A new approach for prediction of the wear loss of PTA surface coatings using artificial neural network and basic,kernel-based,and weighted extreme learning machine

Wear tests are essential in the design of parts intended to work in environments that subject a part to high wear.Wear tests involve high cost and lengthy experiments,and require special test equipment.The use of machine learning algorithms for wear loss quantity predictions is a potentially effective means to eliminate the disadvantages of experimental methods such as cost,labor,and time.In this study,wear loss data of AISI 1020 steel coated by using a plasma transfer arc welding(PTAW)method with FeCrC,FeW,and FeB powders mixed in different ratios were obtained experimentally by some of the researchers in our group.The mechanical properties of the coating layers were detected by microhardness measurements and dry sliding wear tests.The wear tests were performed at three different loads(19.62,39.24,and 58.86 N)over a sliding distance of 900 m.In this study,models have been developed by using four different machine learning algorithms(an artificial neural network(ANN),extreme learning machine(ELM),kernel-based extreme learning machine(KELM),and weighted extreme learning machine(WELM))on the data set obtained from the wear test experiments.The R2 value was calculated as 0.9729 in the model designed with WELM,which obtained the best performance among the models evaluated.

Determination of Muzzle Velocity Loss by Bore Wear Pattern

A method to determine muzzle velocity loss according to the actual measured bore wear pattern is proposed.Therefore,it is unnecessary to conduct live firing and other experiments for determination of muzzle velocity loss.It has been applied to a national military standard since July 1,2004.

惯性基准法在地铁轨道检测中的应用

地铁的使用寿命与地铁轨道的损耗状况有关,及时地发现轨道问题,并加以修复可以有效提高地铁使用寿命;为了提升城市地铁的使用寿命,研究构建了一个基于惯性基准法的地铁轨道波磨损耗检测系统;该系统以惯性基准法为核心,配合加速度计,及检测车辆,对地铁轨道的波磨损耗情况进行检测;结果显示,惯性基准法的检测标准差,总是低于弦测法的检测标准差,检测长度为400 m时,弦测法的检测标准差为0.79 mm,而惯性标准法的检测标准差为0.72 mm;基于惯性基准法的检测系统的检测结果与实际情况基本一致;研究构建的地铁轨道波磨损耗检测系统的检测成本更低,且检测精度符合实际应用需求。

挤压力及热处理对体育器材用7A09铝合金组织和性能的影响

采用挤压铸造工艺制备了7A09铝合金,研究了挤压力及时效工艺对7A09铝合金组织和性能的影响。结果表明:以挤压力为25、50和75 MPa的挤压铸造工艺制备的7A09铝合金铸件内无气孔、缩孔等缺陷,其显微组织比采用普通铸造工艺制备的铝合金铸件致密;挤压铸造的合金晶粒和沉淀相比普通铸造的合金的细小,随着挤压力的增大,合金的硬度和抗拉强度升高,磨损质量损失减小;经120℃时效130 min后,挤压铸造的合金的磨损质量损失比普通铸造的合金显著减小,这是由于挤压铸造合金凝固时间缩短、沉淀相密度提高、晶粒较细小和共晶组织分布较均匀从而耐磨性显著改善所致。

固定-活动义齿在牙齿重度磨耗伴缺失治疗中的应用

目的:分析固定-活动义齿在牙齿重度磨耗伴缺失治疗中的应用效果。方法:回顾性分析2020年2月-2021年10月在笔者医院行口腔修复治疗的88例牙齿重度磨耗伴缺失患者的临床资料,按治疗方式的不同分为对照组(n=43,活动义齿修复)和研究组(n=45,固定-活动义齿修复)。修复后半年判定两组修复效果,并比较两组患者修复前及修复后半年咀嚼效能、颞下颌关节(Temporomandibularjoint,TMJ)功能、生活质量及修复满意度。结果:研究组修复效果(95.56%)明显高于对照组(81.40%)(P<0.05);修复后两组咬合力、咀嚼效率和修复前相比均明显增高(P<0.05),且研究组高于对照组(P<0.05);修复后两组Helkimo临床功能障碍指数、TMJ功能指数(Fricton指数)中的TMJ紊乱指数评分、口腔健康影响程度量表14(Oral health impact scale 14,OHIP-14)评分和修复前相比均明显降低(P<0.05),且研究组低于对照组(P<0.05);研究组患者修复满意度评分高于对照组(P<0.05)。结论:应用固定-活动义齿对牙齿重度磨耗伴缺失患者进行修复的效果较佳,可明显改善患者咀嚼效能和TMJ功能,有效提高其生活质量,并能够提升患者满意度。

曲面摩擦型织物耐磨仪测试方法的改进

为了解决威士伯织物耐磨仪在曲面摩擦测试中存在磨料适应性差、磨料耐久性低和测试效率低的问题,以具有代表性的纯棉、涤棉和涤纶织物为测试对象,采用耐久性好的金刚石砂布和树脂砂布作为磨料,并对金刚石砂布和树脂砂布的摩擦耐久性进行验证。探究了在磨料锋利度和负荷不变的条件下,织物强力损失率与摩擦次数的相关性,重点围绕摩擦后织物强力损失率这一客观评价指标,提出通过给定摩擦次数(100次)下筛选磨料锋利度使之与被测织物适配,避免织物样品欠磨损造成磨损差异小、结果数据离散度大的问题和过度磨损造成结果区分度低、耗时长的问题;在此基础上倍增摩擦次数(200次)提高测试结果稳定性和区分度。认为:改进后的测试方法提高了耐磨仪对织物样品的适应性,显著提升了测试效率和耐磨性评价的准确性。

Friction and wear properties of copper matrix composites reinforced by tungsten-coated carbon nanotubes

Carbon nanotubes (CNTs) were coated by tungsten layer using metal organic chemical vapor deposition process with tungsten hexacarbonyl as a precursor. The W-coated CNTs (W-CNTs) were dispersed into Cu powders by magnetic stirring process and then the mixed powders were consolidated by spark plasma sintering to fabricate W-CNTs/Cu composites. The CNTs/Cu composites were fabricated using the simi-lar processes. The friction coefficient and mass wear loss of W-CNTs/Cu and CNTs/Cu composites were studied. The results showed that the W-CNT content, interfacial bonding situation, and applied load could influence the friction coefficient and wear loss of W-CNTs/Cu com-posites. When the W-CNT content was 1.0 wt.%, the W-CNTs/Cu composites got the minimum friction coefficient and wear loss, which were decreased by 72.1% and 47.6%, respectively, compared with pure Cu specimen. The friction coefficient and wear loss of W-CNTs/Cu composites were lower than those of CNTs/Cu composites, which was due to that the interfacial bonding at (W-CNTs)-Cu interface was bet-ter than that at CNTs-Cu interface. The friction coefficient of composites did not vary obviously with increasing applied load, while the wear loss of composites increased significantly with the increase of applied load.

Influence of graphite content on sliding wear characteristics of CNTs-Ag-G electrical contact materials

CNTs-Ag-G electrical contact composite material was prepared by means of powder metallurgical method. The influence of the graphite content on sliding wear characteristics of electrical contact levels was examined. In experiments, CNTs content was retained as 1% (mass fraction), and graphite was added at content levels of 8%, 10%, 13%, 15% and 18%, respectively. The results indicate that with the increase of graphite content, the contact resistance of electrical contacts is enhanced to a certain level then remains constant. Friction coefficient decreases gradually with the increase of graphite content. Wear mass loss decreases to the minimum value then increases. With the small content of graphite, the adhesive wear is hindered, which leads to the decrease of wear mass loss, while excessive graphite brings much more worn debris, resulting in the increase of mass loss. It is concluded that wear mass loss reaches the minimum value when the graphite mass fraction is about 13%. Compared with conventional Ag-G contact material, the wear mass loss of CNTs-Ag-G composite is much less due to the obvious increase of hardness and electrical conductivity, decline of friction surface temperature and inhibition of adhesive wear between composites and slip rings.

Effect of Fe_2B boride orientation on abrasion wear resistance of Fe-B cast alloy

The microstructures and abrasion wear resistance of directional solidification Fe-B alloy have been investigated using optical microscopy, X-ray diffraction, scanning electron microscopy and laser scanning microscopy. The results show that the microstructure of as-cast Fe-B alloy consists of ferrite, pearlite and eutectic boride. After heat treatment, the microstructure is composed of boride and martensite. The plane which is perpendicular to the boride growth direction possesses the highest hardness. In two-body abrasive wear tests, the silicon carbide abrasive can cut the boride and martensite matrix synchronously, and the wear mechanism is micro cutting mechanism. The worn surface roughness and the wear weight loss both increase with the increasing contact load. Moreover, when the boride growth direction is perpendicular to the worn surface, the highest hardness plane of the boride can effectively oppose abrasion, and the martensite matrix can surround and support borides perfectly.

Influence of loading and rotation speed on Friction and Wear properties of CuAlBi Alloy

The variation of the friction coefficient of the CuAlBi alloy at different connecting loading and friction speed were investigated by using MMU-5G sliding friction-wear tester, besides, the wear mass loss of the CuAlBi alloy was measured, and the influence of loading and rotation speed on friction and wear properties of CuAlBi alloy was also discussed. The results show that the friction coefficient increase then decrease with increase of connecting loading as well as decreases with increase of friction speed, and the wear loss mass increases with increase of connecting loading and friction speed. As a result, the wear failure form of CuAlBi alloy is mainly ploughing.

Influence of Material Condition on the Dry Sliding Wear Behavior of Spring Steels

During the past two decades, considerable efforts have been made in the development of high performance spring steels to meet the needs for weight and savings in the automotive industry. During the service the suspension system will be subjected to different environmental conditions, at the same time it has to sustain a variety of loads acting on it. Among all the wear of spring steel plays a vital role. In this experimental analysis an attempt has been made to investigate the performance of spring steel (EN-47 / SUP 10) under the dry sliding condition. The specimen preparation and the experimentations have been carried out according to the ASTM G99 standards. The effects of tempering and cryogenic treatments on the performance of the spring steel have also been determined. The results have revealed that the material condition has got a significant influence on the performance of the spring steel. In order to analyze the percentage contribution of different wear parameter and the material condition, the DOE and ANOVA have been made. The results have shown that the load (49.205%) has shown the highest influence and the material condition has shown 22.56% of contribution on wear behavior.

Friction and Wear Behavior of GCr15 Under Multiple Movement Condition

Friction and wear of GCr15 under cross-sliding condition is tested on a ball-on-disc wear test machine. Thisresult shows that the cross-sliding of friction pair leads to different friction and wear behavior. For the condition de-scribed in this paper, the friction coefficients with ball reciprocating are smaller than that without ball reciprocating.The friction coefficients increase with the increase of reciprocating frequency.. The wear weight loss of the ball sub-jected reciprocating sliding decreases, however, the wear weight loss of disc against the reciprocating ball increases. Incross-sliding friction, the worn surfaces of the ball show crinkle appearance along the circumferential sliding traces.Delaminating of small strip debris is formed along the plowing traces on the disc worn surface. The plowing furrow onthe disc surfaces looks deeper and wider than that without reciprocating sliding. The size of wear particles fromcross-sliding wear is larger than those without reciprocating sliding.

A Contact Model for Establishment of Hip Joint Implant Wear Metrics

Wear is an important issue in hip implants. Excessive wear can lead to toxicity and other implant associated medical issues such as patient discomfort and decreased mobility. Since implant wear is the result of contact between surfaces of femoral head and acetabulum implant, it is important to establish a model that can address implant surface roughness interaction. A statistical contact model is developed for the interaction of femoral head and acetabulum implant in which surface roughness effects are included. The model accounts for the elastic-plastic interaction of the implant surface roughness. For this purpose femoral head and acetabulum implants are considered as macroscopically spherical surfaces containing micron-scale roughness. Approximate equations are obtained that relate the contact force to the mean surface separation explicitly. Closed form equations are obtained for hysteretic energy loss in implant using the approximate equations.

Effect of Orientation and Applied Load on Abrasive Wear Property of Brass 60:40

Wear is a continuous process in which material is degraded with every cycle. Scientists are busy in improving the wear resistance. Approximately 75% failure in components or machine parts is due to wear. The present paper investigates experimentally the effect of orientation and normal load on alloy of copper and zinc, i.e. Brass, and calculates weight loss due to wear. To do so, a multi-orientational pin-on-disc apparatus was designed and fabricated. Experiments were carried out under normal load 05-20 N, speed 2000 rpm. Results show that the with-increasing load weight loss increases at all angular positions. The loss in weight is maximum at zero degree (horizontal position) and minimum at ninety degree (vertical position) for a particular load. Maximum wear occurs when the test specimen is held at 0° angle and minimum wear occurs when the specimen is held at 90° angle for given applied load. The circumferential distance travel is constant for all positions and for all loads but still mass loss varies.

考虑磨损进程的轴向柱塞马达柱塞副泄漏研究

轴向柱塞马达广泛应用于航空航天、工程机械液压作动系统,容积效率是其重要指标。然而其柱塞副承载润滑状态恶劣,发生的磨损会导致泄漏损失增大,进而使马达的容积效率低于理想设计值。建立了轴向柱塞马达柱塞副磨损退化进程模拟模型,获得了其从跑合磨损到稳态磨损过程中承载界面轮廓的变化,基于此,对自然磨损状态下柱塞副泄漏行为进行分析。结果表明,随着缸孔的磨损,柱塞副泄漏量呈先增大后减小的趋势,柱塞副运行400 min时达到稳态磨损阶段,此时泄漏量相比初始泄漏量增加了2.3%。指出了柱塞副磨损状态和泄漏损失变化的映射关系,对提高轴向柱塞马达的容积效率和实现轴向柱塞马达磨损预测性维护具有一定指导意义。

银涂层保护技术在航空发动机紧固件中的应用研究进展

在大力发展航空业的新形势下,航空发动机紧固件的咬死失效问题逐渐成为航空领域的关注焦点。但是由于航空紧固件面临应力、高温、微动等苛刻工况,在工作过程中,表面银润滑涂层会出现形变、剥落等失效形式,这是提高航空发动机发展水平必须要解决的难题。系统阐述苛刻工况下航空发动机紧固件中存在的微动磨损、磨粒磨损、氧化磨损、粘着磨损4种主要磨损失效形式,对未涂覆保护涂层的螺栓表面以及对涂覆银润滑涂层的涂层表面产生的影响,对比电镀工艺和磁控溅射工艺制备的高温环境用银涂层在硬度、结合力等方面的不同,简述几种可以提高银涂层润滑能力的复合增强涂层制备技术,综述用于高温环境中紧固件保护的高硬度特性和高温特种氧化替代涂层。总结现用航空发动机失效紧固件上银涂层失效分析和现有研究结论,得出实际使用过程中银涂层软化和银的高扩散率是导致涂层失效的主要原因,对涂层保护技术在航空发动机紧固件中的应用提出建议与展望。主要提出了高温下银涂层失效问题的可能解决方法。

基于C17200与34CrNiMo6材料的摩擦磨损特性与数值模拟研究

目的 探究干摩擦下载荷与速度对于C17200与34CrNiMo6材料摩擦学特性的影响,以探寻C17200材料作为风力机制动闸片的可行性,开展考虑表面粗糙度和接触压力分布不均因素的磨损深度的数值模拟。方法 以C17200与34CrNiMo6材料组成销–盘摩擦副,基于风力发电机的制动工况,利用试验探究其摩擦学特性与磨损机理。在ABAQUS中建立三维销–盘平面/平面磨损模型,设置不同载荷与速度,基于销–盘摩擦副理论模型与UMESHMOTION子程序,结合ALE自适应网格技术,对不同工况下的表面磨损深度进行数值计算,通过试验验证提出的理论模型的合理性。结果 在载荷为3 MPa时,随速度的增加,平均摩擦系数先减小、后增加,速度为125.664 mm/s时,平均摩擦系数取最小值0.575;在速度为62.832 mm/s时,随载荷的增大,平均摩擦系数近似线性增大。载荷为1.5MPa时,平均摩擦系数取最小值0.509。C17200与34CrNiMo6试样的磨损量随速度与载荷的增大而增大,但转速对于磨损量的影响更大。C17200与34CrNiMo6的磨损机理主要为粘着磨损和磨粒磨损。C17200材料磨损深度的模拟结果与试验结果的最大误差为4.7%。结论 C17200材料作为风力机主轴制动闸片材料具有可行性。提出的销–盘磨损理论模型的模拟结果与试验结果的最大误差小于5%,应用提出的销–盘磨损模型更加符合实际磨损状态,在保证计算效率的同时具有较高精度,对类似销–盘摩擦副材料磨损量的计算与预测具有一定参考意义。

双端硅氢全氟聚醚-b-聚硅氧烷在丁腈橡胶中的性能

以全氟聚醚烯丙基醚和3种双端含氢硅油(PSi-H)为原料,制备了3种双端硅氢全氟聚醚-b-聚硅氧烷(PFPE-b-PSi-H)减磨剂,然后添加到丁腈橡胶(NBR)中制备了改性NBR。采用FTIR和^(1)HNMR表征了PFPE-b-PSi-H的结构,并对改性NBR的磨损与摩擦系数、拉伸性能与硬度、DMA和TGA进行了测试。结果表明,当选用Si—H键中H的质量分数为0.115%的PSi-H时,所制备PFPE-b-PSi-2使改性NBR的性能达到较佳效果。与NBR相比,当PFPE-b-PSi-2含量为NBR质量的2.0%时,制备的改性NBR的阿克隆磨耗体积从0.250 cm^(3)降至0.125 cm^(3),静摩擦系数从2.589降至1.402,动摩擦系数从2.176降至1.209,拉伸强度从21.4 MPa提高到24.2 MPa,邵氏硬度A从81降至79度,玻璃化转变温度从1.7℃提高到5.7℃,损耗因子从0.73提高到0.78,10%热失重温度提高65℃,残炭率提高9.47%,表明该减磨剂能够降低NBR内部链段运动受到的阻力及表面磨损,优于双端十八烷基全氟聚醚酰胺(损耗因子为0.75)。

Cu基粉末冶金闸片高速制动性能

Cu基粉末冶金闸片在高速制动时受温度的影响易发生摩擦系数的衰退,直接影响列车制动的有效性。利用1:1制动试验台进行不同速度下Cu基粉末冶金闸片的高速制动试验,分析试验后的摩擦材料和磨屑组织。结果表明:制动速度为350 km·h^(-1)和380 km·h^(-1)产生的高温使摩擦材料表层的金属基体发生软化熔融,降低了摩擦副表面微凸点的剪切阻力,导致摩擦系数下降。摩擦表面形成的金属氧化膜具有减磨作用,造成摩擦系数的进一步衰退。在380 km·h^(-1)制动时,石墨在高温下被氧化,摩擦表面失去稳定的润滑膜,出现粘着磨损和材料转移,磨耗量大幅增加。

基于DeepLabV3s的曳引轮磨损测量研究

在不同的光照环境下,对电梯曳引轮的磨损量进行非接触式测量时存在误差较大这一问题,为此,提出了一种基于改进DeepLabV3的曳引轮磨损自动测量算法。首先,构建了曳引轮绳槽的物理模型,基于采集到的曳引轮绳槽图片,建立了曳引轮绳槽数据集;然后,采用融合SEnet和ECAnet双注意力机制的DeepLabV3s模型,对数据集进行了训练,实现了钢丝绳与曳引轮的分类目标;提出了一种融合曳引轮图像特征的图像处理算法,用相关匹配法识别并截取了目标区域,定位到磨损点,并计算了其磨损量;最后,为了对上述算法的性能进行验证,搭建了测量实验平台,进行了算法的鲁棒性验证和误差分析实验。实验结果表明:采用该算法进行测量所得绝对误差小于0.049 mm,均方根误差小于0.044 mm,且算法运行时间小于2.50 s。研究结果表明:与传统测量方法相比,该自动测量方法具有高精度、自动化、非接触的特点,能适应不同光照环境,快速、准确地测量曳引轮绳槽的磨损量,解决了不同光照环境下的曳引轮磨损非接触式测量问题。