供油温度对 45~# 淬火钢滑动摩擦副咬死影响的试验研究

在ＭＨＫ－５００型环块式磨损试验机上，在Ｌ－ＡＮ４６全损耗系统用油的不同供油温度下，对由４５＃淬火钢试环、试块组成的滑动摩擦副进行了抗咬死性能试验研究。试验结果表明：供油温度对摩擦副的抗咬死性能有较大的影响。在一定的范围内，提高润滑油的供油温度，有利于提高摩擦副的抗咬死能力。试验还发现：摩擦副失效后表面温度表现出不确定性。润滑油中的磨粒状况对摩擦副咬死影响不可忽视。对摩擦副咬死的研究应考虑润滑油中磨粒随时间改变的因素，基于时变的观点来研究摩擦副咬死机理更具有实际意义。

滑动摩擦和弹塑性阻尼器相结合的基础隔震体系

一、前言 隔震、控震是当代提高抗震设计水平的新思想之一,其研究成果和有关变形控制、能量累积损伤的研究,标志着抗震设计的理论和方法已超越弹性反应谱理论而进入了第三个发展阶段。

铜镍锡合金干滑动磨损行为研究

大型装备上的铜镍锡合金工件常常工作在润滑不足或者无润滑的工况条件下,因此有必要研究铜镍锡材料在干摩擦下的性能。采用CEF-I型销-盘式磨损试验机对铜镍锡合金在不同载荷与转速条件下进行干滑动摩擦磨损试验,采用扫面电子显微镜、能谱仪和轮廓检测仪对磨损表面进行检测,研究铜镍锡合金的干滑动磨损行为,并探讨其磨损机制。结果表明:在转速一定时,平均摩擦因数随载荷增大总体呈波动下降趋势,铜镍锡合金试件磨损量先缓慢增加,在较高载荷下快速增加;在载荷一定时,平均摩擦因数随转速增大先增大后减小,铜镍锡合金试件磨损量总体呈先减小后增大趋势;随着载荷的增大,铜镍锡合金的磨损机制由轻微黏着和剥层磨损到明显的黏着和剥层磨损,再到严重的黏着和疲劳磨损,随着转速的增大,铜镍锡合金的磨损机制由磨粒磨损转变为黏着磨损再到剥层磨损。在较低载荷下,随着转速的增大,铜镍锡合金摩擦磨损性能保持很好的稳定性,因此铜镍锡合金适用在高转速较低载荷的干摩擦工况下。

等温淬火球墨铸铁滑动摩擦磨损性能的研究

研究了ADI在有润滑的磨擦条件下的耐磨性并分析了其磨损机理。结果表明,ADI在有润滑的滑动摩擦中的耐磨性随奥氏体化温度(850～950℃)的升高和等温湿度(300～400℃)的升高而下降,其磨损机制主要是粘着磨损。最后提出了在摩擦磨损条件下如何选用ADI的参考建议。

滚动运动中的滑动摩擦

磨擦在滚动运动中起重要作用,它使能量在平移与转动两种运动形态之间保持平衡,而本身并不消耗机械能。

齿轮传动啮合效率计算方法的研究

研究了齿轮传动中啮合效率的计算方法，推导出渐开线圆柱齿轮内外啮合传动的效率函数，证明了效率函数在啮合区间的连续性。基于连续函数积分中值定理，定义了齿轮传动啮合效率的积分形式，通过积分运算得到了渐开线内外齿轮啮合效率的计算公式，并从理论上证明了效率公式的正确性。结合数据计算结果的图表分析，进一步验证了效率公式的有效性。

Dry sliding wear behavior and mechanism of AM60B alloy at 25-200 ℃

Dry wear tests under atmospheric conditions at 25-200 °C and loads of 12.5-300 N were performed for AM60B alloy. The wear rate increases with increasing the load; the mild-to-severe wear transitions occur under the loads of 275 N at 25 °C, 150 N at 100 °C and 75 N at 200 °C, respectively. However, as the load is less than 50 N, the wear rate at 200 °C is lower than that at 25 °C or 100 °C. In mild wear regimes, the wear mechanisms can be classified into abrasive wear, oxidation wear and delamination wear. Delamination wear prevailed as the mild-to-severe wear transition starts to occur; the delamination occurs from the inside of matrix. Subsequently, plastic-extrusion wear as severe wear prevails accompanied with the transition. The thick and hard tribo-layer postpones the mild-to-severe wear transition due to restricting the occurrence of massive plastic deformation of worn surfaces.

Wear behavior of Mg-10Y-4Gd-1.5Zn-0.4Zr alloy

Dry sliding wear tests were performed on a Mg-10Y-4Gd-1.5Zn-0.4Zr alloy using a Ball-on-Flat type wear apparatus against an AISI 52100 type bearing steel ball counterface. The wear rates were measured within a load range of 3-25 N, a sliding speed range of 0.03-0.3 m/s and a sliding temperature range of 25-200 ℃ at a constant sliding distance of 400 m. The morphologies of the worn surfaces and wear debris were studied by scanning electron microscopy （SEM） and energy dispersive X-ray spectroscopy （EDS）. Comparatively, the wear properties of a hypereutectic Al-Si aluminium alloy under the same condition were measured. The results indicate that the wear rates of Mg-10Y-4Gd-1.5Zn-0.4Zr alloy are lower than that of cast＋T6 AC9B aluminium alloy. The dominant mechanism of cast＋T6 Mg-10Y-4Gd-1.5Zn-0.4Zr alloy is abrasion wear mixed with other wear mechanisms, which tends to be an abrasion and plastic deformation wear at high normal load such as 10-25 N, abrasion and plastic deformation wears with small participation of delamination and oxidative wears at high sliding speed such as 0.12-0.3 m/s, and an oxidative and abrasion wear at high test temperature such as 100-200 ℃. The Mg12Y1Zn1 phase in Mg-10Y-4Gd-1.5Zn-0.4Zr alloy plays an important role in the wear rate.

Friction and wear properties of in-situ synthesized Al_2O_3 reinforced aluminum composites

Al-5%Si-AI2O3 composites were prepared by powder metallurgy and in-situ reactive synthesis technology. Friction and wear properties of Al-5%Si-Al2O3 composites were studied using an M-2000 wear tester. The effects of load, sliding speed and long time continuous friction on friction and wear properties of Al-5%Si-Al2O3 composites were investigated, respectively. Wear surface and wear mechanism of Al-5%Si-Al2O3 composites were studied by Quanta 200 FE-SEM. Results showed that with load increasing, wear loss and coefficient of friction increased. With sliding speed going up, the surface temperature of sample made the rate of the producing of oxidation layer increase, while wear loss and coefficient of friction decreased. With the sliding distance increasing, coefficient of friction increased because the adhesive wear mechanism occurred in the initial stage, then formation and destruction of the oxide layer on the surface of the sample tended to a dynamic equilibrium, the surface state of the sample was relatively stable and so did the coefficient of friction. The experiment shows that the main wear mechanism of Al-5%Si-Al2O3 composites includes abrasive wear, adhesive wear and oxidation wear.

碰撞后总动量为何会增大

用J2135-1型(或J2135型)碰撞实验器研究碰撞中的动量守恒规律,是中学物理课本中的一个基本实验.有人认为,将被碰小球放在水平槽末端时,也可保证两小球在水平方向上实现对心碰撞,这样做可使实验操作更为简便,还可减少误差.实验发现,碰撞后两球的总动量总是增大.发生这一似乎反常的现象原因是什么呢?

浅谈摩擦力在防抱死系统中的应用

在讲授摩擦力一节时,许多同学能举出汽车刹车是应用滑动摩擦力的例子,也有同学提出装有防抱死系统(以下简称ABS)的汽车是如何刹车的呢?下面简单介绍一下ABS及摩擦力是如何在ABS中发生作用的。何为ABS?简单说就是利用传感器和电脑实时采拾轮胎运动状态的数据,控制车轮在车子的制动过程中处于边滑动边转动状态,防止轮子在制动中被一直抱死的系统。

无擦伤折弯模的结构设计

分析了一般折弯模具产生擦伤的原因，设计了一种新的无擦伤折弯模具结构，介绍了模具的工作过程和设计要点。无擦伤折弯模具的运动是滑动与转动相结合以转动为主，与制品表面几乎没有相对滑动，因此能达到很好的外观要求。

读编往来

摩托车发动机气缸磨损的原因 Q：请问摩托车发动机气缸磨损的原因是什么？（海游汤松涛） A：摩托车发动机气缸内壁磨损的原因主要有：造成气缸内壁磨损的主要原因是气缸内壁与活塞、活塞环之间的滑动磨擦及气缸内高温、高压气体的化学腐蚀。气缸内壁的磨损可分为两类：正常磨损和非正常磨损，正常磨损是有规律的，

锻钢支承辊质量探讨

一、前言 支承辊在轧时承受巨大的应力，且长期在滑动磨擦与滚动疲劳的苛刻条件下工作，为保证支承辊的正常运转，必须具备四个基本条件即；（1）抗断裂能力强，（2）耐剥落性好，（3）优良的耐磨性能，（4）足够的刚性，以承受峰值负荷。

Effect of Fe-impurity on tribological properties of Al-15Mg_2Si composite

The effect of Fe-impurity（0.2%-2%, mass fraction） on the microstructure, dry sliding wear, and friction properties of Al-15 Mg2 Si composite was investigated using a pin-on-disk tester under the applied pressures of 0.25, 0.5 and 1 MPa at a constant sliding speed of 0.13 m/s. According to the results, Fe modified the primary Mg2 Si particles from irregular dendritic form to smaller particles with polyhedral shapes, refined the pseudo-eutectic structure, and led to the formation of hard b-Al5 Fe Si platelets in the matrix. In spite of hardness improvement by these microstructural changes, the resistance of the composite against dry sliding wear was impaired. SEM examination of the worn surfaces, wear debris, and subsurface regions confirmed the negative effect of b-phase on the tribological properties. It was found that b-particles were fractured easily, thereby decreasing the potential of the substrate to resist against sliding stresses and giving rise to the instability and easy detachment of tribolayer as large delaminated debris. The friction results also revealed that Fe slightly decreased the average friction coefficient, but increased the fluctuation in friction.

Dry sliding wear behavior of Al_2O_3 fiber and SiC particle reinforced aluminium based MMCs fabricated by squeeze casting method

Al2O3 fiber （Al2O3f） and SiC particle （SiCp） hybrid metal matrix composites （MMCs） were fabricated by squeeze casting method.The tests were carried out using a pin-on-disk friction and wear tester by sliding these pin specimens at a constant speed of 0.36 m/s （570 r/min） against a steel counter disk at room temperature,100 C and 150 C,respectively.To observe the wear characteristics and investigate the wear mechanism,the morphologies of the worn surfaces and specific wear rate were analyzed by using scanning electron microscope （SEM） and Arrhenius plots.Moreover,the effects of fiber orientation and hybrid ratio were discussed.

Tribological Properties of MoSi_2 Against AISI10045 Steel Under Sliding Friction

MoSi2 samples were prepared by a self-propagating high-temperature synthesis (SHS) and a hot-press technique. The sliding friction and wear properties of intermetallic MoSi2 against AISI10045 steel under dry friction and oil lubrication conditions were investigated with a MRH-5A type ring-on-block friction and wear tester. The elemental composition, microstructure and worn surface morphology of the MoSi2 material were observed and analyzed by means of scanning electron microscopy (SEM) and X-ray diffraction (XRD). The synthetic parameter pv value reflecting friction work, was used to discuss the tribological properties of MoSi2 material. The results show that 1) oil lubrication can obviously improve the tribological properties of MoSi2, 2) the bigger the pv value, the greater the antifriction and the abrasive resistance of MoSi2 under oil lubrication, 3) with an increase in the pv value, the wear mechanism of MoSi2 material under dry sliding friction is the fatigue fracture and adhesive wear and 4) under oil lubrication the wear mechanism is mainly fatigue pitting.

Sliding wear behavior of magnetorheological fluid for brass with and without magnetic field

A pin-on-disc wear apparatus was used to carry out the tribological experiment of brass to investigate the effect of a magnetorheological （MR） fluid on the interfacial surface with and without magnetic field. A series of tests were performed at the loads of 20-100 N and rotating speeds of 127-425 r/min for 2 h. The friction coefficient and wear rate were monitored by the wear apparatus, while the microstructures of the worn surfaces were observed by scanning electron microscope （SEM）. In addition, the chemical composition of worn surfaces was analyzed by energy dispersive X-ray spectroscopy （EDS）. Test results show different friction and wear performance of the MR fluid with and without magnetic field. At the same time, the effects of various normal loads and rotating speeds on the tribological behavior were investigated. Through the investigation of the morphologies of the wom surfaces under the magnetic field, it is found that the MR particles are clearly evident on the wom surface and the plastic flow of ridges causes the lateral extrusion. This directly indicates that abrasive wear is the predominant wear mechanism observed with MR fluid.

Fractal identification of wear debris group in sliding wear process

Fractal geometry was used to describe the distribution characteristics of wear debris group collected from pin-on-disc wear tester under dry friction conditions, and experimental study and theoretical analysis were made for the distribution features of wear debris group. It was found that the wear debris size distribution conforms to the fractal distribution law. Two numerical parameters, fractal dimension D and scale coefficient C, were defined with their geometric and tribological meanings and calculating methods given. It was discovered that these two parameters can be used to describe the variation law of wear status, which provide the basis for diagnosis and prognosis of tribological systems.

Tribological behavior and energy dissipation characteristics of nano-Al_2O_3-reinforced PTFE-PPS composites in sliding system

Nanoparticles are increasingly being used to improve the friction and wear performance of polymers. In this study, we investigated the tribological behavior and energy dissipation characteristics of nano-Al_2O_3-reinforced polytetrafluoroethylenepolyphenylene sulfide(PTFE-PPS) composites in a sliding system. The tribological behaviors of the composites were evaluated under different normal loads(100–300 N) at a high linear velocity(2 m/s) using a block-on-ring tester. Addition of the nano-Al_2O_3 filler improved the antiwear performance of the PTFE-PPS composites, and the friction coefficient increased slightly. The lowest wear rate was obtained when the nano-Al_2O_3 content was 3%(volume fraction). Further, the results indicated a linear correlation between wear and the amount of energy dissipated, even though the wear mechanism changed with the nano-Al_2O_3 content, independent of the normal load applied.