Naperville, Ill. You can reach
her at jean@smartprcommuni-
cations.com.
7
IR and ICP test machinery are used to identify the fngerprint of a lubricant.
8
The list of approved laboratories and contact details can be found using the fol-
lowing link: http://support.automation.siemens.com/ww/view/en/44240585.
9
Revision 14 is designed to streamline the approval process.
10
From: http://cache.automation.siemens.com/dnl/zc/zc3ndQ1aaaa_44241193_
faQ/en_Specifcation_for_oil_approval_SKP__rev_13.pdf.
11
Revision 13 includes the following changes: a second approval criterion for the foaming test;
temperature-viscosity curves for each viscosity grade must be submitted; some wording was changed.
Gear oils are classifed by the American Petroleum Institute using GL ratings:
n gl-1 Designed for gearboxes operating at low sliding speeds. It does not
contain any EP additives and is often used in applications containing parts
made of yellow metals. Additives can increase resistance to oxidation,
protection from corrosion and freezing point.
n gl-4 Designed for gearboxes and main hypoid gears operating at high
rotation speeds and low torques.
n gl-5 Designed for gearboxes and main hypoid gears operating at high rotation
speeds with impact loads and low torque or at low speeds and high torque.
Gear oils are generally classifed in Europe using the DIN 51517 standard. The following
DIN 51517 classifcations of gear oils are used most often:
n din 51517 cglP Contains additives that protect from corrosion, oxidation
and wear at the mixed friction spots, as well as additives which improve
characteristics of sliding surfaces.
n din 51517-3 clP Contains additives which protect from corrosion, oxidation
and wear in the mixed friction zone (this is the Siemens MD specifcation).
n din 51517-2 cl Contains additives that protect from corrosion and oxidation,
suitable for average load conditions.
api/din classificaTion of gear oils
Tribo-dictionary:Tackifer(tackinessadditiveoragent)ahighmolecularweight,fuidpolymeraddedtogreasestoimproveadhesiveness. 33
KEYWORDS
Biotribology; Endoscope; Friction; Robot; Intestine; Tissue Damage
AbStRAct
In this work, two propelling mechanisms for a medical endoscope robotic system that can
effectively move inside the intestinal track with minimum tissue damage were proposed. The
frst propelling mechanism utilized the rotational motion of a spiral-shaped body, and the
second used the expansion and contraction motion of a stretchable body covered with poly-
meric surface structures. Both mechanisms were based on the frictional interaction between
the robot body and the intestine surface. Through experiment, the biotribological behaviors
of these mechanisms were investigated, and the major design parameters to achieve effective
propelling motion with minimum tissue damage were identifed. The results of this work
will aid in the design of new endoscope robots that have motion control capability with
adequate safety.
INtRODUctION
Recently, various new types of endoscopes have been proposed to overcome the dis-
comforts and limitations of traditional endoscopy. A capsule type of endoscope, which
can travel down the digestive system once the patient swallows it, has already been
commercialized. The capsule endoscope is designed to transmit images of the organ
walls as it moves inside the organs under naturally propelled motion (Wei
1
; Michel and
Grard
2
; Florian, et al.
3
; Larry
4
). The advantages of using such an endoscope are that
the patient feels less discomfort than with a traditional endoscope and that the walls
of the small intestine can be probed, whereas such probing was not possible with the
traditional endoscopes because of the distance from the mouth to the small intestine.
As the next generation endoscope, a robotic-type endoscope has been receiving
much attention in the past several years (Kundong, et al.
5
; Holden, et al.
6
; Kim, et
al.
7
). The motivation for the robotic endoscope is to add a self-propelling capability
to the endoscope so that it may travel to the desired location for detailed probing and
even treatment. A robotic endoscope that is currently being developed is designed to
replace the colonoscope. The most challenging task for implementation of the robotic
endoscope is to design an effective propelling mechanism. There have been numer-
ous works on the design of propulsion mechanisms for medical applications (Kas-
sim, et al.
8
; Wang and Meng
9
; Cheung, et al.
10
; Kim, et al.
11
; Quirini, et al.
12
; Ikeuchi,
et al.
13
; Chen, et al.
14
; Zhou, et al.
15
). In a recently proposed design, the robot has a
walking locomotion using legs with sharp tips and edges (Park, et al.
16
; Stefanini, et
al.
17
). The legs are designed to stretch out from the body of the robot and apply con-
tact pressure against the intestine wall. Then, by using a rotating screw mechanism,
Editors Note: Laparoscopic
surgeries are a wonderful med-
ical advancement. The idea of
using minimally invasive small-
diameter holes, rather than a
large incision, is it speeds up
the recovery time signifcantly,
but requires smaller tools and
an endoscope. An endoscope
is the camera that is inserted
through an existing orifce
or small incision to enable a
surgeon to see, and it is some-
times used by a doctor to diag-
nose an ailment. One potential
faw in using an endoscope is
that it may damage the very
organ used that it was attempt-
ing to repair. This months
Editors Choice paper seeks to
create a better endoscope that
can propel itself through the
human body without causing
damage. This is accomplished
through friction on an other-
wise very slippery surface.
Evan Zabawski, CLS
Editor
Novel Propelling Mechanisms based on Frictional
Interaction for Endoscope Robot
Manuscript received Sept. 22, 2008
Manuscript accepted June 9, 2009
Review led by Yeau-Ren Jeng
Copyright STLE
Y.-T. KIM and D.-E. KIM
Department of Mechanical Engineering, Yonsei University
A476 Engineering Building I, Shinchong-Dong 134
Seodamun-Gu, Seoul 120-749, South Korea
Peer-reviewed
34 FundamentalsofFilters&Filtration,STLEWebinarwithDr.JohnDuchowski,
the body of the robot is made to advance while the legs are
still pressed against the intestine wall. The foot of the leg is
designed to interlock with the intestine surface to generate
suffcient friction force to anchor the robot while it is be-
ing propelled. However, a serious concern is that the sharp
tips or edges can damage the intestine during propulsion.
This concern is especially signifcant because, if the foot slips
at the contact point, the probability of causing a scratch on
the intestine surface tissue increases signifcantly. Therefore,
there is a need to develop a new propelling mechanism for
the endoscope robot that can minimize the tissue damage
within the limits of medical safety (Shi, et al.
18
). Generating
suffcient traction to propel the robotic endoscope on an in-
testine surface without damaging the tissue is a challenging
task. The intestine surface is covered with slippery intestinal
juice, and its tissue is known to have viscoelastic properties
with complex surface structures (Heg, et al.
19
; Baek, et al.
20
;
Kim, et al.
21-23
). These factors make it diffcult to maintain
a steady normal contact force as well as a high traction or
friction force.
In the present study, two propelling mechanisms based
on the frictional interaction between the robot body and the
intestine surface were proposed. The design objective was
to achieve propulsion motion of the robot while minimizing
the tissue damage. The frst design to achieve this utilized
the expansion and contraction motion of a stretchable body,
and the second design used the rotational motion of a spiral-
body structure. The physical models of the two mechanisms
were built, and their propulsion abilities were tested using a
custom-built biotribotester and porcine intestine specimens.
The experimental details are discussed in the following sections.
EXPERIMENtAL SPEcIMENS AND MEtHOD
To satisfy the functional design requirements of effective pro-
pulsion and medical safety, prototype models of the two pro-
posed propulsion mechanisms were designed and fabricated.
Simplicity in the propulsion mechanism was considered in
the design of the prototype robots. Using the prototypes, we
performed experiments to assess the feasibility of the mech-
anisms 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 Figure 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 fexible
structures such as polymeric fbers or wedges (Figure 2). The
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.
204 Y.-T. KIM AND D.-E. KIM
NOMENCLATURE
D
m
D
s
mp
mr
sr
sp
I
m
I
S
structures.
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

NOMENCLATURE
D
m
D
s
mp
mr
sr
sp
I
m
I
S
structures.
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
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
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-
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
Novel Propelling Mechanisms
most effective design.
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-
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
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-
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
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-
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206 Y.-T. KIM AND
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(a)
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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
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.
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
tapered angle, and the empty part was lled

with epoxy to increase the stiffness of the tube (Fig. 2(b)). The
propulsion test of the wedge structure robot showed an increase
in the propulsion speed to about 27 mm/min. Also, it was found
that the wedge structure showed smoother forward motion than
the ber structure and had sufcient frictional interlocking with
the intestine surface in the backward motion.
From the experiments, the stretchable-body mechanism
showed effective propulsion motion with no detectable tissue
damage on the open small porcine intestine specimen. If the ma-
jor parameters such as the speed of expansion and contraction,
size and number of surface structures, and diameter of the robot
body are further optimized, the stretchable body will have a bet-
ter propulsion efciency and will be more applicable to actual en-
doscope systems.
Spiral-Body Robot
As shown in Fig. 7, the spiral-body mechanism was designed
to propel the robot by using a spiral-shaped body structure that
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.
Figure 6 | Propulsion test for the prototype stretchable-fber robot
on the open porcine small intestine.
Figure 7 | Concept 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.
the rear drive. It was observed that front drive caused a lift-
ing effect of the spiral-body part, thus decreasing the contact
force between the spiral body and the intestine surface. On
the other hand, for the rear drive, it was observed that the
spiral body pushed down on the intestine surface, thus creat-
ing a better interlocking condition.
A plausible reason for the rear-drive mechanisms result-
ing in better propulsion effciency than the front drive can
be given. As shown in Figure 8, the contact force between
the spiral body and the intestine surface varies depending
on the type of drive. In the case of the front-drive system, at
the initial stage when the motor rotates and the spiral struc-
ture begins to spin, it generates a propulsion force due to the
interlocking force against the intestine surface. As this force
is used to pull the motor forward, a backward inertial force
of the motor creates a rotating moment in the counterclock-
wise direction about the center of mass of the system. Since
the mass center is within the heavier motor body, the lighter
spiral body can be lifted up (Figure 8(a)). Consequently, the
contact force between the spiral and the intestine surface is
decreased, and the traction or propulsion force is also weak-
ened. On the other hand, for the rear drive, the opposite ef-
fect occurs, and the spiral body tends to push down on the
intestine surface, causing a higher contact load as the spiral
begins to spin (Figure 8(b)). This would lead to an increase
in the traction force and also the propulsion effciency. The
effect of rotating moment for front- and rear-drive mecha-
nisms on the movement of the spiral body could be clearly
observed visually during the experiments. For the front-
drive mechanism, the spiral body tended to lift up, whereas
for the rear-drive mechanism, the spiral body showed a clear
tendency to dig into the intestine as it rotated.
Following the successful propulsion behavior of the spi-
ral robot on an open intestine surface, tests were performed
using a closed intestine specimen. During this experiment, it
was found that there was a tendency for the intestine to twist
as the spiral-body structure spun against the closed intestine
wall. Figure 9 shows a photograph of the partially twisted
closed intestine specimen as the spiral robot traveled inside
it. The twisting phenomenon signifcantly decreases the pro-
pulsion effciency, and it is not acceptable from the point of
view of medical safety. Careful observation led to the fnding
that the twisting effect was more easily induced with front
drive with relatively long motor-shaft length than with the
rear drive. Figure 10 illustrates the effect of the shaft length
on the twisting of the intestine.
propulsion force due to the interlocking force against the intes-
tine surface. As this force is used to pull the motor forward, a
backward inertial force of the motor creates a rotating moment
in the counterclockwise direction about the center of mass of the
Fig. 8(a) Relatively low contact force due to lifting effect of the spiral
body for the front drive and (b) high contact force due to loading
effect of the spiral body for the rear drive.
spiral-body structure spun against the closed intestine wall. Fig-
ure 9 shows a photograph of the partially twisted closed intestine
specimen as the spiral robot traveled inside it. The twisting phe-
nomenon signicantly decreases the propulsion efciency, and it
is not acceptable from the point of view of medical safety. Careful
observation led to the nding that the twisting effect was more
easily induced with front drive with relatively long motor-shaft
length than with the rear drive. Figure 10 illustrates the effect of
the shaft length on the twisting of the intestine.
Fig. 10Effect of motor-shaft length on the twisting effect of the intes-
tine: (a) high torsional force due to the long shaft length and (b)
low torsional force due to the short shaft length.
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Figure 8 | (a) Relatively low contact force due to lifting effect of the
spiral body for the front drive and (b) high contact force due to load-
ing effect of the spiral body for the rear drive.
Figure 9 | Twisting of the closed intestine specimen during propul-
sion due to long length of the motor shaft (front drive).
Fig. 9Twisting of the closed intestine specimen during propulsion due
to long length of the motor shaft (front drive).
system. Since the mass center is within the heavier motor body,
the lighter spiral body can be lifted up (Fig. 8(a)). Consequently,
the contact force between the spiral and the intestine surface is
decreased, and the traction or propulsion force is also weakened.
On the other hand, for the rear drive, the opposite effect occurs,
and the spiral body tends to push down on the intestine surface,
causing a higher contact load as the spiral begins to spin (Fig.
8(b)). This would lead to an increase in the traction force and
also the propulsion efciency. The effect of rotating moment for
front- and rear-drive mechanisms on the movement of the spiral
body could be clearly observed visually during the experiments.
Figure 10 | Effect of motor-shaft length on the twisting effect of the
intestine: (a) high torsional force due to the long shaft length and (b)
Fig. 8(a) Relatively low contact force due to lifting effect of the spiral
body for the front drive and (b) high contact force due to loading
effect of the spiral body for the rear drive.
easily induced with front drive with relatively long motor-shaft
length than with the rear drive. Figure 10 illustrates the effect of
the shaft length on the twisting of the intestine.
Fig. 10Effect of motor-shaft length on the twisting effect of the intes-
tine: (a) high torsional force due to the long shaft length and (b)
(a)
(b)
Triviaalert:Theoceanscontainenoughsalttocoverallthecontinentstoadepthofnearly500feet. 39
From the experimental results obtained using the proto-
type of the spiral-body robot, the major tribological design
parameters were identifed. These parameters are summa-
rized in Figure 11. In order to optimize the frictional prop-
erties of the spiral body as well as the motor body based on
the major tribological design parameters given in Figure 11,
the propulsion and friction forces were measured for various
spiral specimens (Figures 3(a), (b)) and motor-body housing
specimens (Figure 3(c)), respectively, using the custom-built
biotribotester (Figure 4(a)). Figure 4(b) shows the setup for
propulsion force measurement of the spiral specimens, and
Figure 4(c) shows the setup for rotational friction force mea-
surement of the motor-body housing specimen with different
number of ridges on the surface.
Figure 12 shows propulsion force with respect to time for
different 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, Figure 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
spiral had the highest average propulsion force, about 1 mN.
On the other hand, for the effects of the ridge structures on
the motor-body housing on rotational friction, it was found
that the 6-ridge motor housing showed the highest rotational
friction force, as shown in Figure 14. All the results of the
propulsion and friction force measurements for the speci-
mens are summarized in Table 1. From the results, it was
found that the 0.75-mm height, 6-turn, 10-spiral specimen
and the 6- ridge motor-body housing showed the highest
propulsion and rotational friction force, respectively.
With the optimum design parameters determined from
the experiments, a new spiral body was designed and fab-
ricated. Figure 15 shows the parts of the new spiral-body
robot. Especially, the motor shaft was shortened to minimize
twisting of the intestine. A propulsion test for the robot was
conducted inside the closed porcine intestine. Figure 16
shows the moving spiral-body robot inside the intestine, and
it showed a faster moving speed of about 162 mm/min and
signifcantly less twisting effect at the motor-shaft part and
the motor-body part than the previous case with the long
motor shaft. The twist that is seen in Figure 16 was located
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 dif-
ferent 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 in-
testine surface, which can aid in generation of a high propul-
sion force. The rotational inertia of the spiral was increased
by inserting a dead weight inside the empty space of the spi-
Figure 11 | Major tribological design parameters for the spiral-body
robot.
D
m
= diameter of the motor; D
s
= diameter of the spiral;
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.
Fig. 11Major tribological design parameters for the spiral-body robot.
D
m
s
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
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
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
spiral had the highest average propul-

sion force, about 1 mN. On the other hand, for the effects of the
ridge structures on the motor-body housing on rotational friction,
it was found that the 6-ridge motor housing showed the high-
est rotational friction force, as shown in Fig. 14. All the results
of the propulsion and friction force measurements for the speci-
mens are summarized in Table 1. From the results, it was found
that the 0.75-mm height, 6-turn, 10
-spiral specimen and the 6-

ridge motor-body housing showed the highest propulsion and ro-
tational friction force, respectively.
With the optimum design parameters determined from the ex-
periments, a new spiral body was designed and fabricated. Figure
15 shows the parts of the new spiral-body robot. Especially, the
motor shaft was shortened to minimize twisting of the intestine.
A propulsion test for the robot was conducted inside the closed
porcine intestine. Figure 16 shows the moving spiral-body robot
inside the intestine, and it showed a faster moving speed of about
162 mm/min and signicantly less twisting effect at the motor-
shaft part and the motor-body part than the previous case with
the long motor shaft. The twist that is seen in Fig. 16 was located
Y.-T. KIM AND D.-E. KIM
m
s
mp
=
mr
=
sr
=
sp
=
m
=
S


(a)
D
m
s
mp
=
mr
=
sr
=
sp
=
m
=
S


(b)
D
m
s
mp
=
mr
=
sr
=
sp
=
m
=
S

Fig. 12Propulsion force for spiral height of (a) 0.5 mm, (b) 0.75 mm, and (c) 1 mm.
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Figure 12 | Propulsion force for spiral height of (a) 0.5 mm, (b) 0.75 mm, and (c) 1 mm.
ral-body specimen as shown in Figures 17(b)(d). The pro-
pulsion test for the effect of different inertia was performed
by using the prototype robots shown in Figures 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 Figures 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
Fig. 13Propulsion 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
).
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)
), (b) 3 turns (20

region.
(c) 20 ridges.
TABLE 1RESULTS OF PROPULSION AND FRICTION
THE SPIRAL-BODY AND MOTOR-BODY HOUSING
PROPULSION FORCE FOR DIFFERENT SPIRAL HEIGHT
SION FORCE FOR DIFFERENT NUMBER OF TURNS AND
THE SPIRAL, (C) FRICTION FORCE FOR DIFFERENT
(a)
0.5
0.75
1
(b)
1.5 turns, 40
3 turns, 20

6 turns, 10

(c)
6
10
20
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(a)
), (b) 3 turns (20
).
(c) 20 ridges.
(a)
0.5 0.65
0.75 0.9
1 0.8
(b)
1.5 turns, 40
0.6
3 turns, 20

0.8
6 turns, 10

1
(c)
6 1.8
10 1.2
20 1.0
(b)
), (b) 3 turns (20

region.
(c) 20 ridges.
TABLE 1RESULTS OF PROPULSION AND FRICTION
THE SPIRAL-BODY AND MOTOR-BODY HOUSING
PROPULSION FORCE FOR DIFFERENT SPIRAL H
SION FORCE FOR DIFFERENT NUMBER OF TURNS AND
THE SPIRAL, (C) FRICTION FORCE FOR DIFFERENT
(a)
0.5
0.75
1
(b)
1.5 turns, 40
3 turns, 20

6 turns, 10

(c)
6
10
20
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(b)
), (b) 3 turns (20

region.
(c) 20 ridges.
TABLE 1RESULTS OF PROPULSION AND
THE SPIRAL-BODY AND MOTOR-BODY
PROPULSION FORCE FOR DIFFERENT
SION FORCE FOR DIFFERENT NUMBER OF
THE SPIRAL, (C) FRICTION FORCE FOR
Spiral Height (mm)
(a)
0.5
0.75
1
Turns and angle of spiral
(b)
1.5 turns, 40
3 turns, 20

6 turns, 10

Ridge number
(c)
6
10
20
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

(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)
region.
(c) 20 ridges.
D
o
w
n
l
o
a
d
e
d

b
y

[
7
5
.
1
4
9
.
2
0
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.
2
3
3
]

a
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1
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2
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), (b) 3 turns (20
).
(a)
0.5 0.65
0.75 0.9
1 0.8
(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
(b)
1.5 turns, 40 0.6
3 turns, 20 0.8
6 turns, 10 0.1
(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.
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
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.
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
Inertia, 6-Turn Spiral Body) (mm/min) within 270 mm
6 135
10 90
20 38
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
proposed based on the frictional behavior between the robot and
the intestine surface. Based on the experimental results, the fol-
lowing conclusions were drawn.
the spiral body.
6 135
10 90
20 38
number of ridges.
CONCLUSIONS
the intestine surface. Based on the experimental results, the fol-
the spiral body.
6 135 18
10 90
20 38
number of ridges.
CONCLUSIONS
(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
1. Wei, W. (2006), A Study on RF Based Wireless Capsule Endo-
scope, Proceedings of the 2006 IEEE International Conference on
Mechatronics and Automation, Luoyang, China, June 25-28, pp
1663-1667.
2 Michel, D., and G erard, G. (2008), Capsule Endoscopy:
Technique and Indications, Best Practice & Research Clinical
Gastroenterology 22, 5, pp 813-837.
3 Florian, G., Manuel, W., Reinhard, V., Drrer, P., and Michael, G.
(2008), Accuracy of the Size Estimation in Wireless Capsule
Endoscopy: Calibrating the M2A PillCam (with Video), Gastro-
intestinal Endoscopy 67, 6, pp 924-931.
4 Larry, H. L., Grace, L. H. W., James, Y. W. L., Joseph, J. Y. S., and
Wai, K. L. (2007), Initial Experience of Real-Time Capsule En-
doscopy in Monitoring Progress of the Videocapsule Through the
Upper GI Tract, Gastrointestinal Endoscopy 66, 6, pp 1211-1214.
5 Kundong, W., Guozheng, Y., Pingping, J., and Dongdong, Y.
(2008), A Wireless Robotic Endoscope for Gastrointestine,
IEEE Trans. on Robotics 24, 1, pp 206-210.
6 Holden, J. P., Dureja, P., Pfau, P. R., Schwartz, D. C., Reichelderfer,
M., Judd, R. H., Danko, I., Iyer, L. V., and Gopal, D. V. (2007),
Endoscopic Placement of the Small-Bowel Video Capsule by
Using a Capsule Endoscope Delivery Device, Gastrointestinal
Endoscopy 65, 6, pp 842- 847.
7 Kim, B., Lee, M. G., Lee, Y. P., Kim, Y. I., and Lee, G. H. (2006),
An Earthworm Like Micro Robot Using Shape Memory Alloy
Actuator, Sens. Actuators A, Phys. 125, 2, pp 429-437.
2. Polymeric wedge structures showed more effective pro-
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.
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,
49-56.
9 Wang, X., and Meng, M. Q. H. (2007), A Magnetic Stereo-
Actuation Mechanism for Active Capsule Endoscope, Engineer-
ing in Medicine and Biology Society, EMBS 2007, 29th Annual
International Conference of the IEEE, Lyon, France, Aug. 22-26, pp
2811-2814.
10 Cheung, E., Karagozler, M. E., Park, S., Kim, B., and Sitti, M.
(2005), A New Endoscopic Microcapsule Robot Using Beetle
Inspired Microfbrillar Adhesives, 2005 IEEE/ASME International
Conference on Advanced Intelligent Mechatronics, Monterey, CA,
July 24-28, pp 551-557.
11 Kim, B. K., Park, S. H., Jee, C. Y., and Yoon, S. J. (2005), An
Earthworm-Like Locomotive Mechanism for Capsule Endo-
scopes, Intelligent Robots and Systems (IROS 2005), 2005 IEEE/
RSJ International Conference, Alberta, Canada, Aug. 2-6, pp 2997-
3002.
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-
mation, Rome, Italy, April 10-14.
13 Ikeuchi, K., Yoshinaka, K., Hashimoto, S., and Tomita, N. (1996),
Locomotion of Medical Micro Robot with Spiral Ribs Using
Mucus, Seventh International Symposium on Micro Machine and
Human Science, pp 217- 222.
14 Chen, Y., Xing, G., Peng, X., Liu, W., and Yao, H. (2007), Novel
Drive Mechanism for In-Tube Micro Robots, Frontiers of Mechan-
ical Engineering in China 2, 1, pp 94-98.
15 Zhou, Y. S., Quan, Y. X., Yoshinaka, K., and Ikeuchi, K. (2001),
A New Medical Microrobot for Minimal Invasive Surgery, Pro-
ceedings of the Institute of Mechanical Engineers, Part H: Journal of
Engineering in Medicine 215, 2, pp 215-220.
16 Park, H. J., Park, S. J., Yoon, E. S., Kim, B. K., Park, J. O., and
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
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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.
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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.
Focus Chemical now manufactures polyisobutylene succinic
anhydride (PIBSA) derivatives and were ready to meet your
formulating needs! For example, our Focus Disperse PIBSA
products can serve as both an emulsier/dispersant in
metalworking uid applications and a dispersant in automotive
products. We can also modify our existing PIBSA product line
to meet your unique specications.
Have an application with specic requirements? Call Jack Kimes
at 864.990.2982 or visit our web site at www.focuschemical.com
to see our product line. Well meet your specications quickly
and efciently, with the quality products you can expect only from
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You need it. We make it.
PIBSA
TribologistsLinkedIngroupandFacebookpages.www.linkedin.comandwww.facebook.com. 49
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
If you are looking to make your metalworking
fluids greener with vegetable oil-based formulations,
Huntsmans new SURFONIC
MW-100 additive can help.

SURFONIC
MW-100 is a single component emulsifier

designed to enhance the metalworking properties of
vegetable oil-based lubricants. MW-100 is inherently low
foaming, compatible with phosphate esters, and can be
used to formulate very stable macro or micro emulsions. In
addition, MW-100 has a low pour point for easy handling
and features low toxicity.
For more information, contact a Huntsman representative and
learn how SURFONIC
MW-100 can turn heavy metal green.

Heavy Metal
Goes Green.
SURFONIC is a registered trademark of Huntsman Corporation or an affiliate thereof in one or more, but not all, countries.
www.huntsman.com/metalworking
North America +281.719.6000
Europe +44.1946.694108
Asia Pacific +65.6390.0371
New PrOdUCTS
AUtOMAtED LUbRIcAtION SYStEM
industrial innovations, a leading provider of industrial lubrication equipment, in-
troduces the companys full line of Pro-Mix Lubricating Systems, which mixes lu-
bricant concentrate and water for distribution through an in-plant piping network.
Each machine connected to the network automatically receives a continuous supply
of pressurized lubricant mixture. Additionally, the systems can be manufactured to
supply up to three different lubricant mixtures to each press, allowing fexibility for
various material applications. The Pro-Mix systems have stainless steel reservoirs for
stabilizing liquids prior to mixing and a patented Pro-Drive assembly for thorough
mixing, control and pressurizing of
the mixture. The fuid level status
indicators monitor the level of the
two fuids and refll on demand or
discontinue service if levels reach
a low level during operation. Avail-
able in several models (Pro-Mix I,
III and V) that are all designed to
deliver a precise, reliable and safe
lubrication management system.
industrial innovations, inc.
Wyoming, Mich.
(616) 249-1525
www.industrialinnovations.com
MOLD RELEASE AGENtS FOR
POLYUREtHANE FOAMS
Henkel Corp. has launched a new line
of Loctite
Frekote
mold release
agents and sealers designed for use on
a variety of substrates, including rigid
and elastomeric open-cell polyurethane
foams. Easy to apply and fast curing,
Loctite Frekote PU7000, PU7001 and
PU7200 semipermanent release agents
offer low mold build-up and minimal
transfer to simplify production of poly-
urethane foams and thermoplastic res-
ins, coatings and flms. The three new
Frekote products are clear, solvent-based
polymers that are spray applied at tem-
peratures between 95 F and 149 F, dry-
ing in just 30 seconds when exposed to
ambient moisture at 110 F. All three prod-
ucts are thermally stable to 450 F. For
fexible, resilient polyurethane foams,
Loctite Frekote PU7000 allows many
releases of open cell or gloss surface
foams before mold cleaning is required.
Loctite Frekote PU7001 is a high-slip, low
transfer release agent that requires very
little cleaning of molds and is designed
for fexible, resilient polyurethane foams
or semirigid polyurethane foams. Loctite
Frekote PU7200 is a mold sealer and re-
lease agent offering high slip and mini-
mal transfer on both fexible and semi-
rigid polyurethanes.
Henkel Corp.
Rocky Hill, Conn.
(860) 571-5100
www.henkel.com
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

polyurethane material. The material offers improvements for seal function in heavy-duty
applications with high system pressure and temperature. The new complete SKF hydraulic
seals range includes thousands of standard articles from more than 40 different designs of
rod seals, piston seals, wipers, static seals and guide rings, plus a broad range of design and
material choices for tailor-made solutions.
SKF
Gothenburg, Sweden
46-31-337 10 00
www.skf.com
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
Europe, Quaker developed advanced technology that complies with
the U.S. Toxic Substance Control Act (TSCA) for global availability.
It meets both U.S. and European aerospace industry requirements.
The coolant has low alkalinity properties that aid in the prevention
of staining the aluminum and tested successfully for the machin-
ing of a large population of aerospace aluminum alloys. Addition-
ally, it provides excellent wetting abilities resulting in high cut-
ting performance, microbiological growth control without biocide
addition and provides
cleanliness on tools and
machines with good de-
tergency.
Quaker Chemical
Corp.
Conshohocken, Pa.
(610) 832-4000
www.quakerchem.com
New PrOdUCTS
THE PERFECT
BLEND
United Color Manufacturing,Inc.
E X C E L L E N C E I N C O L O R T E C H N O L O G Y
P.O. BOX 480
NEWTOWN, PA 18940 USA
800.852.5942
UNITEDCOLOR.COM
Count on UNISOL
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Liquid Dyes are strong and bright and are a highIy effective way to differentiate any fueI or Iubricant. Whether you
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STRONG
Unique
When it comes to advancing your career and upgrading

your technical knowledge, STLEs Annual Meeting &
Exhibition is a unique event in the lubricants industry.
1,200 of your peers in the lubricants community are
expected to participate in STLEs 68th Annual Meeting &
Exhibition. Please join us in Detroit for a unique experience
that blends the best of industry education, technical
training, professional certication and new technologies.
400 Technical Presentations
12 Industry-specic Education Courses
70-exhibitor Trade Show
Commercial Marketing Forum
Networking
New Products
Professional Certication
Peer Recognition
Emerging Technologies
Student Posters
Business Planning
Visit www.stle.org for regular program updates and to register.
Follow us on
Society of Tribologists and Lubrication Engineers
Phone: 847-825-5536 Fax: 847-825-1456 info@stle.org www.stle.org
May 5-9, 2013
Detroit, Michigan (USA)
Technical and professional
development you cant get
anywhere else!
68th STLE Annual Meeting & Exhibition
tLt ADVERtISERS INDEX FEBRUARY 2013 VOL. 69, NO. 2
Spread the word with TLT!
Put the strong marketing power of TLTs print and digital editions behind your sales message.
Your ad will reach more than 13,000 leading lubricant industry professionals, including
manufacturers, additive suppliers and end-users. For more information on our competitive ad
rates, contact: Tracy Nicholas VanEe, National Sales Manager, (630) 922-3459, tnicholas@stle.org.
Company Page Contact Phone e-mail web
Acme-Hardesty Co. 54 Bryan Huston (215) 591-3610 bhuston@acme-hardesty.com www.acme-hardesty.com
Afton Chemical Co. IFC Lauren Ereio (804) 788-6081 lauren.ereio@aftonchemical.com www.aftonchemical.com
Cannon Instrument Co. 46 Patricia Argiro (814) 353-8000 ext. 267 pargiro@cannoninstrument.com www.cannoninstrument.com
CRODA 18 Suresh Swaminathan (302) 429-5275 suresh.swaminathan@croda.com www.croda.com
The Elco Corp. 50 Douglas Church (216) 749-2605 dchurch@elcocorp.com www.elcocorp.com
ExxonMobil Chemical Co. 5 Donald Stewart (281) 870-6034 donald.w.stewart@exxonmobil.com www.exxonmobil.com
Focus Chemical 49 Chris Steedman (440) 385-2767 csteedman@palmerholland.com www.palmerholland.com
Huntsman Petrochemical Corp. 52 Sam Branco (281) 719-4704 sam_branco@huntsman.com www.huntsman.com
Innovadex LLC 60 Olivia Li (913) 307-9010 olivia.li@innovadex.com www.innovadex.com
Inolex Chemical Co. 25
Sarah Plimpton
Liebowitz
(215) 271-0800 sarah@inolex.com www.inolex.com
J.A.M. Distributing Co. 21 John Filak (713) 844-7730 jflak@jamdistributing.com www.jamdistributing.com
The Lubrizol Corp. 3 Jeffrey Rhoades (440) 347-1871 jeffrey.rhoades@lubrizol.com www.lubrizol.com
Mitsui Chemicals 61 Gregory T. Bushman (914) 251-4202 lucant@mitsuichem.com www.mitsuichem.com
Monson Co. 32 Doug Hiple (609) 773-0031 dhiple@monsonco.com www.monsonco.com
Mnzing OBC Alicia Colacci (973) 279-1306 acolacci@munzing.us www.munzing.com
NCeed Enterprises Inc. 47 Rolly Enderes (888) 726-3114 rolly@chemceed.com www.nceed.com
Pilot Chemical 59 Kevin D. Severs (513) 326-0649 kdsevers@pilotchemical.com www.pilotchemical.com
RheinChemie 14 Julie Bradler (440) 285-3547 julie.bradler@rheinchemie.com www.rheinchemie.com
Sea-Land Chemical Co. 45 Joseph Clayton (440) 871-7887 joseph.clayton@sealandchem.com www.sealandchem.com
STLE 2013 Annual Meeting 56, 63 Judy Enblom (847) 825-5536 information@stle.org www.stle.org
STLE 2013 Annual Meeting
Mobil App
44 Bruce Murgueitio (847) 825-5536 bmurgueitio@stle.org www.stle.org
STLE 2013 Call for Student
Posters
58 Merle Hedland (630) 428-3400 mhedland@stle.org www.stle.org
United Color Manufacturing 55 Tom Nowakowski, Jr. (215) 860-2165 ten2@unitedcolor.com www.unitedcolor.com
Vanderbilt Chemicals, LLC IBC Glenn Foster (203) 853-1400 ext. 485 gfoster@rtvanderbilt.com www.vanderbiltchemicals.com
tlt
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
Digital TLT: Sponsored by Afton Chemical Corp. at www.stle.org.
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
for success
Justforlaughs:Shortestdistancebetweentwojokes=Astraightline. 57
THE SOCIETY OF TRIBOLOGISTS AND LUBRICATION
ENGINEERS (STLE) is seeking student posters for the
68th Annual Meeting & Exhibition, to be held at the Detroit
Marriott at the Renaissance Center in Detroit, Michigan
(USA), May 5-9, 2013.
The event organizers are inviting students from all areas
of tribology research to participate in a special session
dedicated to student posters. The posters must deal with
an aspect of tribology research that can be translated into
friction, wear and lubrication. Student poster research
topics can be co-authored by faculty and other researchers
but only students may exhibit their posters and discuss
their work at the session. The posters will be judged by a
conference committee, and awards will be given to the
best nine posters.
STLE is now accepting abstracts for posters at
www.stle.org. The deadline for abstract submissions
is March 1, 2013. Notication of acceptance will be
sent to students shortly after this date.
The criteria for poster submissions
are as follows:
The poster must present original work by the
student during the 2012-2013 academic year.
The student may submit only one poster as the
lead author.
As the lead author of the poster, the student
should have performed the major portion of
the work.
Lead authors must be full-time graduate or
undergraduate students registered during the
2012-2013 academic year.
Posters can be no larger than 48 x 48 inches.
The author must be present at the poster display
during the judging session Monday afternoon,
May 6 and during scheduled conference breaks
on Tuesday, May 7 and Wednesday, May 8.
Three awards will be given
in each of the following categories:
Platinum: superior scientic and presentation
quality ($300 prize)
Gold: good technical quality ($200 prize)
Silver: overall quality worthy to be
encouraged ($100 prize)
For additional questions about the student
poster session, please contact Justin Ye,
zye@ucmerced.edu.
CALL FOR
STUDENT
POSTERS
2
0
1
3

S
T
L
E

A
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U
A
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M
E
E
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M A Y 5 - 9 , D E T R O I T , M I C H I G A N ( U S A )
STLe LOCAL SeCTiON MeeTiNG CALeNdAr
FEbRUARY 2013
6 STLe Houston Section: Topic - TBA (Pre-
senter: TBA) 11 a.m.-1 p.m., Bradys
Landing Restaurant, 8505 Cypress
Street, Houston, Texas.
13 STLe detroit Section: Transmission Flu-
id Chemistry (Presenter: dr. Chintan ved,
Ford Motor Co.) 4:30 p.m.-7 p.m., East-
ern Michigan University, 38777 W. Six
Mile Rd. Suite 400, Livonia, Mich.
19 STLe Hamilton Section: Selection of
Synthetic Lubricants (Presenter: dean
Belovari, Kluber Lubrication) 5:15 p.m.-
8:15 p.m., The Scottish Rite, 4 Queen
Street South, Hamilton, Ontario.
21 STLe Chicago Section: Topic - TBA (Pre-
senter: Suresh Swamiathan, Croda) 5:15
p.m.-8:15 p.m., Ashton Place, 341
75th Street, Willowbrook, Ill.
21 STLe Philadelphia Section: Alkylated
Napthalenes as High Performance Syn-
thetic Fluids & PAOs (Presenters: dr.
Maureen Hunter, King industries; TBA
exxonMobil Speaker) Noon (lunch),
1:30 p.m.-4 p.m. (presentations),
Brittinghams Irish Pub and Restau-
rant, 640 E. Germantown Pike, Lafay-
ette Hill, Pa.
22 STLe Portland Section: Topic - TBA
(Presenter: TBA) Noon-2 p.m., Old
Spaghetti Factory, 12725 SE 93rd Ave.,
Clackamas, Ore.
25 STLe Alberta Section: Transmission
Fluids & winter Climates (Present-
er: Chris McFetridge, imperial Oil) 6
p.m.-8:30 p.m., Blackfoot Inn, 5940
Blackfoot Trail S.E., Calgary, AB,
Canada.
26 & 27 STLe Toronto Section: educa-
tion day (various presenters) 8 a.m.-
4 p.m., Sheraton Hotel Convention
Centre, 123 Queen Street West, To-
ronto, Ontario.
28 STLe Oklahoma Section: Topic - TBA
(Presenter: TBA) 11:30 a.m.-1:30
p.m., Holiday Inn & Suites, 715
South Country Club Rd., Stillwater,
Okla.
MARcH 2013
6 STLe Houston Section: Annual Lu-
brication School (various presenters)
8 a.m.-4:30 p.m., The University of
Houston, 4800 Calhoun Rd., Hous-
ton, Texas.
13 STLe detroit Section: Metalworking
Fluids (Presenter: John Sherman, BASF)
4:30 p.m.-7 p.m., Eastern Michigan
University, 38777 W. Six Mile Rd.
Suite 400, Livonia, Mich.
BookDeals:STLEmemberscanreceivea20%discountonfeaturedCRCPressbooks.Detailsatwww.stle.org. 59
Events listed here are local section
programs. For further details and a
full listing of other upcoming sec-
tion events in your area, visit www.
stle.org and click on the Local Sec-
tions tab.
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19 STLe Hamilton Section: How Shaft
Grounding Can Prevent Bearing Failures
in Motors (Presenter: Karyn Caverly,
Garlock Sealing Technologies) 5:15 p.m.-
8:15 p.m., The Scottish Rite, 4 Queen
Street South, Hamilton, Ontario.
20 & 21 STLe Chicago Section: industrial
Lubrication & Maintenance education
program (various presenters) 8 a.m.-4
p.m., Ashton Place, 341 75th Street,
Willowbrook, Ill.
20 STLe Chicago Section: Topic - TBA
(Presenter: STLe President Jerry Byers,
Cimcool Fluid Technology) 5:15 p.m.-
8:15 p.m., Ashton Place, 341 75th
Street, Willowbrook, Ill.
21 STLe Philadelphia Section: develop-
ing Tribology Technology Through Tech-
nology readiness Levels & industrial
Lubricants (Presenters: Bern wedeven,
wedevan Associates, TBA Afton Chemi-
cal Speaker) Noon (lunch), 1:30 p.m.
- 4 p.m. (presentations), Britting-
hams Irish Pub and Restaurant, 640
E. Germantown Pike, Lafayette Hill,
Pa.
tRIbO-LYON2013: MARcH 1
cALL FOR PAPERS
Event organizers have merged
the 40th Leeds-Lyon Symposium
on Tribology with Tribochemistry
Forum 2013 to form a new event
called tribo-lyon2013. The joint
conference is Sept. 2-6, 2013, in
Lyon, France, prior to the 2013
world Tribology Conference in To-
rino Italy.
The call for papers deadline
for the event is March 1, 2013.
Submit your offer at http://tribo-
lyon2013.sciencesconf.org.
Papers are being sought in
the following categories:
extending the limits of lubri-
cation: granular lubrication,
non-linearities, free surfaces,
boundary settings.
Surface roughness effects: wet-
tability, numerical treatment,
friction-induced vibrations.
Thermal effects in tribology:
high-temperatures interfaces,
multiphase fow, rolling-slid-
ing contacts.
running-in and surface dis-
tress: surface damage, inspec-
tion and prevention, material
transformation.
Advanced Tribometry: in-situ
analyses, experimental mod-
eling, gas-phase lubrication.
Computer simulation: mo-
lecular dynamics, quantum
chemistry.
If you have questions, please
contact Fabrice Ville at fabrice.
ville@insa-lyon.fr or Benyebka
Bou-Sad at benyebka.bou-said@
insa-lyon.fr.
Phone: 914.251.4202
Email: lucant@mitsuichem.com
www.mitsuichemicals.com
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Justforlaughs:10rations=1decoration. 61
THe wOrLd OF SOCiAL NeTwOrKiNG ANd
ONLiNe MArKeTiNG can be a scary confus-
ing place to the uninitiated. It can also seem,
at frst blush, like a giant waste of time.
Think about it for just a moment, though.
If there was a set of tools that would allow
you to get to know your best prospects be-
fore you ever called or met them, wouldnt
you want to fgure out how to use that tool,
even if it came with some risks? Of course
you would. Thats why youre here, ready to
take the plunge into the social media pool.
You might be asking yourself, though: Where
do I start? Great question.
A lot of folks will want to jump straight to
picking a platform at this point. Should you
join Facebook? Google Plus? LinkedIn? Twit-
ter? All of the above? Well, slow down a min-
ute. Before you decide where to spend your
time, you have a much more important ques-
tion to answer: Why?
Ive said it many times before, but it
bears repeating: Finding your why is the frst
step in any successful endeavor. If you dont
have a compelling why, the what and how of
your efforts will most likely fall short of your
intended mark. Oh, you might engage a few
minds, but youll never engage hearts, and
the heart is the master of the sales decision.
Have you ever really thought about why
you do what you do for a living? How would
you answer that question? Is your answer,
To get a paycheck? If so, you might want to
think about whether youre in the right line
of work. Getting a paycheck is certainly im-
portant, but its not the kind of story thats
going to make your prospects care. Why
should your clients and prospects take the
time to listen to what you have to say?
Heres another way to frame the ques-
tion: Whats your story? When you begin to
think about your business in terms of story,
youll fnd that things suddenly become a lot
more interesting. After all, which do you fnd
more engaging: a dry list of features and
benefts or a well-told story about an innova-
tion that turned a business around? Ill an-
swer that for youno matter what you might
think about your desire for just the facts,
the story will get you every time.
Why? Youre human, and humans are
wired for story.
When you rattle off a list of the features
and benefts of your product to me, Ill be lis-
tening to what you say, but since my brain
works about fve times as fast as you can
talk, Ill probably also be thinking about what
I need to pick up from the grocery store on
the way home from work and whether the
girl in accounting liked the shirt I wore today.
Tell me a good story, though, and youll
get my full attention. Suddenly, your words
are painting pictures in my brain. Instead of
getting distracted by every little thing that
crosses my feld of vision, my brain is active-
ly participating, flling in the details of the
outlines youre drawing as you speak.
That, my friends, is the frst step toward
success in the world of online marketing.
Once you fnd your story, then and only then
can you decide where youre going to tell it.
SOCiAL MediA MArKeTiNG
Jerry L. Kennedy
Jerry Kennedy is owner of Inside
Out Business Solutions, a sales
and customer service training
organization. To learn more sales
strategies, visit Jerrys blog at
http://jerrykennedy.com
or you can reach him at
jerry@jerrykennedy.com.
A compelling tale will hook your
prospects better than a list of
product features and benefts.
Find
your story
62 Learnfromthemistakesofothers.Youcanneverlivelongenoughtomakethemallyourself.GrouchoMarx.
Exhibitor
Appreciation Hour
Monday, May 6, 2013
3-4 pm
Renaissance Ballroom, 4th Floor
Refreshments will be served!
The trade show is a major component of STLEs Annual Meeting. Now STLE is making
it even easier for you to t a visit to the exhibition into your personal itinerary with
60 minutes of dedicated exhibit timeno need to worry about missing an education
course or technical session!
Come view the newest products and services from the lubricant industrys leading
companies. Some 70 exhibitors will be in Detroit looking to do business with you.
If you have a product or service and want to connect with some 1,200 industry
decision-makers, there is still time to purchase a booth. Contact national sales
manager Tracy VanEe at 630-922-3459, tnicholas@stle.org.
2013 Exhibit Schedule
Monday: Noon-5 pm (dedicated hour 3-4 pm)
Tuesday: 9:30 am-Noon & 2-5:30 pm (closed for Presidents Lunch noon-2 pm)
Wednesday: 9:30 am-Noon
Society of Tribologists and Lubrication Engineers, 840 Busse Highway, Park Ridge, IL 60068, 847-825-5536, www.stle.org, info@stle.org.
YOURE INVITED!
ONe OF THe CeNTrAL
CHALLeNGeS iN TriBOLOGY is observing
asperity contacts in a sliding interface. Elec-
tron microscopy can be used to image a con-
tacting tip that mimics an asperity sliding
against a surface. In a previous column, we
showed how in situ electron microscopy could
follow the fate of fullerene nanoparticles in
the sliding contact.
A group comprised of professor Laurie
Marks from Northwestern University, Dr.
James Ciston from the Brookhaven National
Laboratory and Drs. Ali Erdemir and Osman
Eryilmaz from Argonne National Laboratory,
has extended this approach to examine the
effects of the environment on the wear of
diamond-like carbon (DLC). Films of DLC
grown by the Argonne group are some of the
lowest-friction materials known when mea-
sured in a vacuum or an inert environment
but are susceptible to wear when water va-
por is present. Insights into the chemical ef-
fects that might contribute to wear were ob-
tained by measuring electron-energy loss
spectra (EELS) of the samples.
In this technique, the energies of the
electrons are analyzed after interacting with
the sample. The characteristic energy losses
of the electrons can be used to measure the
ratio of sp
2
to sp
3
carbons in the sample, as well
as to identify the elements that are present.
To prepare very thin, electron-transpar-
ent DLC samples, flms were grown on a sodi-
um-chloride substrate. The water-soluble
substrate allowed the flms to be foated off
and deposited onto a transmission electron
microscope (TEM) sample holder. The DLC
sample was rubbed against a tungsten tip
with a radius of curvature of ~100 nm to mim-
ic the asperity contact in a TEM that could
operate with ~1.5 Torr of a gas present. Wear
was followed by measuring changes in the
contrast of the images, since thinner sam-
ples transmit more electrons and produce a
brighter image.
Nanoscale wear tracks were found on
the sample after rubbing in the presence of
wet nitrogen. The wear volume was found
to increase with the number of sliding
passes, but almost no wear debris was
found. This suggested that wear had oc-
curred by a tribochemical reaction to form
volatile species.
The EELS spectra revealed both oxygen
on the surface, which increased signifcantly
as the samples were rubbed, as well as a
growth of the proportion of sp
2
-hybridized
carbon, indicating that the surface becomes
graphitized during rubbing. In contrast, when
the experiment was performed with wet hy-
drogen, no wear was found, although oxygen
was still detected on the surface.
Evidently, the gas-phase environment
has a signifcant infuence on the wear of
DLC. It was proposed that sliding produces
chemically activated carbon atoms in the
surface region. The activated atoms are pas-
sivated by hydrogen but not by less reactive
nitrogen. The activated carbon atoms are
then oxidized by water from the gas phase to
produce carbon monoxide, thereby leading
to wear without debris formation. Such a
combination of in situ imaging with chemical
analyses of a sliding nano-asperity provides
unique insights into the interaction between
tribochemistry and wear.
CUTTiNG edGe
Drs. Wilfred T. Tysoe & Nicholas D. Spencer
Eddy Tysoe (left) is a Distinguished Professor of
Physical Chemistry at the University of Wisconsin-
Milwaukee.
Nic Spencer is professor of surface science and
technology at the ETH Zurich, Switzerland. Both
serve as editors-in-chief of STLE-affliated
Tribology Letters journal.
You can reach them at wtt@uwm.edu
and spencer@mat.ethz.ch.
REFERENcES
1. Tysoe, W. and Spencer, N.D. (2011),
Imaging Rolling Nanoparticles, TLT,
67(6), p. 96.
2. Mndange-Pfupfu, A., Ciston, J.,
Eryilmaz, O., Erdemir, A. and Marks, L.D.
(2012), Direct Observation of Tribo-
chemically Assisted Wear on Diamond-
Like Carbon Thin Films, Tribology
Letters, DOI 10.1007/s11249-012-0074-x.
In situ transmission electron microscopy
studies reveal how chemical reactions
affect the wear of diamond-like carbon.
tribochemical wear
in a transmission
electron microscope
64 Honestyisthefrstchapterofthebookofwisdom.ThomasJefferson.
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