Erosive Wear and Wear Mechanism of in situ TiC_P/Fe Composites

The base structure of in situ TiCp/Fe composites fabricated under industrial condition was changed by different heat treatments. Erosive wear tests were carried out and the results were compared with that of wear-resistant white cast iron. The results suggest that the wear resistance of the in situ TiCp/Fe composite is higher than that of wear-resistant white cast iron under the sand erosive wear condition. The wear mechanism of the wear-resistant white cast iron was a cycle process that base surface was worn and carbides were exposed, then carbides was broken and wear pits appeared. While the wear mechanism of in situ TiCp/Fe composite was a cycle process that base surface was worn and TiC grains were exposed and dropped. The wear resistance of in situ TiCp/Fe composite was lower than that of wear-resistant white cast iron under the slurry erosive wear condition. Under such circumstance, the material was not only undergone erosive wear but also electrochemistry erosion due to the contact with water in the medium. The wear behaviours can be a combination of two kinds of wear and the sand erosive wear is worse than slurry erosive wear.

Wear Mechanism of Cemented Carbide Tool in High Speed Milling of Stainless Steel

Adhesion of cutting tool and chip often occurs when machining stainless steels with cemented carbide tools. Wear mechanism of cemented carbide tool in high speed milling of stainless steel 0Cr13Ni4 Mo was studied in this work. Machining tests on high speed milling of 0Cr13Ni4 Mo with a cemented carbide tool are conducted. The cutting force and cutting temperature are measured. The wear pattern is recorded and analyzed by high?speed camera, scanning electron microscope(SEM) and energy dispersive X?ray spectroscopy(EDS). It is found that adhesive wear was the dominant wear pattern causing tool failure. The process and microcosmic mechanism of the tool’s adhesive wear are analyzed and discussed based on the experimental results. It is shown that adhesive wear of the tool occurs due to the wear of coating, the a nity of elements Fe and Co, and the grinding of workpiece materials to the tool material. The process of adhesive wear includes both microcosmic elements di usion and macroscopic cyclic process of adhe?sion, tearing and fracture.

Wear Mechanism of WC-Co Cemented Carbide Tool in Cutting Ti-6Al-4V Based on Thermodynamics

In order to optimize the tool coating material and reduce the tool wear rate,the coating material and wear mechanism for carbide tools are proposed and analyzed based on thermodynamics theory.We deduced the Gibbs free energy function method and analyzed the enthalpy value of the coating material of cemented carbide tools.The rules of diffusion wear and oxidation wear for WC-Co-based carbide tools were analyzed based on the diffusion dissolution theory and the calculation method of the thermal effect of chemical reaction.The diffusion wear and oxidation wear of WC-Co-based carbide tools when machining Ti-6Al-4V were studied with SEM-EDS.The results indicate that a good prediction accuracy of both diffusion wear and oxidation wear can be achieved by the method of thermodynamic theory analysis method.The conclusion will provide useful references for the optimization of cutting parameters and the improvement of the tool life.

Friction and Wear Mechanism of Unlubricated 304L Austenitic Stainless Steel at Room Temperature

To explore wear mechanism of stainless steel used in nuclear pump, the wear properties and the worn surface characteristics of unlubricated 304L austenitic stainless steel on itself were investigated in air at room temperature. The experimental results demonstrated that the wear rate of the material decreased with the increase of the wear time. The friction coefficient fluctuated severely when the applied load was 120 N. At 120 N the wear rate was much higher than that of the applied load of 70 N. At 70 N the wear rate did not show much difference from that of 30 N. The wear mechanism was adhesive and abrasive wear under different load at the initial stage of the wear test. Then, the main wear mechanism changed with the wearing time and the applied load.

Dry Sliding Friction and Wear Properties and Wear Mechanism of SiC_P/Al Composites

Dry sliding friction and wear properties of A356/SiC composites against AISI D2 were analyzed by means of SEM,XRD and EDS.Results indicated that the wear rate of A356/SiC increased with increase of the applied load.Mild wear took place under lower load,transferring to severe wear at the load heavier than 400 N.Mechanical mixed layer(MML) formed on worn surface during dry sliding friction process,whose thickness became deeper with increasing load.Cracks formed easily in MML and spread transversely,resulting in peeling wear.The wear mechanism of the composite is that oxidation wear mechanism was dominant under low load,with the formation of tiny powdery debris.As the load enhanced,peeling wear was primary due to laminar debris detached from the MML,including oxidation and adhesive wear at the same time,with the load at 350-450 N,adhesive wear with irregular debris and peeling wear were predominant.

Discussion on Wear Mechanism of High Chrome Brick Used in Coal Slurry Gasifier

The microstructure and phase composition of high chrome brick used in coal slurry gasifier has been analyzed by means of SEM and Energy Spectrum. The results indicate that the used brick can be divided into different zones as slag-adhered zone, reaction zone, penetration zone and unaltered zone. The phase composition and microstructure are different and cracks occurred in different degree at these zones. A dense ring belt was formed with complex spinel (Mg,Fe)(Cr,Al,Fe 2O 4) in the reaction zone near the hot face. The wear mechanism of the brick during its employment has been discussed. It is considered that the reaction and penetration of coal slag and strong reductant bring about the composition change of the brick and destroys its original network inlayed structure and consequently result in its structure spalling and weakening strength, which is the main wear mechanism of the brick and followed by temperature fluctuation and high mechanical impact of flowing fluid with high-speed.

A View on Wear Mechanism of Metallic Card Clothing

The wear mechanism of metallic card clothing,used in textile industry,was analyzed.A fast wear test for metallic card clothing racks was developed,which was used as collecting the wear metal particles.The failure type of card clothing was analyzed by the mean of scanning electron microscopy(SEM)and ferro-spectrum technology.The results show that the main wear mechanism of metallic card clothing is low load and high repetition interval fatigue wear caused by friction force between fiber and metal wire teeth.The appropriate quenching microstructure,which improves the wear resistance of the metallic card clothing rack is also discussed.

Research on the cutting performance and the wear mechanism of the cermet cutter in high speed turn-milling

When machining D60 steel by high speed turn-milling under the different cooling and lubricating conditions, the cutting performance and the wear mechanism of the cermet cutter are researched. With water soluble cooling fluid, the wear performance of the cermet cutter is bad, and does not adapt to the requirements of machining. However, when machining D60 by high speed turn-milling is under dry conditions, the wearing performance of the cermet cutter is very good and the cutting time lasts almost 3 hours. The wear mechanism of the cermet cutter under the water soluble cooling fluid is different from the dry condition. With the water soluble cooling fluid, a great deal of little chap units are formed since high frequency alternates heat stress. The crash and desquamate of these chap units is the main cause of the cutter wearing. Under dry cutting conditions, it is the main cause of cermet cutter wear in the felting phase intenerating causing rigid phase grains to fall.

Effect of Ni content on the wear behavior of Al-Si-Cu-Mg-Ni/SiC particles composites

In recent years,the addition of Ni has been widely acknowledged to be capable of enhancing the mechanical properties of Al-Si alloys.However,the effect of Ni on the wear behaviors of Al-Si alloys and Al matrix composites,particularly at elevated temperat-ures,remains an understudied area.In this study,Al-Si-Cu-Mg-Ni/20wt%SiC particles(SiCp)composites with varying Ni contents were prepared by using a semisolid stir casting method.The effect of Ni content on the dry sliding wear behavior of the prepared compos-ites was investigated through sliding tests at 25 and 350℃.Results indicated that theθ-Al_(2)Cu phase gradually diminished and eventually disappeared as the Ni content increased from 0wt%to 3wt%.This change was accompanied by the formation and increase inδ-Al_(3)CuNi andε-Al_(3)Ni phases in microstructures.The hardness and ultimate tensile strength of the as-cast composites improved,and the wear rates of the composites decreased from 5.29×10^(−4)to 1.94×10^(−4)mm^(3)/(N∙m)at 25℃and from 20.2×10^(−4)to 7×10^(−4)mm^(3)/(N∙m)at 350℃with the increase in Ni content from 0wt%to 2wt%.The enhancement in performance was due to the presence of strengthening network structures and additional Ni-containing phases in the composites.However,the wear rate of the 3Ni composite was approximately two times higher than that of the 2Ni composite due to the fracture and debonding of theε-Al_(3)Ni phase.Abrasive wear,delamination wear,and oxidation wear were the predominant wear mechanisms of the investigated composites at 25℃,whereas delamination wear and oxid-ation wear were dominant during sliding at 350℃.

Microstructure and wear mechanisms of OCTG chasers

The wear mechanism and tool life of four types of oil country tubular goods chasers are studied herein via metallographic microscopy,scanning electron microscopy,and energy dispersive spectroscopy.Results show that when the tool has a fine and uniform microstructure,the main failure mode is wear failure.Furthermore,observed phenomena including large chip bonding,coating peeling,cracks demonstrate that the main wear mechanisms of the tool are adhesive wear,abrasive wear,coating flaking,and microchipping.

Wear mechanism and serious wear position of casing pipe in vertical backfill drill-hole

Vertical backfill drill-hole is usually a key project in an underground mine with backfill method and can be easily damaged by impact of backfill slurry.Observation of the damaged vertical backfill drill-holes in Jinchuan Nonferrous Metal Corporation（JNMC）,Gansu Province,China,given by a digital drill-hole video camera,indicated that there usually exist serious wear zones in casing pipe in vertical backfill drill-hole（CVBH）.It was suggested that serious wear position of CVBH should be located at an interface between air and solid-liquid mixture within CVBH.Backfill slurry falls freely and impacts the wall of CVBH near the interface with great momentum and energy coming from high speed free fall of backfill slurry.The depth of serious wear position of CVBH,i.e.,free fall height of backfill slurry in CVBH,can be estimated by the height of vertical backfill drill-hole,the length of horizontal pipeline,the density of slurry and the hydraulic gradient of pipeline system.A case study indicated that the estimation equation of serious damage depth of CVBH was of enough accuracy and was helpful for daily maintenance and management of vertical backfill drill-hole.

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.

TOOL WEAR PATTERNS AND MECHANISMS OF SOLID CEMENTED CARBIDE IN HIGH-SPEED MILLING OF ALUMINUM ALLOY

The wear patterns and wear mechanisms of solid cemented carbide are analyzed in high-speed milling of aluminum alloy. Results show that the dominant wear patterns are coating damage, crater wear, micro-chipping, breakage, and so on. The main wear mechanisms are adhesion, diffusion and fatigue. Compared with conventional speed machining, the effect and impact of thermal-dynamical coupling field play an important role in the cutting tool wear in high-speed milling of aluminum alloy.

Wear behavior and mechanism of B_4C reinforced Mg-matrix composites fabricated by metal-assisted pressureless infiltration technique

The B4C/Mg composites fabricated by metal-assisted pressureless infiltration technique were used as experimental material, and the wear behavior and mechanism of this material were studied. A pin-on-disc apparatus was used to evaluate the wear behavior where loads of 20, 40, 60 and 80 N, and a sliding velocity of 250 r/min were exerted. The results show that B4C/Mg composites possess superior wear resistance than pure Mg under various applied loads, and the content of Ti, as infiltration inducer, has an influence on the wear resistance of B4C/Mg composites. The dominant wear mechanism for pure Mg is abrasion, while that for B4C/Mg composites under low loads is adhesion and delamination. Under high loads, the wear mechanism of B4C/Mg composites can be attributed to thermal softening and melting or plastic deformation.

Selection of Heat Treatment Process and Wear Mechanism of High Wear Resistant Cast Hot-Forging Die Steel

Dry sliding wear tests of a Cr-Mo-V cast hot-forging die steel was carried out within a load range of 50--300 N at 400℃ by a pin-on-disc high temperature wear machine. The effect of heat treatment process on wear resistance was systematically studied in order to select heat treatment processes of the steel with high wear resistance. The morphology, structure and composition were analyzed using scanning electron microscopy （SEM）, X-ray diffraction （XRD） and energy dispersive spectroscopy （EDS） ; wear mechanism was also discussed. Tribo-oxide layer was found to form on worn surfaces to reduce wear under low loads, but appear inside the matrix to increase wear under high loads. The tribo-oxides were mainly consisted of Fe3O4 and Fe2O3, FeO only appeared under a high load. Oxidative mild wear, transition of mild-severe wear in oxidative wear and extrusive wear took turns to operate with increasing the load. The wear resistance strongly depended on the selection of heat treatment processes or microstructures. It was found that bainite presented a better wear resistance than martensite plus bainite duplex structure, martensite structure was of the poorest wear resistance. The wear resistance increased with increasing austenizing temperature in the range of 920 to 1 120 ℃, then decreased at up to 1 220 ℃. As for tempering temperature and microstructure, the wear resistance increased in following order： 700℃ （tempered sorbite）, 200 ℃ （tempered martensite）, 440 to 650 ℃ （tempered troostite）. An appropriate combination of hardness, toughness, microstructural thermal stability was re- quired for a good wear resistance in high-temperature wear. The optimized heat treatment process was suggested for the cast hot-forging steel to be austenized at 1020 to 1 120 ℃, quenched in oil, then tempered at 440 to 650℃ for 2 h.

Intelligent Identification of Wear Mechanism via On-line Ferrograph Images

Condition based maintenance（CBM） issues a new challenge of real-time monitoring for machine health maintenance. Wear state monitoring becomes the bottle-neck of CBM due to the lack of on-line information acquiring means. The wear mechanism judgment with characteristic wear debris has been widely adopted in off-line wear analysis; however, on-line wear mechanism characterization remains a big problem. In this paper, the wear mechanism identification via on-line ferrograph images is studied. To obtain isolated wear debris in an on-line ferrograph image, the deposition mechanism of wear debris in on-line ferrograph sensor is studied. The study result shows wear debris chain is the main morphology due to local magnetic field around the deposited wear debris. Accordingly, an improved sampling route for on-line wear debris deposition is designed with focus on the self-adjustment deposition time. As a result, isolated wear debris can be obtained in an on-line image, which facilitates the feature extraction of characteristic wear debris. By referring to the knowledge of analytical ferrograph, four dimensionless morphological features, including equivalent dimension, length-width ratio, shape factor, and contour fractal dimension of characteristic wear debris are extracted for distinguishing four typical wear mechanisms including normal, cutting, fatigue, and severe sliding wear. Furthermore, a feed-forward neural network is adopted to construct an automatic wear mechanism identification model. By training with the samples from analytical ferrograph, the model might identify some typical characteristic wear debris in an on-line ferrograph image. This paper performs a meaningful exploratory for on-line wear mechanism analysis, and the obtained results will provide a feasible way for on-line wear state monitoring.

Effect of TiC nanoparticle on friction and wear properties of TiC/AA2219 nanocomposites and its strengthening mechanism

TiC nanoparticles reinforced 2219 aluminum matrix composites were successfully prepared by ultrasonic casting, followed by forging and T6 heat treatment. The friction and wear properties of the disc-to-column were studied under four separate normal values of 5, 10, 20 and 30 N. The increasing hardness value of the nanocomposite may be attributed to the large amount of TiC(i.e., 1.3 wt.% and 1.7 wt.%) introduced to the composites. The friction coefficient of the nanocomposite decreased with the increase of TiC nanoparticles(0-1.7 wt.%) under the same load. But the wear resistance of the TiC/AA2219 nanocomposite increased by 30%-90% as compared to the 2219 matrix alloy. And it decreased with the increasing load. The composite with 0.9 wt.% TiC produced the best results in terms of friction and wear because of its relatively higher hardness and perfect ability to retain a transfer layer of a comparatively larger thickness. On the wear surface, some Al2O3particles were found which aided in the development of protective shear regions and improved the wear resistance. The wear mechanism for the TiC/AA2219 nanocomposite was a combination of adhesive and oxidative wear, with the composites containing hard TiC nanoparticles being mainly abrasive.

Corrosion and wear properties of in situ(TiB+TiC)/TA15 composites with a high volume percentage of reinforcement

The in situ(TiC+TiB)/TA15 composites with different volume percentages of reinforcement(10%,15%,20%and 25%)were prepared by water-cooled copper crucible vacuum suspension melting technology.The structures and compositions of the TA15 alloy and its composites were analyzed by XRD and EDS,and their electrochemical corrosion behaviors in the 3.5%NaCl solution were studied.Corrosion wear testing was conducted using a reciprocating ball-on-disc wear tester under a 10 N load.Results show that the in situ fibrous TiB phase and the granular TiC phase are uniformly distributed on the composite matrix.The microhardness can reach up to 531 HV as 25vol.%TiC+TiB reinforcement is added.Compared with the TA15 alloy,the volume wear rate decreases from(2.21±0.07)×10^(-4)to(1.75±0.07)×10^(-4)mm^(3)·N^(-1)·m^(-1)by adding 15vol.%TiC+TiB reinforcement,and the wear mechanism is adhesive wear.When the volume percentage of the reinforcement phase reaches 25%,the volume wear rate increases from(1.75±0.07)×10^(-4)to(2.41±0.07)×10^(-4)mm^(3)·N^(-1)·m^(-1),and the wear mechanism changes into abrasive wear.The volume loss resulted by the interaction between corrosion and wear accounts for more than 27%of the total wear volume.The volume loss due to wear-induced corrosion changes from 1.94%to 4.06%with different additions of reinforcement.The volume loss caused by corrosion-induced wear initially increases from 24.08%to 26.90%as the reinforcement increases from 0 to 15%due to the increase of corrosion potential,and then decreases from 26.90%to 25.68%as the reinforcement increases from 15%to 25%due to the peeling of TiC phase.

WEAR FAILURE MECHANISM AND MULTI-IMPACT PROPERTY OF AUTOMOTIVE ENGINE CHAIN

The multi-impact characteristics and failure mechanism of two kinds of automotive engine chain made in China are studied through engine assembly and road-drive tests. The worn surface morphologies of rubbing area between pin, bush and roller are also analyzed based on scanning electron microscope. The results show that the main wear mechanism of automotive engine chain is fatigue wear, and its failure mechanism is the forming, extending and flaking of cracks on top layer of pin and bush. In addition, the material, hot-treatment method and shaping technique for roller have a great influence upon the resistance to multi-impact. Ensuring sufficient strength and plasticity of roller, as well as adopting suitable shaping technique are the effective method to increase its resistance to multi-impact.

Effect of applied load on transition behavior of wear mechanism in Cu-15Ni-8Sn alloy under oil lubrication

Tribological behavior of Cu-15Ni-8Sn(mass fraction, %) alloy against GCr15 ring under various loads was investigated on a ring-on-block tester in oil lubrication. The results showed that the wear rate increased slowly from 1.7×10^(-7) to 9.8× 10^(-7) mm^3/mm under the load lower than 300 N, and then increased dramatically to the climax of 216×10^(-7) mm^3/mm under the load over 300 N, which indicated the transition of wear mechanism with the increase of applied load. The wear mechanism mainly was plastic deformation and abrasive wear under the load less than 300 N. As the applied load was more than 300 N, the wear mechanism of Cu-15Ni-8Sn alloy primarily was delamination wear. Besides, the transition can also be confirmed from the different morphologies of worn surface, subsurface and wear debris. It is distinctly indicated that the appearance of flaky debris at the applied load over 300 N may be a critical point for the change of wear mechanism.