磨损自补偿的摩擦学原理

本文根据已完成的自补偿油润滑下钢－钢摩擦副的摩擦学试验和摩擦表面分析，对比分析了传统的边界润滑和磨损自补偿润滑的不同之处，提出了磨损自补偿的六条摩擦学原理。这些理论该能较好地解释试验结果，为磨损自补偿理论的建立提供了理论依据。     

ESMl22润滑添加剂的磨损自补偿效应研究

研制出了在不同载荷和不同行程内对45^#钢—45^#钢摩擦副及45^#钢—锡青铜摩擦副均形成负磨损，具有优异的磨损自补偿效应和摩擦学效应的磨损自补偿润滑添加剂ESMl22。红外光谱分析证实，润滑添加剂在钢和铜摩擦表面形成了由聚合酯组成的自补偿膜。     

ESM122润滑添加剂的磨损自补偿效应研究

研制出了在不同载荷和不同行程内对45~#钢-45~#钢摩擦副及45~#钢-锡青铜摩擦副均形成负磨损,具有优异的磨损自补偿效应和摩擦学效应的磨损自补偿润滑添加剂FSAM122。红外光谱分析证实,润滑添加剂在钢和铜摩擦表面形成了由聚合酯组成的自补偿膜。     

水污染对磨损自补偿性能影响研究

为了研究水污染对磨损自补偿性能的影响，针对重载丝杆-螺母副分别在N150和N150＋SW4中磨损率随含水量的变化研究了自补偿添加剂SW4在水污染环境下的摩擦学特性。结果表明：水有利于自补偿润滑油在摩擦表面形成磨损自补偿膜，提高其补偿率；以自补偿润滑油代替常规润滑油是非常好的耐磨措施。     

磨损自补偿的载荷效应研究

通过载荷对磨损自补偿添加剂的性能的影响研究，发现在磨损自补偿添加剂ＳＷ４的作用下，钢－铜摩擦副的磨损量与载荷无关；而且载荷越大，钢－铜摩擦副的磨损自补偿效应越显著，这些结果不同于传统的摩擦学理论。因此。磨损自补偿添加剂ＳＷ４特别适合于重载工况下运行的钢－铜摩擦副，如轧钢厂压下系统的丝杆－螺母副，为提高这类重载钢－铜摩擦副的寿命和可靠性提供了一条有效途径。     

BP神经网络理论对磨损自补偿过程的预测

本文通过钢－钢摩擦副的摩擦学性能的对比研究，发现在磨损自补偿添加剂ＳＷ４作用下，钢－钢摩擦副也象钢－钢摩擦副一样具有磨损的自补偿性能，其摩擦系数和磨损量相对下降了很多；同时，利用ＢＰ神经网络理论对钢－钢摩擦副的摩擦学过程，特别是其磨损自补偿过程进行了预测，该方法与传统的建模方法相比，具有运算时间短，使用数据少，不需要严格的数学模型等优点，其预测值与试验值非常接近。     

ZTC磨损自补偿添加剂的修复效应

研究了摩擦行程对磨损自补偿性能的影响,试验证实,摩擦副可形成负磨损,ZTC添加剂具有修功能。     

羟基硅酸镁/Ag纳米复合材料的金属磨损自补偿特性与机制

在MMU-10G型摩擦磨损试验机上考察共混羟基硅酸镁(简称P)/Ag复合纳米材料对45~#钢摩擦副的磨损自补偿性能,用EPMA-1600电子探针和X射线光电子能谱仪表征摩擦运行后的试样表面形貌、元素组成及其价态。结果表明,含质量分数30%Ag的共混羟基硅酸镁/Ag复合纳米粉体作为自补偿添加剂能够在45#钢表面形成自补偿膜层,可有效减小其在磨合阶段和稳定磨损阶段的磨损失重;其自补偿机制为,在摩擦热化学、力化学与物理作用下,P/Ag复合纳米润滑添加剂在45~#钢表面形成了主要由Fe_2O_3、Fe_3O_4、FeOOH、SiO_2、MgO、C、Ag组成的表面膜,该膜层的补偿与隔离作用,可降低金属的磨损;其减摩作用是自补偿膜层中的铁氧化物、石墨形态C、软金属纳米Ag的低剪切应力和纳米P的微滚珠效应协同作用的结果。     

磨损自补偿润滑添加剂 ZT2 的摩擦学特性试验

在基础油Ｌ－ＡＮ４６中测定了磨损自补偿添加剂及对比添加剂二烷基二硫代磷酸锌的各项摩擦学性质，研究证实添加剂ＺＴ２对钢／钢摩擦副具有磨损自补偿功能，产生了优异的综合摩擦学效应，摩擦副的减摩性、耐磨性和抗擦伤性均得到了显著的改善。     

基础油粘度对磨损自补偿性影响研究

本文对两种载荷下钢－铜摩擦副在不同粘度的润滑介质（其中包括含有和未含自补偿剂ＳＷ４）作用下的摩擦学特性进行了研究。发现自补偿添加剂ＳＷ４与常规润滑添加剂不同，基础油粘度越低，载荷越大，钢－铜摩擦副的磨损越上，其磨损自补偿性能越好，自补偿添加剂ＳＷ４为油品的低粘化提供了一条有效途径     

虚拟制造中基于刀具磨损的复杂曲面加工误差补偿

基于数控铣削加工仿真系统,研究了在虚拟制造环境下对球头铣刀磨损引起的曲面加工误差的预测与补偿。建立了与加工参数相关的球头铣刀磨损模型,用于预测球头铣刀切削刃的磨损量,提出了球头铣刀铣削加工误差的补偿方法,并通过实验验证了该方法的有效性。     

球头铣刀刀具磨损建模与误差补偿

针对刀具磨损度量方式和模型建立的问题,以球头刀具为研究对象,提出球头铣刀刀具磨损的度量方式,建立球头刀具磨损模型.以复映磨损在硬度较软加工材料上的方式测量球头刀具磨损,确定刀具磨损模型系数,给出刀具磨损模型系数确定的具体实现方法.加工试验验证球头刀具磨损度量方式的合理性和所建立刀具磨损模型的正确性,同时针对数控铣削加工中球头铣刀刀具磨损引起的误差提出离线仿真误差补偿算法,给出离线仿真误差补偿算法的具体实现步骤,通过建立的刀具磨损引起的加工误差模型仿真获得加工走刀步的误差.对于误差超差的走刀步,预先修改数控加工(Numerical control,NC)程序,保证实际加工零件满足精度要求.误差补偿验证试验表明所提出的离线仿真误差补偿算法的正确性和有效性.     

磨损量的传感器测量

磨损是的在线测量，是摩擦学工作者一地致力解决的问题。本文提供的是一种基于厚膜电阻技术，采用丝网印刷制造的厚膜磨损传感器。实验结果表明，厚膜的厚度决定着磨损传感器的性能。增大电阻率，减小宽度，可改善传感器的灵敏度。磨损量与电阻间的关系为双曲线，与理论推导基本一致。     

A Wear Model of Plane Sliding Pairs Based on Fatigue Contact Analysis of Asperities

Wear modeling is essential to predict and improve wear resistance of machine parts. This article presents a fatigue wear model of plane sliding pairs under dry friction. The wear model is constructed through developing a dynamic contact model of surfaces and proposing a mean fatigue damage constant of asperities. It is simpler and more practical than existing fatigue wear models because it describes the quantitative relationship between the wear behaviors of the plane sliding pairs and the main factors including the load and sliding speed, material property, friction property, and surface topography of the pairs. Furthermore, the wear model can predict the wear of each component of the sliding pairs. Reasonability and applicability of the wear model are validated via pin-on-disc wear tests. The wear model is applicable to predict the wear of the plane sliding pairs, which is characterized by friction fatigue of contact surfaces. The wear model can also be used to guide the tribological design of sliding pairs in machinery.     

Wear mechanism of disc-brake block material for new type of drilling rig

To improve friction and wear performance and service life of the disc-brake pair material of a drilling rig, a new type of asbestos-free frictional material with better performance for disc-brake blocks is developed, and its wear mechanism is investigated by friction and wear experiments. Topography and elementary components of the brake block’s wear surface are analyzed by employing SEM and EDAX patterns, revealing its tribological behaviour and wear mechanism. When the frictional temperature is lower, the surface film of the brake block is thinner, dense, smooth with plasticity, and divided into the mixture area, Feabundant area, carbon-abundant area and spalling area. The mixture area consists of various constituents of frictional pairs without ploughing and rolling trace. The Fe-abundant area mainly consists of iron and other constituents. The carbon-abundant area is the zone where graphite and organic fibre are comparatively gathered, while the spalling area is the zone where the surface film is spalled and its surface is rough and uneven, with a loose and denuded state. During the period of high frictional temperature, the frictional surface is also divided into the mixture area, Feabundant area and spalling area. In this case, the mixture area consists of abrasive dust from friction pairs, and the surface film is distributed with crumby hard granules, exiguous oxide, carbide granules and sheared slender fibre. The Fe-abundant area is mostly an oxide layer of iron with a flaky distribution. Fracture and spalling traces as well as an overlapping structure of multilayer surface films can be easily found on the surface film. The components of the spalling area are basically the same as that of the matrix. At the beginning of wear, the hard peaks from the friction surface of the disc-brake plough on the surface of the brake block. With increasing frictional temperature, the friction surface begins to soften and expand, and oxidized wear occurs at the same time. During the high-temperature wear period, severely influenced by friction heat, obvious softening and plastic flow can be found on the friction surface of the brake block, its anti-shearing ability is weakened, and adhesive wear is intensified. Thermal decomposition of cohesive material in the brake block is simultaneously strengthened, so that constituents shed due to loss of adhesion. Organic fibre is in a flowing state and obviously generates drawing, shearing, carbonization and oxidization. In addition, thermal cracking, thermal oxidization, carbonization and cyclization of organic substances on the surface of brake block can make the friction surface produce pores or cracks, thus fatigue wear occurs.     

考虑磨损的组合密封性能分析

针对橡塑组合密封圈的磨损和密封性能仿真方法开展研究,基于有限单元法开展接触压力的求解和磨损过程的仿真分析,采用有限差分法开展流-固耦合仿真分析获得密封间隙的压力和膜厚分布,提出了一种可用于组合密封圈磨损过程仿真和密封性能预测的方法。仿真过程中考虑了摩擦热对接触压力和磨损的影响,解决了塑料材质密封圈大体积磨损仿真时网格重构的难题,实现了磨损仿真过程中强度分析和流体力学分析的迭代求解,并实现了程序化。基于材料的摩擦磨损试验对模型参数进行了修正,通过旋转密封台架试验对仿真模型进行了验证。     

基础油粘度对磨损自补偿性能影响研究

本文对两种载荷下钢—铜摩擦副在不同粘度的润滑介质(其中包括含有和未含自补偿剂SW_4)作用下的摩擦学特性进行了研究.发现自补偿添加剂SW_4与常规润滑添加剂不同,基础油粘度越低,载荷越大,钢—铜摩擦副的磨损越小,其磨损自补偿性能越好.因此,自补偿添加剂SW_4为油品的低粘化提供了一条有效途径.     

Boundary Lubrication with Tricresylphosphate (TCP). Importance of Corrosive Wear

The wear of 52100 steel in boundary lubrication condition is controlled by the formation of nonhomogeneous, thin films. When tricresylphosphate is used as an antiwear additive, the buildup of the film is due to a chemical reaction process involving the bearing surface and the lubrication on or near the bearing surface.

A plane-on-plane-type tribometer using a 52100 steel specimen was used to determine the rate of wear and to follow the development of films by the use of the electrical contact resistance method. The results are correlated with the chemical analysis of the additive (polarographic method), with surface analysis of the film (AES and XPS spectroscopies) and finally with the surface topography (surface replicas and electron transmission spectroscopy).

During the mild wear test, several phases of wear are evidenced and the observed relation with TCP decomposition suggests a corrosive wear model proposed in the discussion. Explanations of observed phenomena are offered. (ECR increase, wear reduction, film formation).