层状结构受电弓滑板制备工艺的研究

采用正交试验方法优化受电弓滑板的制备工艺,通过测试滑板的冲击性能、电阻率、磨损性能,确定其最佳制备工艺;利用电子探针对磨损后的表面进行了观察,并分析了受电弓滑板的磨损机理.结果表明,受电弓滑板的主要磨损形式是粘着磨损及磨粒磨损,模压温度和加压时机对滑板的综合性能影响较大.分析得到最佳制备工艺参数为:模压温度T=170℃,单位厚度保压时间t=5min/mm,压力P=60MPa,加压时机t_p=3min.     

炭化温度对层状结构受电弓滑板性能的影响

研究了不同的炭化温度对层状结构受电弓滑板性能的影响。将受电弓滑板在400、600、800℃的氮气气氛中进行热处理,通过测试受电弓滑板的密度、耐温性、导电性、抗冲击性和耐磨性能,讨论了炭化温度对其性能的影响;利用SEM观察磨损表面,分析磨损机理。结果表明层状结构受电弓滑板的密度随炭化温度的升高而减小;当炭化温度高于600℃时,受电弓滑板表现出良好的耐温性。炭化提高了材料的导电性,但冲击强度和耐磨性随炭化温度的升高而降低;炭化温度较低时,受电弓滑板的磨损机制为粘着磨损为主,当炭化温度较高时,磨粒磨损和粘着磨损成为主要的磨损形式;确定最佳炭化温度为600℃,该温度下炭化处理后具有较好的综合性能,符合TB/T 1842.2-2002标准的相关规定。     

新型高性能电力机车受电弓滑板的研究

通过分析当前电力机车受电弓滑板存在的各种问题,用粉末冶金法研制出一种新型的受电弓滑板.该滑板由铜、碳纤维和石墨等构成.分析了成形压力、烧结温度对滑板性能的影响,对其导电性、摩擦、磨损性能及冲击韧性进行了检测,并与当前正在使用的受电弓滑板进行了对比.结果表明:该新型滑板的最佳制备工艺条件为(含量)铜78%,碳纤维2%,石墨15%,添加剂5%,成形压力为200MPa,烧结温度为880℃.该滑板不仅电阻率低,而且其摩擦、磨损及冲击韧性等性能也优越于当前正在使用的受电弓滑板.与国外浸金属碳滑板Rh82Mb相比,其摩擦系数降低20%,磨损量减少1.3%,冲击韧性提高1.7倍,导电性增强65倍.     

结晶结构及固相热处理对聚苯硫醚摩擦性能的影响

通过对注塑聚苯硫醚(PPS)试样在不同条件下进行固相热处理,研究材料结晶结构对材料摩擦行为和性能的影响,利用差示扫描量热法及广角X射线衍射讨论了固相热处理对聚苯硫醚结晶行为的影响,利用环-块式摩擦磨损试验机研究了材料的摩擦磨损性能。结果表明,结晶结构对PPS摩擦性能具有重要影响,经固相热处理后PPS结晶度较未处理试样提高约118%,磨损率降低96.8%,摩擦系数由0.58降低至0.45,摩擦稳定性明显提高,且其磨损机理由非晶区软化造成的大面积粘着磨损较转变为以犁切和点蚀为主的磨粒磨损和疲劳磨损。     

新型铝青铜合金的摩擦性能

试制了一种新型高强耐磨铝青铜,探讨了边界润滑条件下该合金与不锈钢对摩时热处理组织和摩擦磨损行为的关系.结果表明,经920℃固溶580℃时效处理后,合金具有优良的综合机械性能和摩擦学性能,主要的磨损形式为轻度的粘着磨损和磨粒磨损;经920℃固溶450℃低温时效后,合金性硬脆,耐磨性降低,主要的磨损形式为严重的磨粒磨损和疲劳磨损.     

利用热处理改善钒钛磁铁矿直接制备的铁基摩擦材料组织与性能

以攀枝花钒钛磁铁矿为原料,通过选择性碳热原位反应和真空烧结技术直接制备得到铁基摩擦材料.为进一步提高材料性能,本工作研究了淬火与回火处理对铁基摩擦材料组织和性能的影响.结果表明:900～1 000℃淬火使材料基体组织由珠光体向马氏体转变,硬度和摩擦性能随淬火温度的升高先提升后下降,在950℃时效果最佳,摩擦磨损行为由热处理前较严重的磨粒磨损和粘着磨损转变为磨粒磨损,且磨损程度降低.950℃淬火试样分别在250℃、500℃和650℃进行回火处理,基体组织随着温度的升高先由马氏体向低硬度屈氏体转变,而后转变为硬度更低的索氏体,但500℃回火时发生的回火二次硬化和碳化物的脱溶使得材料硬度提升,摩擦性能进一步提高,摩擦磨损行为表现为轻微的磨粒磨损.综合而言,950℃淬火+500℃回火处理后的铁基摩擦材料组织及性能最优,相比未热处理材料,硬度提高32％,磨损率降低61％,摩擦系数降低18％.     

时效热处理对选区激光熔化成形18Ni300摩擦磨损性能的影响

目的 通过研究选区激光熔化（SLM）成形18Ni300时效热处理前后摩擦磨损性能及磨损机制,为SLM技术在模具中易磨损部位的应用提供理论支撑。方法 采用扫描电镜对热处理前后试样进行微观组织观察,采用X射线衍射仪对原始粉末和试样进行物相分析,并测试试样时效热处理前后的硬度、密度和抗拉强度,采用球盘摩擦磨损试验机测试在不同载荷下时效热处理前后试样的摩擦磨损行为,采用3D轮廓仪和扫描电镜对磨损后试样和磨球表面进行观察,并对磨损区域进行能谱分析。结果 时效热处理后试样“鱼鳞状”熔道组织弱化,主要为板条状马氏体组织。原始粉末及成形后试样的物相主要为马氏体,原始粉末和时效热处理后试样中含有少量残余奥氏体。时效热处理后试样硬度由37.6HRC升高到54.4HRC,密度变化不大,抗拉强度由1 107 MPa升高到2 031 MPa,伸长率由14.4%降低至4.5%。随着摩擦磨损试验载荷的增大,时效热处理后试样摩擦因数降低,体积磨损率增大,但均低于热处理前试样。结论 当载荷为10 N时,磨损机制主要为磨粒磨损;当载荷为15 N时,磨损机制过渡到氧化磨损和黏着磨损;当载荷为20 N时,主要为黏着磨损。     

受电弓滑板材料的载流摩擦磨损特性

利用自行研制的改进型滑动电接触实验机,通过对铜基粉末冶金滑板和浸铜碳滑板与铜锡合金导线的对磨实验,分析了两种滑板材料在不同载流时的摩擦磨损特性。研究表明:两种滑板材料的摩擦磨损都要经历过渡期和相对稳定期两个阶段,随载流的增大,摩擦因数、接触电阻以及磨耗率都增大,但变化的趋势和幅度不同。浸铜碳滑板的摩擦因数和接触电阻变化率较小,但其绝对数值较大;铜基粉末冶金滑板的摩擦因数和接触电阻相对较小,但其随载流增加的幅度较大,载流稳定性稍差。微观形貌分析显示,两种滑板在强电流下的磨损形式主要是电弧侵蚀下的磨粒磨损和粘着磨损;而浸铜碳滑板磨耗率变化较小,强电流条件下其载流摩擦磨损性能较好。     

碳纤维增强受电弓滑板的性能表征

采用改性酚醛树脂为粘结剂,连续碳纤维和短切纤维为增强相,铜为导电相,石墨为润滑相,利用热压技术制备碳纤维增强受电弓滑板.对试样进行电阻测试、冲击试验以及磨损试验,利用SEM对冲击断面和磨损形貌进行观察.结果表明,连续碳纤维增强滑板的冲击性能和耐磨性明显优于短切纤维增强滑板;碳纤维含量对滑板的机械性能影响较大;纤维与树脂...     

CPR/NR和高性能填料对复合摩擦材料力学性能的影响

通过干法热压成型工艺制备性能优异的复合摩擦材料,研究了高性能填料以及改性酚醛树脂与丁腈橡胶质量比(CPR/NR)对复合摩擦材料性能的影响规律。对材料的摩擦磨损性能与力学性能进行了测试,借助热分析仪测试其耐热性能,并利用激光共聚焦显微镜、扫描电镜对表面形貌进行了观察和分析。结果表明,复合摩擦材料的密度、压缩强度、压缩模量、硬度随橡胶含量的减少而增加,冲击强度则呈相反的趋势。橡胶含量的减少,树脂比例的增加,使复合摩擦材料的耐热性得到提高,促进了第二接触面的形成,使摩擦系数与磨损率降低。高性能填料含量较低时,材料表面形成大且连续的第二接触面,第二接触面使摩擦系数、比磨损率降低,复合摩擦材料的主要磨损形式为粘着磨损与磨粒磨损;填料含量的增加会阻碍第二接触面的形成,使材料摩擦系数和比磨损率逐渐增大,材料的磨损形式由粘着磨损、磨粒磨损转变为磨粒磨损和疲劳磨损。     

极地船舶新型低温钢板的干摩擦性能

为了探讨极地船舶新型钢板(LTSM)的实用性,采用UMT-3 Tribolab多功能摩擦磨损试验机测试了其摩擦性能,研究了不同载荷下的磨损行为及其磨损机制,并与现役的DH_32型低温高强钢板进行了对比。结果表明:随着载荷的增加,2种钢板的摩擦系数都有所降低,LTSM的磨损率较DH_32的低,磨损后的接触表面硬度比磨损前有增加;当载荷从10 N升高到30 N时,LTSM的磨损机理由黏着磨损转化为磨粒磨损和疲劳磨损,在磨损过程中会发生氧化磨损;磨损过程中氧化层、转移层和磨屑都会对摩擦系数产生影响。     

W6Mo5Cr4V2高速钢WC/Co激光熔覆表面的摩擦磨损性能

为了改善高速钢表面的摩擦磨损性能,应用激光熔覆技术在W6Mo5Cr4V2高速钢表面制备出WC/Co熔覆道。采用三维数码显微镜观察熔覆试件的金相组织并借助显微硬度计测试其显微硬度。采用销盘式摩擦磨损试验机分别对高速钢和WC/Co熔覆试件进行了摩擦磨损试验,并采用三维数码显微镜观察磨损形貌。结果表明:与高速钢基材相比,WC/Co熔覆道硬度提高,熔覆试件的摩擦系数和磨损量降低;WC/Co熔覆道的磨损机制以磨粒磨损为主,熔覆道间隔以磨粒磨损和黏着磨损为主;熔覆道的硬度提高、减摩效果、散热作用以及试件表面熔覆道与间隔面的软硬交替,有助于提高WC/Co熔覆试件的摩擦磨损性能。     

新型填料对高摩复合材料摩擦磨损性能影响及机制

采用干法热压成型工艺制备高摩复合材料,研究了基体材料腰果壳油改性酚醛树脂(CPR)与丁晴橡胶(NR)的质量比和新型高性能填料(主要成分为石墨粉Al2O3、MoS2、Fe粉)含量对高摩复合材料摩擦磨损性能的影响规律。在摩擦磨损试验机上测试了高摩复合材料的摩擦磨损性能,利用激光共聚焦显微镜、扫描电镜对摩擦表面形貌、磨屑进行观察和分析,借助EDS测定摩擦表面成分的变化。结果表明,随着CPR与NR质量比的增加,高摩复合材料的耐热性能、结合性能大幅提高,且具有较好的摩擦磨损性能。当高性能填料含量较低时,磨损表面出现大量连续的真实接触面,磨损机制为磨粒磨损和黏着磨损;当高性能填料含量较高时,真实接触面积减少,磨损表面剥落严重,并出现较多的裂纹,其主要磨损形式转变为磨粒磨损和疲劳磨损。随着高性能填料含量的增加,摩擦表面的元素从均匀分布逐渐转变为局部富集,磨粒的尺寸逐渐变大。     

Failure analysis of a railway copper contact strip

The present work investigated the causes of premature wear of the contact strips of a railway line working under voltage of 1.500 Vcc, current of 1120 A, normal force of 70 N and presence of graphite in the wire/strip interface. In all investigated regions (without apparent wear, moderate wear and severe wear), the presence of cracks in the hardened tribo-surface of the Cu-strip – which is caused either by work hardening or thermal cycling is usually followed by material detachment and production of hard abrasive debris. The presence of hard abrasive particles (such as SiO₂ and Al₂O₃,) and wear debris (Cu₂O and hardened Cu) promotes a regime of severe abrasion. The debris showed preferentially a flake-like morphology, being composed of graphite and highly deformed copper, suggesting the dominant action of mechanical wear mechanisms. The presence of some raindrop-like debris featuring an as-cast microstructure confirmed the occurrence of incipient fusion on the copper strip tribo-interface, possibly caused by electrical discharge (electrical induced wear). The results indicated that the wear mechanism of the Cu strip is divided into different stages. First, there is a mixed wear regime (adhesive and abrasive wear) of the graphite layer associated with lubricated adhesive wear of the Cu strip. After, there is the occurrence of a mixed wear regime between the strip/wire tribo surfaces, with simultaneous action of unlubricated adhesive wear, third body abrasive wear and electrical induced wear (local fusion). Finally, once the graphite has been completely consumed, the wear grooves are parallel to the sliding direction and the centre of the strip shows a much more severe wear rate.     

The influence of pressure on the electrical tribology of carbon nanotube–silver–graphite composite

The effect of pressure on the friction and wear properties of carbon nanotube–silver–graphite composite with 10 A/cm² and without electrical current has been investigated. The results show that the wear of composite increase with the increase of pressure under mechanical wear, but the wear of composite varies with the pressure in the shape of U under electrical wear. Pressure is a factor related to both the electrical heating, friction heating and abrasive wear. At a reasonable load without much increase in the frictional heating and mechanical wear, the electrical heating could be reduced which will result in lower total thermal effect, and the resultant wear rate could arrive at a minimum. The electrical wear is higher than mechanical wear by 6–20 times. The differences between the no-current and with-current wear is Joule heat released in the friction zone which leads to breakdown of the lubricating film, roughening of the brush surface, and intensification of the adhesive interaction at the contact spots. The wear of positive brush is higher than that of negative brush. The friction coefficient of composite with current is greater than that without current.     

氧化铝纤维含量对陶瓷基摩擦材料性能的影响

以工业废渣粉煤灰作为主要陶瓷组分,氧化铝纤维为增强相,采用冷压成型-热压固化两步法制备了氧化铝纤维增强陶瓷基摩擦材料,通过定速式摩擦磨损试验机研究了氧化铝纤维含量对陶瓷基摩擦材料性能的影响规律,并借助SEM观察磨损后样品的表面形貌,揭示了其摩擦磨损机理。结果表明:随着氧化铝纤维含量的增加,陶瓷基摩擦材料的孔隙率与密度不断增加,而硬度则先降低后上升然后再略降低;摩擦系数随氧化铝纤维含量的增加呈现出先降低后上升的趋势,当氧化铝纤维含量为25%时,样品的摩擦系数稳定在0.60左右;添加氧化铝纤维促进了陶瓷基摩擦材料的磨损,且随其含量增加,磨损率总体上呈增大趋势;未添加氧化铝纤维的陶瓷基摩擦材料磨损形式主要为磨粒磨损和接触疲劳磨损,而添加25%氧化铝纤维的陶瓷基摩擦材料磨损形式以磨粒磨损、粘着磨损和纤维的脆性断裂为主。     

Wear Modalities and Mechanisms of the Mining Non-asbestos Composite Brake Material

The mining brake material is generally made of composite materials and its wear has important influences on the braking performance of disc brakes. In order to improve the braking reliability of mine hoisters, this paper did some tribological investigations on the mining brake material to reveal its wear modalities and mechanisms. The mining non-asbestos brake shoe and 16Mn steel were selected as braking pairs and tested on a pad-on-disc friction tester. And a SEM was used to observe the worn surface of the brake shoe. It is shown that the non-asbestos brake material has mainly five wear modalities: adhesive wear, abrasive wear, cutting wear, fatigue wear and high heat wear. At the front period of a single braking the wear modality is mainly composed of some light mechanical wear such as abrasive, cutting and point adhesive. With the temperature rising at the back period it transforms to some heavy mechanical wear such as piece adhesive and fatigue. While in several repeated brakings once the surface temperature rises beyond the thermal-decomposition point of the bonding material, the strong destructive high heat wear takes leading roles on the surface. And a phenomenon called friction catastrophe (FC) occurs easily, which as a result causes a braking failure. It is considered that the friction heat has important influences on the wear modalities of the brake material. And the reduction of friction heat must be an effective technical method for decreasing wear and avoiding braking failures.     

电流密度对Ni-W合金镀层摩擦磨损性能的影响

现有的Ni-W合金镀层摩擦磨损性能研究较少涉及镀层制备条件的影响。在不同电流密度下采用脉冲电沉积法在45钢表面制备了Ni-W合金镀层,测试了Ni-W合金镀层在干摩擦及油润滑摩擦条件下的摩擦磨损性能,并观察磨损形貌,分析其磨损机理。结果表明:在干摩擦状态下,随着电流密度增加,Ni-W合金镀层的磨损量逐渐降低,但摩擦系数逐渐升高,45钢的磨损主要是黏着磨损中的擦伤磨损,Ni-W合金镀层主要为磨粒磨损,个别存在少量疲劳磨损;在油润滑摩擦状态下,随着电流密度增加摩擦系数保持稳定,磨损量逐渐降低,Ni-W镀层与45钢的磨损形式均为磨粒磨损,45钢存在少量疲劳磨损。     

Microstructure,mechanical properties and high stress abrasive wear behavior of air-cooled MnCrB cast steels

Three medium carbon low alloyed MnCrB cast steels containing different Cr contents (0.3%, 0.6%, and 1.2%) were designed and the effect of Cr contents on the microstructure, mechanical properties and high stress abrasive wear behavior of the cast steels after 850 °C air-cooling and 220 °C tempering was studied. The results show that the hardenability of the MnCrB cast steels was excellent. The microstructure of the cast steels with low Cr contents (0.3% or 0.6%) consists of granular bainite and lower bainite/martensite multiphase. With increasing of Cr content, the formability of martensite was improved, the hardness and wear-resistance increased, but the impact toughness decreased in that more bainite was replaced by martensite. The air-cooled MnCrB cast steel containing 0.6% Cr, with granular bainite and lower bainite/martensite multiphase, exhibited excellent combination of strength, hardness, ductility, and impact toughness. In addition, its abrasive wear-resistance was 30% more than that of Hadfield cast steel in the high stress abrasive wear condition. This air-cooled MnCrB cast steel by simple alloying scheme and heat treatment has the advantages of high-performance, low cost, and environmentally friendly. It is a potential advanced wear-resistant cast steel for low- or even medium-impact abrasive conditions.