车轮多边形磨耗统计规律及关键影响因素分析

针对列车车轮多边形磨耗问题广泛存在于轨道交通运输领域,会导致车辆/轨道系统产生高频的振动冲击,严重影响车辆和轨道系统零部件的使用寿命,危及行车安全这一问题,调查了大量车轮的多边形磨耗情况并进行统计分析,掌握了高速列车车轮多边形磨耗问题的现状和特点。以18～20阶多边形磨耗车辆为例,通过理论研究和试验分析(试验分析包括车辆系统振动特性测试和转向架模态特性测试),对车轮多边形磨耗的根本原因及诱导因素进行研究。研究发现,轮轨系统在580 Hz频率附近存在固有模态是导致车辆发生18～20阶多边形磨耗的根本原因,轮轨表面的各种不平顺能激发或者加剧轮轨系统在580 Hz频率附近的模态共振,从而诱发车轮多边形磨耗的产生。该结果可为高速列车车轮多边形磨耗问题的防止和进一步研究提供参考。     

Microstructure,hardness, toughness and abrasive wear resistance of 16.0 wt. % chromium white iron after continuous and cyclic destabilisation treatment

Destabilisation of as-cast chromium white iron with 16 wt-% chromium are performed by continuous destabilisation treatment for 4 h and short duration (0.66 h) cyclic destabilisation treatment at 900, 950, 1000, 1050, and 1100 °C. Continuous destabilisation causes secondary carbides precipitation from austenite which on slow cooling transforms to pearlite matrix. Cyclic destabilisation treatment causes similar precipitation of finer secondary carbides following shorter period austenitisation and a matrix containing martensite and retained austenite on forced-air cooling. After continuous destabilisation, hardness falls below the as-cast value (HV622); whereas it rises to HV950 after cyclic destabilisation treatment. The as-cast notched impact toughness (4.0 J) increases to 8.5 J or more after both continuous and cyclic destabilisation at 1050 and 1100 °C. Abrasive wear resistance after continuous destabilisation improves only at higher wear load (49.0 N), while after cyclic destabilisation it supersedes the as-cast and Ni-Hard IV performance at both low (19.6 N) and high (49.9 N) wear load.     

35CrMo钢表面铁基激光熔覆层的组织和耐磨性能

采用CO2激光熔覆装置将LC3530铁基粉熔覆在35CrMo钢基体表面,研究了熔覆层的显微组织、硬度和耐磨性能,并与基体的进行对比。结果表明:基体组织为回火索氏体,晶粒尺寸在20μm左右,而熔覆层的组织为均匀细小的等轴晶,晶粒尺寸大多在8μm;基体的平均硬度为254.1HV,而熔覆层的平均硬度为640.5HV,且硬度分布更加均匀;在相同试验条件下,熔覆层试样的磨损量仅为基体试样的1/7,磨损系数是基体试样的1/5,且磨损后熔覆层试样的表面粗糙度较磨损前的大幅下降,表明激光熔覆后35CrMo钢的耐磨性能得到显著提高;基体试样的磨损机制为犁削磨损,而熔覆层试样的磨损机制为微观切削,其优异的耐磨性能与含有铁、铬、钼和碳等元素的高硬度合金碳化物的形成有关。     

H13钢等离子堆焊Ni60A/Cr3C2覆层的磨损及热疲劳性能

采用等离子堆焊技术在H13钢基体表面上制备了Ni60A/Cr₃C₂堆焊覆层,研究了覆层的磨损行为和热疲劳性能。在600 ℃下销盘试验的结果表明,镍基碳化铬复合覆层的耐磨性是Ni60A堆焊覆层的2.8倍和基材H13钢的11.6倍。镍基覆层可以显著降低H13钢的摩擦因数,加入碳化铬则会削弱覆层的摩擦性能。随着磨损的进行,主要磨损机理从氧化磨损演变为磨粒磨损和粘着磨损。在800 ℃到室温下的热疲劳测试结果表明,镍基碳化铬复合覆层在48个热循环后疲劳裂纹达到200 μm,早于镍基覆层的62次。这说明高温氧化促进热疲劳裂纹的产生。碳化铬增强相从镍基上剥离,导致镍基复合覆层热疲劳性能下降。     

12CrNi3钢外锁止套局部表面激光淬火工艺

利用半导体激光宽带对12CrNi3外锁止套局部进行表面淬火处理,并对处理后的零件进行外观检验、显微组织观察、硬度检测分析和摩擦磨损试验。试验结果表明:采取定光斑方式,激光头到工件表面扫描区域中心点距离375 mm(离焦量为0),工件倾斜22°,激光头倾斜18°,温度1350 ℃,扫描速度9 mm/s,单道扫描后表面平整性最好。表面激光淬火硬化层为750～1000 μm,最浅处为443.1 μm,硬化区组织为极细小马氏体组织,硬度达600～700 HV0.2,是基体硬度的2倍左右, 约为渗碳+淬火态硬度的1.3倍,且相变硬化区耐磨性能明显提高。     

On chemical and diffusional interactions between PCBN and superalloy Inconel 718: Imitational experiments

During a metal cutting process, chemical wear can become the dominant mechanism of tool degradation under the high temperatures and contact pressures that arise between the tool and the metal workpiece. This study focuses on the chemical and diffusional interactions between superalloy Inconel 718 and cubic boron nitride (cBN) tool material with and without TiC binder. It covers thermodynamic modeling and experimental tests in the pressure range of 0.1 Pa to 2.5 GPa at temperatures up to 1600 °C. The methods used include diffusion couples under both vacuum and high pressure, transmission electron microscopy (TEM) analysis and in-situ synchrotron observations. It is shown that cBN is prone to diffusional dissolution in the metal and to reactions with niobium, molybdenum, and chromium from Inconel 718. Adding TiC binder changes the overall degradation process because it is less susceptible to these interaction mechanisms.     

Fabrication of composites from different carbon content ferrous powders adopting thermomechanical processes

In this research, deep consolidation technique is utilized for processing of low and high carbon content ferrous powders to manufacture composite material. High carbon content ferrous powders were used as reinforcing material. The powder particles were allowed to mix with low carbon content ferrous powders in 50:50 weight percent for fabrication of composites. The composites were heat treated at three different temperatures (i.e., 800°C, 900°C, and 1000°C). The changes in microstructure, microhardness, the grain size, and bonding among powder particles were studied. Refinement of grains was observed and this led to improved hardness enabling the processed material to be used as a suitable composite. Abrasive wear tests were carried out using a laboratory tribometer in dry reciprocating sliding contact against Sic abrasive paper. The outcomes demonstrate that the abrasive wear resistance was notably affected by the treatment temperature and hardness of the composites.     

组合轮径差对地铁车辆动力学性能的影响

为了研究各种轮径差组合形式对地铁车辆动力学性能的影响,基于车辆系统动力学和赫兹非线性接触理论,建立地铁动车非线性动力学模型,分析各种轮径差组合工况下地铁车辆的临界速度、平稳性、安全性和磨耗功率及其变化规律。结果表明:在多种轮径差组合工况下,轮径差增大会使地铁车辆的临界速度有较大幅度降低,会使地铁车辆的横向平稳性和磨耗功率明显增大;轮径差对地铁车辆的垂向平稳性、轮轴横向力、轮轨垂向力、脱轨系数和轮重减载率影响较小;通过左、右曲线时,轮径差对磨耗功率增幅的影响存在差异,但变化规律一致。     

Advanced Friction–Wear Behavior of Organic Brake Pads Using a Newly Developed System

The objective of this study was to investigate the influence of an advanced performance system on the tribological behavior of brake pad material using a specially designed brake pad tester system following standard SAE J-661. The tribological behavior and friction and wear characteristics of the organic brake pad samples were evaluated. During braking tests, the samples, in contact with a cast iron disk, were studied at different disc speeds, temperatures, and braking cycles under a constant pressure. In order to understand the friction and wear behavior, the unworn surfaces, worn surfaces, and wear debris were characterized by means of scanning electron microscopy (SEM) and energy-dispersive X-ray (EDX). Furthermore, the surface characteristics and differences in the wear modes of the brake pad samples were examined. Wear debris was permitted to deform the brake pad surfaces, leading to friction layers and enabling the estimation of the friction behavior of the brake pads. The results showed that the best friction–wear behavior was obtained with lower braking cycles at low speeds and temperature. Thus, the newly developed brake pad tester system proved very effective in evaluating the performance of the brake pad samples.