Forsch Ingenieurwes (2019) 83:53–63

https://doi.org/10.1007/s10010-019-00297-x

ORIGINALARBEITEN/ORIGINALS

Friction and wear investigations on single chain joints

A. Becker1 · D. Meffert1 · B. Sauer1

Received: 17 December 2018 / Accepted: 21 January 2019 / Published online: 1 February 2019
© Springer-Verlag GmbH Deutschland, ein Teil von Springer Nature 2019

Abstract
The tribological behavior of machine elements is mostly influenced by the contact surfaces and the lubricant, especially for
transient conditions and mixed or boundary friction. Both can be found in chain joint contacts. Chains of different types
and structural designs are commonly used in drive and convey applications as well as timing drives of combustion engines,
e. g. bush, roller and silent chains. The critical operating time is fundamentally limited by the wear inside the chain joints.
Especially for timing chains, only a small elongation of 0.5% is admissible. Optimization of component surfaces, which
includes reduction of friction and wear, is the primary goal of the German Research Foundation (DFG) Collaborative
Research Centers 926 “Microscale Morphology of Component Surfaces (MICOS)”. Potential of timing chain components
with modified surfaces are the focus of present research. Chain wear test rigs for investigation of entire chain drives require
a considerable number of modified parts, which is not suitable for systematic tests. Therefore, a chain joint tribometer was
developed and commissioned to close the gap between model tests on standard tribometers and investigations on whole
chain drives by focusing on a single chain joint. Realistic load conditions were applied to the tested chain segment using
a highly-dynamic engine (rotation) and linear actor (tension force) to investigate wear and friction on a single chain joint.
The measurement system allows for online wear and friction detection.

Reibungs- und Verschleißuntersuchungen an einzelnen Kettengelenken

Zusammenfassung
Die Bauteiloberfläche hat zusammen mit dem Schmierstoff den größten Einfluss auf das tribologische Verhalten von Ma-
schinenelementen. Dies ist vor allem dann relevant, wenn instationäre Belastungen und Mischreibung bzw. Grenzreibung
vorliegen. Beides ist in Kettengelenken, speziell bei Ketten, die im Steuertrieb von Verbrennungsmotoren eingesetzt wer-
den und dort hohen Belastungen ausgesetzt sind, der Fall. Zur Optimierung der Bauteiloberfläche hinsichtlich Reibungs-
und Verschleißreduzierung werden im Rahmen des Sonderforschungsbereich 926 „Bauteiloberflächen: Morphologie auf
der Mikroskala“ Versuche an Steuerketten mit modifizierter Oberfläche durchgeführt. Kettenverschleißprüfstände, die den
Betrieb ganzer Ketten erlauben, eigenen sich für systematische Untersuchungen von Kettenkomponenten mit modifizierten
Oberflächen aufgrund der Vielzahl an benötigten Bauteilproben nur bedingt. Um die Lücke zwischen Bauteilversuchen
auf Standard-Tribometern und Versuchen mit ganzen Ketten auf Verschleißprüfständen zu füllen, wurde ein Einzelgelenk-
prüfstand, das sogenannte Kettengelenktribometer, entwickelt und in Betrieb genommen. Mit diesem Prüfstandskonzept
können Reibungs- und Verschleißuntersuchungen an einzelnen Serienkettengelenken unter definierten Betriebsbedingungen
durchgeführt werden. Ein Serien-Kettengelenk wird dabei über spezielle Adapter aufgenommen und über einen Linearak-
tor dynamisch mit einer Normalkraft beaufschlagt. Die Schwenkbewegung wird durch Rotation des Bolzens mit Hilfe
eines hochdynamischen Motors nachgebildet. Über entsprechende Messtechnik kann während des Prüflaufes neben dem
Verschleißfortschritt auch die Reibung im Kettengelenk erfasst werden.

B. Sauer
sauer@mv.uni-kl.de
 A. Becker
andre.becker@mv.uni-kl.de 1
Institute of Machine Elements, Gears &
D. Meffert Transmissions (MEGT), TUK, Gottlieb-Daimler-Str.
dominik.meffert@mv.uni-kl.de Building 42, 67663 Kaiserslautern, Germany

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1 Introduction
Improving energy efficiency is a significant and consistently
growing concern within all technical systems, as well as
in the entire society. The overall aim is to minimize the
energy consumption and greenhouse gas emission [1, 2].
Especially the automotive industry deals with a significant
conflict of combining government regulations and frequent
technological changes in a robust international competition
[3]. Stricter legal requirements demand reduced fuel con-
sumption and less emission. Optimizations of all tribologi-
cal systems inside an entire vehicle get more critical about
conservation of natural resources.
WILCOCK and PINKUS determined potentials for energy
saving in 1977. The general losses and energy consumption
of industry and transport are identified at 25% due to tribo-
logical losses [4, 5]. Further investigations by HOLMBERG
et al. demonstrated, that the friction losses in utility ve-
hicles, passenger cars and the mining industry take up to
33% of the total energy consumption [6–9]. The main in-
fluencing factor of the energy footprint of a vehicle is the
combustion engine. The timing drive of an engine is one
of the essential systems inside of the machine, which is
commonly designed as a toothed belt or timing chain drive.
LACH found that 30% of the entire engine frictional losses
can be traced back to the valve and timing chain drive. The
friction in the chain joints causes a significant part of the
power losses [10]. In Europe, timing drives have a market
share of nearly 50% [11]. The main advantages of timing
chains are small space requirements, reduced maintenance
effort and a high specific power [12, 13]. EL-MAHMOUD
and ISHIKIM confirmed that a low efficiency compared to
belt drives is a vital disadvantage caused by the friction of
the chain rail contact and losses inside a single chain joint
[14].
In timing chain drives, the chain joint, consisting of bush
and pin, is the most critical component regarding wear and
energy efficiency. The wear of the chain joint and the cor-
responding chain elongation limit the service lifetime. The
drive torque of the crankshaft impinges the operation load
of a timing chain drive. High contact loads occur result
between bush and pin. Regarding the drive design layout
there are relative motions inside the chain joints caused
by swivel movement (see Fig. 4). These processes can be
found at the in- and outlet of the chain joint on the sprock-
ets, but also induced by vibrations of the slack strand. The
contact loads and the relative motions cause wear of bush
and pin in a defined area (see Fig. 1), so the joint clearance
and the chain length increase. The generated contact loads
and relative motions lead to friction losses that influence
the energy efficiency of the entire chain [15].
Therefore, an optimization of the wear characteristics
is necessary to realize an improvement of the efficiency
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Forsch Ingenieurwes (2019) 83:53–63
Fig. 1 Areas of wear in bush chain joints
of the entire combustion engine. By using various materi-
als for bush and pin and also different surface treatments
of both components the tribological system was continu-
ously improved. Surface texturing of the chain components
of the joint contact is another possible approach to im-
prove the efficiency, which is the focus of various research
projects of technical systems for years. Different research
projects on several machine elements, e. g. plain bearings
show that friction, wear, load-carrying capacity and lubri-
cant film thickness are positively influenced by surface tex-
turing of the components [16–18]. According to the field
of this research, the Collaborative Research Centre 926,
friction and wear investigations of timing chain drives are
conducted [19, 20]. The goal is to improve the lubrication
condition by micro structuring of the chain pin in order to
reduce the contact friction and wear of the components.
Some works have been published dealing with tribolog-
ical processes in driving and timing chains. In early works,
SCHÖNFELD and ZECH carried out experimental inves-
tigations on the influence of speed and load on the wear
of chains [21, 22]. AßMANN et al. and COENEN could
demonstrate the high influence of lubricant and the type of
lubrication on chain wear by using a back to back chain
test rig [23, 24]. A positive effect on the wear behavior by
using chain pins and bushes with surface treatment could be
shown by PAWLIK [25]. Bomhauer-Beins developed a cal-
culation approach for the wear intensity depending on the
operating conditions and the chain drive layout [26]. By
using sintered metal bushings, KRAUS developed a low-
maintenance roller chain [27]. Without relubrication this
chain achieved a wear rate comparable to a continuously
lubricated standard chain. SCHWARZE et al. carried out
experimental investigations using a fired engine test rig to
study the influence of oil degradation and fuel dilution on
the wear of timing chains [28, 29]. The wear measurement
was conducted by measuring the chain length and by us-
ing radionuclide technology. Since a length measurement
is not sufficient to evaluate the chain wear, METIL’KOV
et al. developed a method to get more detailed informa-
tion about the wear within the chain joint [30]. The chain
Forsch Ingenieurwes (2019) 83:53–63
joints were embedded in epoxy resin and micrographs were
created on eight planes along the joint axis. POLAT et al.
compared the chain elongation with different lubricants on
fired engine tests [31]. MÜLLER et al. demonstrated the
influence of viscosity and oil aging by using a fired engine
and a towed cylinder head test rig [32]. Neugärtner et al.
carried out friction tests on chain drive by using ultrasonic
measurement [33].
At the Institute of Machine Elements, Gears & Trans-
missions (MEGT) experimental and simulative investiga-
tions of dynamic chain drives are done to systematically
investigate the different influencing parameters of wear and
friction behavior of chain drives. Modularly designed chain
rigs with different operating ranges were used to deter-
mine the wear and friction behavior with various measure-
ment devices and measurement ranges [20, 34, 35]. Simula-
tions complement all experiments. Exemplarily the propri-
etary, analytical wear simulation model by GUMMER and
SAPPOK, which calculates the wear progress inside a chain
joint (Archard law of wear [36]), can be mentioned [20,
34]. An EHL-simulation model for radial shaft seals by
MAGYAR and THIELEN was adapted to the contact situa-
tions in a chain joint [37–39]. Similar to KILIAN et al. mod-
eling methods for plain bearings form the base of these sim-
ulations [40]. Simulations of micro-structured chain pins
are done using this simulation tool.
Both chain wear test rigs at MEGT are not suitable for
systematic investigations of chain components with modi-
fied surfaces because of a considerable amount of modified
parts needed. To overcome this drawback, a rig for investi-
gations on a single chain joint, called chain joint tribome-
ter, was built. Realistic inner loads, which result during real
operation, can be applied to a single chain joint. The de-
veloped tribometer enables tribological investigations with
serial state components, so interactions of lubricant and
component surface can be induced without using a substi-
tute setup like a twin-disc machine [41]. Changes on sur-
face topography inside the contact zone influence the stress
and fluid pressure behavior [42]. Reproducible investiga-
tions on single chain joints are necessary. The following
chapters present the chain joint tribometer and demonstrate
initial results regarding friction and wear.
2 Methods of friction and wear investigation
2.1 Chain wear test rig
At MEGT two proprietary chain wear test rigs are used to
investigate the wear of entire chains. All test parameters of
the rigs are adaptable to represent real drive conditions of
a timing chain drive. The modular rig setup allows investi-
gation of a wide range of chain sizes, length and structural
55
Fig. 2 Chain wear test rig: schematic representation
shapes, such as a roller, bush and silent chains. One test as-
sembly consists of two, parallel installed test chain drives,
which are tensed up on the test rig to simulate the tensional
forces in a chain drive. The schematic representation of the
chain wear test rig is shown in Fig. 2.
Both tested chains on the chain wear rig are tensed up
by a proprietary tension clutch, that applies a defined load
to the chain drives. By using a single drive motor for in-
vestigations of two chain drives simultaneously, the test rig
setup is efficient, especially for endurance tests. The rear
bearing support is fixed on the base plate of the rig. The
applied torque is measured using resistance strain gauges,
that are installed on the bearing support shaft. A telemetry
system transmits the data. A linear guided translation stage
enables to variation of the center distance of both rotational
axes in a wide range, which eases the chain installation and
allows for investigation of different chain lengths. A read-
justment device helps to configure the distance between
both bearing blocks while testing in a range of ±0.2 mm,
which means a tension torque adjustment of ±15%. This
device is necessary to compensate for high wear rates and
thermal elongations by readjusting the tension load during
test. Flat-jet nozzles supply the lubricant and can be freely
adapted in position and quantity. A separate oil unit heats
the lubricant up to 120 °C and allows the addition of indus-
trial carbon black. Detailed information about both chain
wear test rigs can be found in [20, 34, 43].
2.2 Wear measurement methods
The wear of test chains or chain components that occurs
during operation is determined using an assortment of mea-
surement devices, which differ in the examined area and
measurement range for specific operations (Fig. 3). The
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Fig. 3 Wear measurement
methods for chains and chain
joints. From left to right: dis-
placement-, elongation, contour-
and surface measurement
online wear measurement, which is installed in the chain
joint tribometer allows the detection of chain elongation
during the test run. Therefore an external measurement is
not necessary. In chain wear test rigs, which realize in-
vestigations of entire chains, the number of tested chain
joints is high. The chain length measurement device an-
alyzes a defined preloaded chain segment with a defined
number of chain joints corresponding to the processes de-
scribed in [44]. The overall elongation of the entire chain is
scaled from these results. The effort of investigating wear
progress is very high, due to the disassembly of the chain
test configuration for measurements. Detailed analysis of
single chain joints is done by tactile form measurement
of chain pins and bushes. A high precision roundness and
form tester determines distribution, volume and outline of
wear. By measuring chain components before and after the
tests, the wear abrasion is determined automatically. Mor-
phological and micro-structured analyses of the component
surface come to the fore of investigations on machine ele-
ments [45]. Various measurement devices are available for
a more detailed inspection of the surface morphology. For
example, a confocal microscope characterizes topological
structures to analyze the surface of the chain components.
Detailed information about the wear measurement methods
can be found in ([20, 46, 47].
2.3 Multibody simulation
Concurrent to experimental wear investigations, MEGT cre-
ated a multi-body simulation (MBS) model of the described
chain wear rigs. The kinematics and load collectives of
a real chain drive have to be fully determined to evaluate
experimental friction and wear tests. This model images the
real processes and physical parameters inside a chain drive,
which cannot (or only with high effort) be monitored during
experimental investigations and are necessary for tribolog-
ical analysis. These parameters are e. g. relative movement
of the chain parts, friction length in a chain joint or pro-
gression of the normal force in tensional direction. The
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Forsch Ingenieurwes (2019) 83:53–63
results are summarized in load collectives for a proprietary
wear calculation tool and also as input data for single chain
joint test on the chain joint tribometer. The MBS model
was validated by optical chain track measurement, which
were recorded during a pre-tensioned test run on the chain
wear test rig [20, 48]. All motion sequences and process
loads are calculated using an evaluation routine, which can
exemplarily export MBS-simulations of a motorcycle-chain
drive to apply to the chain wear test rigs. The results of such
a simulation are shown in Fig. 4, where all movements in-
cluding the negative swivel angle of the slack strand and
its contact forces are evident. The tension force of a chain
joint, which runs from the big sprocket into the load strand,
is constant, while the tension force during the swivel move-
ment from the slack strand to the small sprocket decreases.
This is explained by the run-in and -out kinematics of chain
drives. Both the swivel movements proceed with a small
tension load. Besides the detailed insights on chain drive
movements, the MBS-simulation is used to generate load
collectives, which can be used for chain tests on the chain
joint tribometer.
2.4 Chain Joint Tribometer
The chain joint tribometer was developed to test a single
chain joint under real application loads. Precisely defined
load conditions can be applied. A single serial chain joint,
consisting of pin and bush, is installed into specific adapters
and impinged with the defined tensioning force by a linear
actuator. The rotation and swivel movement of the test pin
is propelled by a highly dynamic electric motor. The test
rig control system allows a nearly free definition of load
collectives with swivel angles and tension load conditions.
Besides stationary operations, also complex load collectives
with different swivel angle and tension load levels are pos-
sible, which reproduce real operations concerning to me-
dian load, frictional power and number of load alternations.
This opportunity allows defining a load collective by using
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Fig. 4 Multibody simulation
results: Load collective consist-
ing of relative angle and contact
force for a single chain joint on
the chain wear test rig (right test
chain; bush chain, 8 mm chain
pitch, 130 joints; T = 40 Nm,
n = 500 r pm at z1; number of
teeth: z1 = 42, z2 = 21)
relative angle / °
an MBS simulation model to transfer the dynamic behavior
inside a chain joint.
Wear of pin and bush increases the free play inside the
chain joint. An online wear measurement using two eddy
current sensors determines the wear of pin and bush in as-
sembled state. This instrumentation enables a closer look
at the running-in wear and wear progression over a more
extended test period without having to measure the com-
ponents on an external device. The wear progress can be
measured more efficiently and influences of stop and start-
Fig. 5 Schematic representation of the chain joint tribometer
57
21 800
relative angle
18 contact force 700
15 small sprocket 600
12 500
big sprocket
contact force / N
9 400
6 300
3 200
0 100
-3 0
0 0.05 0.1 0.15 0.2 0.25 0.3 0.35
simulation time / s
up processes are decreased. Both eddy current sensors are
stiffly connected to the chain joint installation adapter at the
linear actuator and measure the distance to the surface of
the drive shaft, as Fig. 5 demonstrates. Oblique positions or
tilting regarding installation are compensated in the analysis
by using two sensors.
The friction torque, which results from the combination
of swivel movement and tensioning force, is induced into
a three axis force sensor. Regarding the kinematic condi-
tions and distance between force sensor and test chain joint
the logged reaction force is converted to the friction torque
inside to chain joint contact area.
To achieve nearly realistic driving conditions and the
identification of the effect of different lubricants on wear
and friction, a proprietary oil supply unit is used to deliver
a defined lubricant flow with temperatures up to 120 °C.
A stirring unit inside the lubricant reservoir keeps added
particles like synthetic carbon black in suspension. Several
available nozzles supply the test chain joint with lubricant
in any positions and with adjustable flow rates.
For statistical validation and minimization of test times,
the chain joint tribometer consists of three nearly identical
test cells, which are driven independently from each other.
One test cell, separated in Fig. 6, contains a more pow-
erful linear actuator for applying higher tensioning forces,
e. g. for drive chains with a pitch larger than 8 mm. The
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Fig. 6 CAD model of the chain a

joint tribometer: a entire struc- b
ture, b timing chain configura-
tion, c drive chain configuration

chain joint tribometer rig is designed as modular as possi-
ble, whereby different chain structures and sizes are instal-
lable with specific adapters. Fig. 6 demonstrates two con-
figuration setups for investigation on timing chains (b) and
drive chains (c). Both configurations differ in the number of
installed bearings and the dimensioning of drive shaft and
adapters. The timing chain configuration is suitable for high
dynamics and a maximum tensioning force of 3 kN, while
the drive chain configuration is designed for maximum ten-
sion forces up to 11 kN. For compensation of manufacturing
tolerances (chain components, adapters, rig parts) the test
joint position is adjusted to the ideal rotational axis of the
drive motor. A vertical and a horizontal adjustment helps
to level out precisely the eccentricity between the test joint
and the drive shaft axis. The configuration for timing chain
tests with its described environment is shown in Fig. 7, the
range of test parameters is summarized in Table 1. Addi-
tional information about the chain joint tribometer can be
found in [49, 50].

3 Results

After successful commissioning of the chain joint tribome-

ter, initial wear and friction test on timing chains were com-
pleted with the described methods. All tests were performed
regarding the schedule shown in Fig. 8. All components
have to be cleaned, measured in new condition with the
methods described in Chap. 2.2, and installed with defined
adjustment. Especially for friction investigations, the ad-
justment of the joint pin to the rotational axis is crucial. The
wear progress is continuously recorded during the whole
test period. Regular wear tests have to be stopped and read-
justed for friction investigations to compensate the wear
progress. Then the friction measurement is done with a de-
fined load collective. Detailed investigations of the chain
Fig. 7 Test cell of the chain joint tribometer in timing chain configu-
link wear compares the driven chain components to a new
ration
state.
Table 1 Test parameter range of the chain joint tribometer
3.1 Materials and Oil
Parameter – Min Max
Contact force N 1 11.000 Serial state bush chain segments with a chain pitch of 8 mm
Swivel angle ° 0 360° are used for friction and wear tests. The structural design of
Lubricant temperature °C 25 125 these chains is common in timing chain configurations. Two
Lubricant flow l/min 0 1 different test pins, a case-hardened (CHD) 16MnCr5 pin

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Methods Results 35
10 Hz, 50 N
chain length, 30
10 Hz, 250 N
inial measurements
contour of components, 50 Hz, 50 N
new chain
surface topography 50 Hz, 250 N
25

thermal rig condioning

Wear per chain joint / µm

20

15
adjustment

10

start / connuaon
test run 5

0
0 10 20 30 40 50
reacon force fricon force
Time / h
measurement coefficient of fricon
Fig. 9 Wear progress curves (averaged wear progress of three test
runs) of tests with various load collectives (CHD-pins, PAO +1 wt.-%
length measurement soot, 70 °C oil temperature)
wear

8
no CHD
test end IC
6
Wear per chain joint / µm

yes
4

chain joint removal

2

worn contour
roundness measurement 0
of components
0 10 20 30 40 50
Time / h
worn surface
surface analysis
topography Fig. 10 Comparison of wear progress of case-hardened and inchro-
mized pins during a test period of 50 h. Averaged wear of three test
Fig. 8 Flow chart for the friction and wear investigations on the chain runs. (Swivel movement: sine wave, 25 Hz, ±10°; tension force: 50 N
joint tribometer constant; PAO +1 wt.-% soot, 70 °C oil temperature)

and an inchromized (IC) Cr60e pin were installed to a case-
hardened bush made of 10NiCr5-4. Table 2 summarizes the
relevant chain design parameters. To represent real lubrica-
tion conditions with a low viscosity oil for modern com-
bustion engines all test chain joints are lubricated by a fully
synthetic poly-alpha-olefin (PAO) of 0W-20 class [32]. Car-
bon black with a primary particle size of 27 nm was added
to the oil (1 wt.-%) to emulate the soot entry inside com-
bustion engines. This additive mediates the particle size of
gasoline- (30–40 nm) and diesel-carbon black (15–25 nm)
[31, 51]. More detailed information can be found in SAP -
POK [20].

Table 2 Chain design parameters

3.2 Chain wear
Type Bush chain
Chain pitch 8 mm First investigations on the chain joint tribometer were run
Pin diameter (CHD) 3.15 mm with simplified load collectives. The swivel movement was
Pin diameter (IC) 3.12 mm realized by a sine wave signal with an amplitude of ±10°
Bush diameter 3.19 and frequencies in a range between 10 and 50 Hz, which
Bush width 7.85 mm represents mean contact velocities between pin and bush of

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60
Lubrication start
40

20
Friction torque /Nmm

-20
µ = 0,12
µ = 0,61
-40

-60
0 50 100 150 200 250 300
Time /s

Fig. 11 Friction torque measurement on the chain joint tribometer: Comparison between dry running and lubricated chain joint contact (CHD-pins,
PAO +1 wt.-% soot, 70 °C oil temperature, 70 °C test rig temperature)

10.8 to 55.6 mm/s. A constant tension force of 50 to 250 N
was applied to the chain joint during the whole test pe-
riod. Fig. 9 exemplarily shows the averaged wear progress
of three test runs for four load variations. Increasing load
or contact velocity leads to an increase of the wear ratio.
The online wear measurement of the chain joint tribometer
enables the identification of the run-in wear period and the
state of steady wear, which can also be seen in Fig. 9. This
measurement possibility is a huge advantage compared to
the chain wear test rigs by manually measuring an averaged
wear over defined periods. During initial test, heat genera-
tion due to friction in the chain joint and the bearings and
unequal length elongations distorted the wear measurement.
A defined temperature conditioning of the test installation
solved this issue in following investigations.
Further investigations focused on the wear behaviour of
inchromized and case-hardened pins. The swivel movement
was applied using a sine-wave signal (25 Hz, amplitude of
±10°) and the tension force was kept constant at 50 N during
the whole test period of 50 h. Fig. 10 shows averaged wear
curves of three test runs for both pin materials. Both run-
in wear ratios nearly match. The CHD-pin reaches the state
of steady wear after a period of 2.5 h and wear increases
Wear per chain joint / µm
chain joint pin axis to the drive shaft axis affect on the fric-
tion measurement. Even a small position deviation between
test joint and drive shaft has a massive influence on the de-
termined friction torque. In the first experiments, the friction
coefficient of the chain joint contact was investigated in cor-
relation to the lubricant conditions. Before the experiments,
all chain joint parts were cleaned using an ultrasonic bath,
installed and driven without any lubrication. The applied
load curve was defined as a triangular signal (±10° swivel
angle, 4 Hz) with a constant tensioning force of 100 N. Af-
ter 30 s of dry running, a lubricant supply of 0.5 l/min was
applied to the chain joint. Fig. 11 shows the measured reac-
tion torque during the test period. The addition of lubricant
to the friction contact leads to a significant reduction of the
friction torque. In correlation to the geometric relations of
30
Chain wear test rig - left chain
Chain wear test rig - right chain
25 Chain joint tribometer
20

linear. After a longer run-in wear period of 5 h the IC-pin

wears nearly linear but less intense than the CHD-pin. This 15
results in a lower average wear of 1.5 µm of the IC-pin after
a test period of 50 h. 10

3.3 Chain friction

5

In addition to the wear investigation, first tests of the fric-

tion measurement in a chain joint were conducted on the 0
0 20 40 60 80 100
chain joint tribometer. To guarantee consistent test condi-
tions a preparation method was developed, which includes Time / h
the conditioning of the test cell at a temperature of 70 °C
Fig. 12 Comparison of tests on the chain joint tribometer and the chain
and also the adjustment of the tested chain joint in relation wear test rig: Wear progress during a test period of 100 h with suitable
to the rotational axis of the drive shaft. Eccentricities of the load conditions (CHD-pins, PAO +1 wt.-% soot, 70 °C oil temperature)

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Pin
Chain wear test rig
Chain joint tribometer
0 -5 -10 -15
Deviaon from ideal cylinder / μm
Fig. 13 Results of roundness measurement of pin (left) and bush
(right) of chain wear test rig (top) and chain joint tribometer (bottom)
after 100 h runtime
the test configuration, the friction coefficient is determined.
A coefficient of 0.61 for a dry run and 0.12 for lubricated
conditions was measured. These results are in agreement
with results of SAPPOK et al. [47] and COENEN [24] on
a pin-disc tribometer, which correlate concerning material
pairing, lubrication and contact forces. Even though the
chain joint tribometer is able to realize investigations with
higher contact velocities, the (mixed-) friction conditions
are comparable. Further experiments have to validate the
results.
3.4 Comparison of chain wear test rig and chain
joint tribometer
After the described tests, a wear investigation test was
implemented on the chain joint tribometer and compared
to the results of wear investigations on the chain wear
rigs. Both chain wear rigs were driven with a drive speed
(big sprocket) of 500 rpm (mean relative velocity: 83 mm/s)
and 40 Nm tensioning torque (mean load: 261 N). The load
curve of the tribometer test was defined by using a simple
sinus-swivel movement of ±10° and a frequency of 40 Hz
(mean relative velocity: 45 mm/s). After each cycle, a de-
fined pause time was implemented in order to represent
the passing through the load and slack strand on the chain
wear test rig. The tension force was specified to constant
250 N. The total sliding distance of the chain wear test rig
is significantly lower (1387 m) compared to the chain joint
tribometer (3920 m).
Fig. 12 shows the wear progression of tests done on the
chain wear rig and the chain joint tribometer over a mea-
surement period of 100 h. The roundness of pin and bush
61
Bush after the experiment for both test rigs is shown in Fig. 13.
The stationary wear rates of both experiments are nearly
identically, while the run-in wear behavior on the chain
joint tribometer is more pronounced. This difference can be
explained by the different relative speed in the contact area
and not perfectly represented contact conditions of a real
chain drive, which results in varying wear and friction char-
acteristics. Detailed measurements of the wear inside the
chain joint verify a high consistency of wear distribution
and angle on both joint components, though the wear vol-
ume on the tribometer driven components is higher. These
initial tests show the potential of the chain joint tribometer,
which has to be further proven in additional investigations
using realistic load collectives and point out necessary im-
provements like interpreting contact conditions.
0 5 10 15 20 25 30
4 Conclusion and Outlook
This article introduces two different test rig setups for fric-
tion and wear investigations on timing and driving chains
of different sizes and structural shapes. A new proprietary
and commissioned test rig for single chain joint analysis,
the chain joint tribometer, creates new tribological research
possibilities besides systematic tests on standard tribome-
ters and serial component tests on chain wear rigs in real
configuration. First friction and wear investigation results
of bush chains confirm the high potential of this test rig to
expand knowledge of the tribological system ‘chain joint’.
In the future, the shown test rigs, methods and devices,
primarily the chain joint tribometer, are used to investigate
the optimization potential of pins and bushes with modified
surface morphology (e. g. micro- and particle structuring or
coating). Furthermore, the influencing parameters for fric-
tion and wear are determined in detail. Therefore, real load
collectives (varying swivel angle and tension force) will be
adapted to the test rig. These collectives are generated using
the described MBS-model of the chain wear test rigs and
then applied to the actors of the chain joint tribometer for
highly dynamic investigations.
Acknowledgements All presented results were thankfully funded by
the Deutsche Forschungsgemeinschaft (DFG, German Research Foun-
dation)—Projectnumber 172116086—SFB 926, subproject CO2. The
authors would also like to thank the company Digital Surf for providing
the software MountainsMap.
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