Microstructure and dry sliding wear behavior of as-cast TiCp/Ti-1100-0.5Nb titanium matrix composite at elevated temperatures
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Matrix (chemical analysis)
Adhesive wear
Delamination
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Steel-cast iron dry sliding pairs are used on pin-on-disk configuration to study the wear behaviors of gray cast iron,corresponding wear laws are found and the wear mechanisms of gray cast iron under various service conditions are explored using XRD、SEM and EDS means.The results show that with the increase of applied load,the wear rate increases slowly first,then sharply,at last the increase rates become slow under those ambient temperatures tested,however,the average friction coefficient decreases greatly at first,then tends to a definite value.At room temperature,adhesive wear and abrasive wear mechanisms are dominant.While at the surrounding temperature of 200 ℃,wear mechanism is mainly adhesive wear and mild oxidation wear,however,there will be appearing massive spalling.At the surrounding temperature of 400 ℃,the dominant wear mechanism is mild oxidative-wear and abrasive wear when the applied load is small;as the applied load increasing,the wear mechanism turns into severe oxidation-wear and abrasive wear;massive spalling and plastic extrusion will be appeared after the applied load large enough.
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Leakage due to wear is one of the main failure modes of aero-hydraulic spool valves. This paper established a practical coupling wear model for aero-hydraulic spool valves based on dynamic system modelling theory. Firstly, the experiment for wear mechanism verification proved that adhesive wear and abrasive wear did coexist during the working process of spool valves. Secondly coupling behavior of each wear mechanism was characterized by analyzing actual time-variation of model parameters during wear evolution process. Meanwhile, Archard model and three-body abrasive wear model were utilized for adhesive wear and abrasive wear, respectively. Furthermore, their coupling wear model was established by calculating the actual wear volume. Finally, from the result of formal test, all the required parameters for our model were obtained. The relative error between model prediction and data of pre-test was also presented to verify the accuracy of model, which demonstrated that our model was useful for providing accurate prediction of spool valve's wear life.
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Adhesive wear
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Tribology especially related with the parameters like friction, wear and lubrication of interacting surfaces that are in relative motion with each other. Wear is damage to solid surface, generally involving progressive loss of material due to relative motion between the surface and a contacting substance or substances. The five main modes of wear are abrasive, adhesive, fretting, erosion and fatigue wear, which are commonly observed in practical situations. The abrasive and erosive wear are most important modes of wear, the wear coefficient (k) in these two modes is at least one to two orders of magnitude greater than the wear coefficients in other wear modes. Also, the abrasive and erosive wears are the most important among all the forms of wear because they contribute almost 74 % of total cost of wear. In present work discrete phase model in CFD has used to predict the erosion rate in PEI composites material. The effect of impact velocity and the impingement angles is studied by comparing the experimented results. The predicted (simulated) and experimentally measured wear profiles are compared. It was observed that in the case of material ULTEM 1000, 2200 and 4000 the impingement angle 90◦ and impact velocity 88m/s, the predicted and experimented profiles were very accurate.
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Abrasion (mechanical)
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Triple heat treatment was applied to TC21 titanium (Ti) alloy, and microstructural changes therein were analysed by using an optical microscope (OM). The dry sliding wear properties of TC21 Ti alloy were assessed by conducting "pin-on-disk" friction wear tests under a load of 200 N, at a sliding speed of 0.230 m s-1, for a sliding time of 600 s, at room temperature (25 °C). Using scanning electron microscopy (SEM), morphologies of the worn surface and wear mechanism were analysed. Results show that, by performing solid solution treatment to the β phase region of the TC21Ti alloy, a single-phase β micro structure was obtained. On this condition, the wear rate is the highest, appearing as abrasive wear and adhesive wear. Through one-time high-temperature aging and low-temperature aging in the α+β phase region, the basket-weave microstructure of TC21 Ti alloy was obtained, with a low wear rate, appearing as abrasive wear and slight oxidation wear in terms of prevailing wear mechanisms.
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Titanium alloy
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The electrical sliding wear of the Cu-0.8Cr-0.14Zr-0.06Mg alloy are studied by loading different lining speed and electric current in this article.The alloy sliding worn surfaces and wear mechanism are observed and analyzed by optical microscopy and SEM.The results show that the alloy solved at 920 ℃ for 30 min and aging at 450 ℃ for 180 min behaves a linear relationship between the wear volume and running speed,and the wear mechanism is adhesive wear and abrasive wear.The wear mechanism becomes adhesive wear,abrasive wear and arc induced wear after loading current.And as the current increases,the adhesive wear and arc induced wear is becoming increasingly serious.
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Lubricity
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Abstract This chapter is a detailed account of the general characteristics and effects of and the methods for preventing or reducing different categories of wear failures, namely abrasive (erosive, grinding, and gouging), adhesive, and fretting wear.
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Fretting Wear
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An investigation on the tribological properties of GCr15 sliding against NM600 was carried out using a high-temperature friction and wear tester. As the temperature rose from room temperature to 300 °C, the average friction coefficient of NM600 increased rapidly, then decreased rapidly, and then became stable. The wear volume and specific wear rate of NM600 increased rapidly, then decreased rapidly, and then increased slowly. The wear mechanism and matrix properties of the tested steel at different temperatures are the main reasons for the above results. At 20-50 °C, the main wear mechanism was adhesive wear, fatigue wear, and abrasive wear. At 100-150 ℃, the wear mechanism was mainly adhesive wear, fatigue wear, abrasive wear, and oxidation wear. At 200-300 °C, the wear mechanism was mainly oxidation wear and abrasive wear.
Adhesive wear
Lubricity
Wear coefficient
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