Tribological behavior of carbon fiber reinforced ZrB2 based ultra high temperature ceramics

The tribological behavior of ultra-high temperature ceramic matrix composites (UHTCMCs) was investigated to understand these materials in friction applications. Samples consisting of pitch-based randomly orientated chopped carbon fiber (CF) reinforced ZrB₂-10 vol% SiC were prepared (ZS). The tribological behavior was tested on a self-designed dynamometer, coupling the UHTCMC pads with either carbon fiber reinforced carbon−silicon carbide (C/C-SiC) or steel disks, with two applied contact pressures (1 and 3 MPa) and the surface microstructures were analyzed to unravel the wear mechanisms. Even at high mechanical stresses, tests against the C/C-SiC disk showed stable braking performance and wear. The abraded material from a steel disk formed a stable friction film by fusing together harder pad particles with abraded steel, which reduced wear and stabilized the braking performance. The high values of coefficient of friction obtained (0.5–0.7), their stability during the braking and the acceptable wear rate make these materials appealing for automotive brake applications.     

Development and tribological studies of a novel metal-ceramic hybrid brake disc

Ceramic matrix composite (CMC) friction materials show promising tribological properties. Typically, carbon ceramic brake discs consist of a C/SiC rotor which is joined to a brake disc bell. Within this work, a novel metal-ceramic hybrid brake disc, consisting of C/SiC friction segments which are mounted by screws onto an aluminum carrier body, was designed and investigated. A prototype was built which was tribologically tested with three different brake pad materials, LowMet reference, modified SF C/SiC as well as C/C. A constant starting sliding velocity of 20 m/s and braking pressures of 1, 2, and 3 MPa were investigated. To simulate emergency braking conditions 10 consecutive brake applications were carried out in close succession for each brake pad material and braking pressure. The C/C brake pad material showed the highest average coefficient of friction followed by the LowMet and C/SiC material. However, the wear rates of the C/C and LowMet material were orders of magnitude higher compared to the C/SiC material.     

Tribological behavior and wear mechanism of C/C–SiC brake discs based on third-body layer

C/C–SiC composites are promising candidates for heavy-duty tracked vehicle brake discs. A third-body layer (TBL) can be formed on the surface of C/C–SiC self-mated brake discs, which has an important impact on tribological behavior and wear mechanism of brake discs. Herein, the formation conditions and evolution process of TBL and its effect on friction and wear properties were investigated. An appropriate braking pressure and speed (P and V) are beneficial to the cutting of asperities and refinement of wear debris on the contact surface, which are preconditions for the formation of original TBL. The original TBL can be formed under the P·V of 12, 15, and 16, which effectively improve braking stability and reduce the wear rate. During the continuous braking process, the original TBL undergoes growth, stabilization, destruction, and regeneration. Under the frictional heat and compressive stress, wear debris gradually evolves into a uniform and dense TBL. The average coefficient of friction and wear rate reach to the lowest value of .446 and 38.5 × 10⁻³ cm³/MJ, respectively. A continuous high temperature in the later stages of braking leads to severe oxidative wear. The newly formed TBL covers the original surface to form a multilayered structure, indicating the TBL undergoes destruction and regeneration.     

Oxidation behaviour of C/C–SiC brake discs tested on full-scale bench rig

C/C–SiC composites are considered to be strong candidates for the new generation of high-speed train brake discs. To achieve a better application, it is necessary to improve understanding of the oxidation behaviour of C/C–SiC brake discs after a full-scale bench test rig. In this study, full-scale braking bench tests for C/C–SiC self-mated brake pairs were conducted under a braking speed of 350–420 km/h and a braking pressure of 17–28 kN. Moreover, the oxidation behaviour and mechanisms of the C/C–SiC brake discs during the practical braking process were investigated. The results indicate that the oxidation behaviour is highly dependent on the friction surface region of the C/C–SiC brake disc owing to the distribution of microcracks, the formation of friction films, the difference in temperature, and the contact content with O₂. Specifically, the oxidation depths of the friction layer on the inner circumferential surface, middle friction surface, and outer circumferential surface were 278.3, 252.1, and 359.9 μm, respectively. Furthermore, the oxidation reaction preferentially occurs in the active area of the C fibre and pyrolytic carbon (PyC) during the braking process.     

Preparation and Dynamometer Tests of 3D Needle‐Punched C/C‐SiC Composites for High‐Speed and Heavy‐Duty Brake Systems

Three‐dimensional (3D) needle‐punched C/C‐SiC brake composites were fabricated by chemical vapor infiltration combined with liquid silicon infiltration. The microstructures, properties, and dynamometer tests for different high‐speed and heavy‐duty brake systems had been investigated. The results indicated that the value of flexural strength and compressive strength can reach 182 Mpa and 234 MPa, respectively. Their thermal conductivity remained between 15–21 W/m/K between room temperature and 1100°C. The dynamometer test of 3D needle‐punched C/C‐SiC brake disk and pads for high‐speed trains, according to the procedure of International Union of Railways, showed that the coefficient of friction (μ) was about 0.32 and not sensitive to the brake speeds. After four times of emergency stops, the linear wear rate of the C/C‐SiC pads was 0.481 cm³/MJ. The C/C‐SiC brake pairs of vehicle were tested with inertia dynamometer according to SAE's J2522 testing procedure, and the characteristic values of the C/C‐SiC brakes indicated that the hot fade was almost 0. The C/C‐SiC pads were matched with C45 steel disk and tested for engineering machineries brake system, and the wear rate of C/C‐SiC pads was 4.2 μm/cycle and less than one‐sixth of that of the traditional powder metallurgy brake pad. The 3D needle‐punched C/C‐SiC brake composites have been demonstrated to be the top choice for advanced friction materials of high‐speed and heavy‐duty brake systems.     

Optimization of a commercial brake pad formulation

A brake pad material used in a popular, commercially available vehicle that consisted of steel wool, iron powder, graphite, coke, styrene–butadiene rubber, MgO, BaSO₄, and phenolic resin was tested with the friction assessment and screening test. The average friction coefficient (0.357) and total wear (19.75 wt %) were measured. An alternative friction material formulated with identical constituents but optimized with the golden section principle and relational grade analysis was produced in a laboratory environment. This material exhibited an average friction coefficient of 0.419 and a low total wear of 6.25 wt %. An analysis of component costs indicated that the large volume price of the commercial material, $1.01/kg, was less than that of the laboratory material, $1.21/kg. However, the performance/cost ratio of the new material was appreciably greater. © 2002 Wiley Periodicals, Inc. J Appl Polym Sci 84: 2498–2504, 2002     

不同工况参数对酚醛树脂基无石棉闸瓦材料摩擦性能影响

针对WSM–3型酚醛树脂基无石棉摩阻材料,搭建实验装置研究WSM–3型闸瓦材料与16Mn钢摩擦副摩擦性能。根据实验数据,研究了瞬态/平均摩擦系数随不同接触压力、不同滑动速度及不同接触表面温度的变化规律,在考察多种曲线的基础上,分析瞬态/平均摩擦系数在不同工况参数下的变化特性,并探讨了闸瓦材料摩擦性能的变化机制。实验证实,闸瓦材料的摩擦性能不仅具有强烈的系统依赖性,而且与系统的工况因素具有强耦合性,在闸瓦材料摩擦学设计中将瞬态/平均摩擦系数视作变量是必要的。     

Braking behaviours of C/C–SiC mated with iron/copper-based PM in dry,wet and salt fog conditions

C/C–SiC composites have enormous potential as a new generation of brake materials. It is worth studying the friction and wear behaviours of these materials in special environments to ensure the safe and effective braking of trains in practical applications. In this study, the braking behaviours and wear mechanisms of C/C–SiC mating with iron/copper-based PM in dry, wet and salt fog conditions are compared in detail. The results show that the coefficient of friction (COF) in the wet condition is reduced by 14.13% compared with that under the dry condition. The COF value of the first braking under salt fog condition is increased by 12.27% and 30.75% compared to the dry and wet conditions, respectively. Additionally, the tail warping phenomenon of the braking curve disappears in wet condition, which is attributed to the weak adhesion of friction interfaces and the lubrication of the water film. The main wear mechanisms of C/C–SiC mating with iron/copper-based PM under dry condition are adhesive, fatigue and oxidation wear. However, the dominant wear in wet condition is abrasive wear. The cooling and lubrication of water reduce the tendency of thermal stress, and weaken adhesive and fatigue wear. Furthermore, salt fog can accelerate the corrosion of alloy friction film, leading to the damage of friction film. Meanwhile, the third body particles formed in salt fog condition participate in the braking process. The wear mechanisms in salt fog condition are dominated by abrasive and delamination wear.     

汽车传动和制动系统的陶瓷摩擦材料探秘

在汽车的制动系统中,制动摩擦片是最关键的安全零件,所有制动效果的好坏都是制动摩擦片起决定性作用,所以说,好的制动摩擦片是人和汽车的保护神。针对研制开发新型摩擦材料已成为相关行业的当务之急,论述了汽车陶瓷制动摩擦片材料引领时尚潮流,分析了陶瓷制动摩擦片的性能优势,介绍了摩擦材料的技术要求及陶瓷制动摩擦片的关键技术,提出了我国陶瓷制动片产品走向国际中高端市场。     

Preparation of phenolic resin/organized expanded vermiculite nanocomposite and its application in brake pad

Phenolic resin (PF)/organized expanded vermiculite (OEVMT) nanocomposite was prepared via melt intercalation with EVMT organically treated using benzyldimethyloctadecylammonium. The results of the PF/OEVMT structure characterized by X‐ray diffraction and transmission electron microscopy showed that the PF/OEVMT nanocomposite formed exfoliated and intercalated mixed structure. Thermogravimetric analysis indicated that the thermal decomposition temperature of the PF/OEVMT nanocomposite (482.6°C) was higher than that of pristine PF (433.9°C) in air atmosphere. The brake pad based on PF/OEVMT nanocomposite were also prepared. The friction and wear tests illustrated that the brake pad based on PF/OEVMT had more stable friction coefficient and lower wear rate than that of the brake pad based on PF. Scanning electron microscopy also showed that the brake pad based on PF/OEVMT nanocomposite has excellent high temperature wear‐resistance. © 2010 Wiley Periodicals, Inc. J Appl Polym Sci, 2011     

混杂纤维增强酚醛闸片在提速列车上的应用研究

采用混杂纤维作增强材料并以改性酚醛树脂为基体制成提速列车用的制动闸片。在1∶1列车动力试验台上对闸片的应用特性进行了测试。试验结果表明，研制的制动闸片在紧急制动、常规制动、洒水制动、坡道调速制动和静摩擦情况下的摩擦性能均十分理想，而且摩擦系数的离散性很小。实验发现，摩擦工作面的成膜控制是解决制动闸片的速度敏感性和温度敏感性问题的关键。     

Optimized a-C coatings by doping with zirconium for tribological properties and machining performance

In this study, a-C:Zr_x% coatings with various levels of zirconium (Zr) addition are deposited on cemented tungsten carbide (WC-Co) substrates using a medium frequency twin magnetron sputtering and unbalanced magnetron sputtering system. The tribological properties of the coatings are investigated by conducting wear tests against an AISI 1045 steel counterbody under a cylinder-on-disk line contact wear mode using an oscillating friction and wear tester system. The machining performance of coated turning cutters and micro-drills is then evaluated by performing turning tests and high-speed through-hole drilling tests using AISI 1045 steel counterbodies and printed circuit board workpieces, respectively. The experimental results reveal that the fabricated a-C:Zr_x% coatings not only have improved tribological properties, but also yield an enhanced machining performance. For sliding against the AISI 1045 steel counterbody under loads of 10 N and 100 N, respectively, the optimal tribological properties are provided by the a-C:Zr_13%coating. However, the optimal turning and drilling performance is obtained using the a-C: Zr_45% coating.     

Surface and cross–section characteristics and friction–wear properties of high velocity oxy fuel sprayed WC–12Co coating

A WC–12Co coating was sprayed on H13 hot work mould steel using a high velocity oxy fuel (HVOF). The surface and cross–section morphologies, chemical compositions, and phases of obtained coatings were analyzed using a field emission scanning electron microscope (FESEM), energy dispersive spectrometer (EDS), and X–ray diffraction (XRD), respectively. The friction–wear properties were investigated using a wear test, the wear mechanism of WC–12Co coating was also discussed. The results show that the WC–12Co coating primarily is composed of WC hard phase with high hardness and Co as a binder, which is evenly distributed on the coating surface, no atom–rich zones. There is no W₃O phase appearing in the HVOF spraying, showing that the WC–12Co coating has high oxidation resistance, the new phases of W₂C and C are produced due to the decarburization of WC. The coating thickness is ~200 μm, which is combined the substrate with the mechanical binding and local micro–metallurgical bonding. The average coefficient of friction (COF) of WC–12Co coating is 0.272, showing good friction performance, the wear mechanism is primarily abrasive wear, accompanied with fatigue wear.     

Corrosion and wear behavior of alumina‐polyester nanocomposite coatings

The corrosion and wear behavior of powder coatings fabricated by the electrostatic method was investigated in this study. Pure polyester coating and fabricated nanocomposite powder coating with 10 and 20 mass.% alumina nanoparticles were coated with electrostatic spraying method on the surfaces of carbon steel substrate. Coatings were cured in two regimes by oven and microwave for the appropriate time. The effects of alumina nanoparticles on the corrosion resistance of coated samples were studied by immersion and electrochemical impedance spectroscopy (EIS) tests. Also, pin‐on‐disk test was applied to evaluate the wear properties and coefficient of friction (COF) of the coatings. The results of the corrosion test reveal that the samples with 10 mass.% alumina show the best corrosion resistance and cause a reduction in corrosion rates which is about 36 times to that of the pure sample. The wear rate of nanocomposite coatings is 10 times lower than that of pure ones and also the coefficient of friction of nanocomposite samples is almost half of the pure samples. Furthermore, the nanocomposite coatings cured in the microwave show better protection properties and wear resistance than that of ones cured in an oven. POLYM. ENG. SCI., 57:846–856, 2017. © 2016 Society of Plastics Engineers     

刹车速度对C/C-SiC复合材料摩擦磨损性能的影响

对反应熔体渗透工艺制备的C/C-SiC复合材料,在MM-1000型摩擦磨损试验机上进行了模拟飞机制动刹车实验,重点研究了C/C-SiC复合材料在不同刹车速度下的摩擦磨损性能.研究表明:随着刹车速度的增加,C/C-SiC复合材料的摩擦系数先少许增加然后再减小,在10 m/s时达到最大值0.52.磨损率在低速时保持较低的数值,随着刹车速度的增加呈线性增加,但仍小于C/C复合材料的磨损率,表明C/C-SiC复合材料具有优良的耐磨损性能.当刹车速度超过20 m/s时,由于能载水平较高,摩擦表面出现犁沟现象并形成大量球状磨屑,摩擦系数急剧减小.     

Applicability of DLC and WC/C low friction coatings on Al2O3/TiCN mixed ceramic cutting tools for dry machining of hardened 52100 steel

The present work examines the applicability of DLC and WC/C low friction coatings on Al₂O₃/TiCN based mixed ceramic cutting tools for the dry and hard turning of AISI 52100 steel (62 HRC). The characterization of coated tools reveals that the coatings retain very low values of surface roughness, whereas the DLC coating exhibits much higher microhardness when compared to the WC/C coating. On the other hand, the WC/C coating exhibit a coarse surface morphology virtually due to the tungsten doping. Later, continuous turning tests were executed with the help of coated and uncoated cutting tools under dry cutting conditions, and their performance was investigated in terms of machining forces, cutting temperature and tool wear. Coating delamination by flaking and peeling is quite prominent in the case of both the coatings; however, it is less severe for the WC/C coated tool. The coatings help to reduce machining forces, cutting temperatures and tool wear, but the performance of coated tools converge towards uncoated tool as the cutting speed, and feed rate is increased. Both the coatings prevent the development of cracks near the cutting edge with WC/C coating exhibiting superior wear behavior basically due to its multilayered structure and better thermal stability. Moreover, the tested low friction coatings don't serve as thermal barriers and only the lubrication generated due to graphitization at the chip-tool interface is mostly responsible for the improved machining performance.     

Optimization of diamond coated microdrills in aluminum alloy 7075 machining: A case study

Aluminum alloy 7075 is widely used for producing micro-scale heat sinks, micro-fluidic devices, micro-propellers and so on. This paper deals with optimizing microstructure and thickness of diamond coatings on microdrills used in 7075 aluminum alloy machining. Firstly, the friction tests between microcrystalline diamond (MCD), nanocrystalline diamond (NCD) films and aluminum alloy reveal that the stable coefficient of friction (COF) of MCD–aluminum alloy working pair is 0.240, much higher than that of NCD–aluminum alloy working pair (0.072). The decrease of COF is mainly attributed to the lower roughness of NCD films and the presence of more graphite or the non-diamond phases in NCD coatings. Afterwards, comparative cutting tests involving MCD, NCD, diamond-like coating (DLC) and TiAlN coated microdrills show that after drilling 200 holes, NCD coated microdrills exhibit the best cutting performance. Furthermore, NCD coated microdrills with coating thicknesses of 1 μm, 2 μm, 4.5 μm and 7 μm are fabricated and their cutting performance is studied in aluminum alloy machining. The cutting experiments show that the NCD coated microdrill with coating thickness of 4.5 μm shows the best cutting performance, exhibiting not only lowest flank wear and no tool tipping or chipping on the main cutting edges but also the highest quality of drilled holes because of the outstanding adhesive strength and wear resistance of the NCD coating.     

Braking Behavior of C/SiC Composites Prepared by Chemical Vapor Infiltration

Carbon fiber-reinforced silicon carbide matrix composites have the potential to overcome the shortcoming of the currently used carbon/carbon friction materials in aircraft brakes. In this article, the carbon/silicon carbide (C/SiC) composites were prepared by chemical vapor infiltration method, and the brake disks with different densities and component content were finally obtained. The friction coefficient and friction stability can be significantly improved by increasing both material density and carbon content. When the density of C/SiC composite is 2.3 g/cm³, the coefficient of friction measured is 0.23, the coefficient of friction stability remains about 0.43, the liner wear rate is less than 9.3 μm/cycle, and the weight wear rate is less than 9.1 μm/cycle. The rapid increase of friction coefficient approaching the end of braking is mainly related to the increasing of surface temperature in a short time and the enhanced adhesion and abrasion of contact conjunctions and asperities. The C/SiC composites exhibited a good stability of braking against fading versus the braking number and surface temperature. The surfaces of C/SiC brake disks were covered with wear debris including the fragment of carbon fibers after the braking tests. The wear on the surfaces is significantly determined by cyclic mechanical and thermal stresses, which result in the micro-cracks in the SiC matrix, the thin flakes of the surface materials as well as the grooves.     

Microstructure and tribological properties of PIP-SiC modified C/C–SiC brake materials

A combination method of precursor infiltration and pyrolysis (PIP), chemical vapor infiltration (CVI) and liquid silicon infiltration (LSI) was proposed to prepare PIP-SiC modified C/C–SiC brake materials. The SiC ceramic matrix pyrolyzed by polymethysilane (PMS) homogeneously dispersed in the fiber bundles region, which improved the plough resistance of local C/C region and the wear resistance of C/C–SiC brake materials. When the braking speed rises to 28 m/s, the fluctuation range of friction coefficient was limited to 0.026. The linear wear rate of the as-prepared composites was could be ~50% less than that of C/C–SiC, when the braking speed was above 15 m/s (for instance, the wear rate of 1.02 μm/(side·cycle) at 28 m/s less than 2.02 μm/(side·cycle) of traditional C/C– SiC). The fading ratio D of CoF under wet conditions was ~11%. The results showed that introducing PIP-SiC could stabilize the braking process and effectively prolong the service life of C/C–SiC brake materials.     

Effect of Zr content on friction and wear behavior of Cr‐Zr‐N coating system

Nanostructured Cr‐Zr‐N thin film with different Zr content (0 to 48.8 at.%) was deposited, using an RF magnetron‐sputtering technique. The structural evolution and morphological changes were performed. The tribological performances were evaluated, using a ball‐on‐disk type Oscillating tribometer. The tests were carried out under normal loads of 2, 4 and 6 N, respectively, with an alumina ball (Al₂O₃) as a counter face. The results showed that the crystallite size of the Cr‐Zr‐N system was reduced to 10.8 nm at 31.8 at.% Zr content. Morphological studies of the films showed that the roughness continuously decreased with increasing Zr content, exhibiting a value of 11.2 nm at 31.8 at.% Zr. The wear rate tends to decrease with the increasing of Zr content to reach a lowest value of 1.95 × 10‐2 μm3.N.μm‐1 at 31.8 at.% Zr. The wear rate and friction coefficient were lower in the samples with 31.8 at.% Zr content. The improved friction and wear resistance were attributed to the grain refinement strengthening mechanism at 31.8 at.% of Zr.