Wet friction performance of C/C-SiC composites prepared by new processing route

C/C-SiC composites with SiC island distribution were prepared via a new processing route. The fabrication process mainly included silicon infiltration by ultrasonic vibration, chemical vapor deposition (CVD), siliconizing, liquid phase impregnation and carbonization. The wear and friction properties were tested by an MM-1000 wet friction machine. The results show that SiC phases are mainly distributed between carbon fibers and pyrocarbons as well as among the pryocarbons. The dynamic friction coefficient of the composites decreases gradually from 0.126 to 0.088 with the increase of the surface pressure from 0.5 to 2.5 MPa at the same rotary speed. Furthermore, under the constant surface pressure, the dynamic friction coefficient increases from 0.114 to 0.126 with the increase of the rotary speed from 1 500 to 2 500 r/min. However, the coefficient decreases to 0.104 when the rotary speed exceeds 4 500 r/min. During the friction process, the friction coefficient of C/C-SiC composite is between 0.088 and 0.126, and the wear value is zero after 300 times brake testing. Foundation item: Project(2006CB600901) supported by the Major State Basic Research and Development Program of China; Project(0991015) supported by Guangxi Science Found, China; Project(200808MS083) supported by Guangxi Education Department Found     

Surface wear resistance properties of Ta＋N implanted W18Cr4V high speed steel

High-speed steel W18Cr4V is commonly used in industries such as blade and mould manufacturers because of its high level of hardness and toughness, red-hardness and resistance. Ion implantation is an effective method to improve the wear resis-tance of W18Cr4V. In our investigation, Ta and Ta+N ion implantation was performed on W18Cr4V high-speed steel. The surface properties after implantation were evaluated by measuring friction coefficients while the carbonyl phase of the surface was ana-lyzed by X-ray diffraction analysis. It was found that the friction coefficients of the treated samples were much lower. Samples implanted with Ta+N had a lower friction coefficients than samples implanted only with Ta. This can be attributed to the formation of a new chemical compound, Fe7Ta3, on both surfaces. An even harder chemical compound, Fe2N, was formed on both sttrfaces of Ta+N implanted samples.     

交叉路口沥青路面变形病害机理分析

目的 研究信号交叉路口路面产生的"波浪"和车辙等特殊破坏现象产生的原因.方法 应用层状弹性体系理论分析信号交叉路口路面结构在水平荷载和竖向荷载作用下的力学特性.以营口市市区交叉路口典型路面结构为例,运用路面数值计算程序Bisar分析在车辆不同行驶状况和不同荷载状况下信号交叉路口路面结构的力学响应.结果 通过分析不同结构层竖向压应力、竖向位移和剪应力分布情况,得到当超载100%时,紧急制动条件下,沥青路面上面层轮迹外缘的剪应力为正常行驶情况下的剪应力1.67倍.从理论上得出交叉路口路面结构在不同运行条件下的受力特点和与之相对应的破坏现象.结论 根据交叉路口不同车流量种类来设计相应路面结构层材料参数以减少交叉路口路面受损.     

二硫化钼纳米颗粒的制备与润滑性能研究

利用超声化学方法制备的类球形三氧化钼（MoO3）纳米颗粒为前驱物,采用在氧气氛下的硫化还原反应制备纳米二硫化钼（MoS2）粉体。纳米粉体颗粒的形貌、几何特征和尺寸等通过场发射扫描电子显微镜（FE-SEM）和透射电子显微镜（TEM）进行表征,用x-ray射线衍射（XRD）和能谱分析（EDX）分析物质的结构及成分。将制备出的类球形纳米级MoS2作为添加剂,添加到基础油中。通过仪器测试其在不同载荷下的摩擦系数,与基础油的摩擦系数进行对比,研究纳米MoN对复合润滑油润滑性能的影响。结果表明：MoS2纳米颗粒能够显著提高润滑油的润滑性能。     

19.6μm微管内部阻力特征

分别以蒸馏水、四氯化碳为工质,流过内径19.6 μm光滑石英管,分别采用"单管法"和"双管法"测量微管进出口压力、温度和流量,实验得到了雷诺数(Re数)在9.6～530之间的微管内部流动阻力,并与经典理论值进行了对比.实验研究结果表明,粘性耗散效应降低了摩擦系数,降低了约13.7%;进出口压力降、入口效应与双电层效应(electrical double layer,EDL效应)则增加微管内部摩擦系数,在Re数相同时,其中,进出口压力降与入口效应大约增加了16.12%摩擦系数,EDL效应增加了约6.84%摩擦系数.忽略3种微尺度效应,19.6 μm管流动摩擦系数与Hagen Poiseuille理论值几乎一致.     

摩擦式提升机安全性能的初步分析

介绍了多绳摩擦式提升机的工作原理,对摩擦式提升机的安全性能进行了分析,探讨了摩擦式提升机的防滑安全系数和具体的防滑安全措施,并对摩擦提升机的主要优缺点进行了比较．     

汽车钢板弹簧在不同摩擦系数下疲劳寿命研究

在钢板弹簧的结构设计中,疲劳寿命是评价其可靠性的重要指标.为了更准确地预估钢板弹簧的疲劳寿命,利用AN-SYS的非线性求解模块,建立了某载货汽车钢板弹簧的有限元模型,考虑到簧片间接触摩擦因素,首先分析了不同摩擦系数下板簧的等效应力;考虑到应力与疲劳寿命之间的关系,用Fatigue软件进一步分析摩擦系数对疲劳寿命的影响,并通过试验验证了分析结果的可信性.结果表明,随着摩擦系数的增大,钢板弹簧的等效应力降低,疲劳寿命增大.     

非平衡磁控溅射TiCxN1-x薄膜微结构及性能分析

为了研究不同沉积条件下TiCxN1-x(0≤x≤1)薄膜的相结构、显微硬度及摩擦性能的影响因素,用扫描电子显微镜(SEM)、X射线衍射仪分析薄膜的形貌和相结构,用HXD-1000数字式显微硬度计、MCMS-1摩擦磨损仪测试薄膜的硬度和摩擦系数.研究结果表明:TiN,TiC薄膜显示出〈111〉择优取向生长趋势,Ti(C,N)有较强的〈200〉取向,Ti(C,N)衍射峰涵盖了TiN峰和TiC峰,薄膜存在TiN和TiC两相共存.与TiN,TiC相比,Ti(C,N)薄膜具有更高硬度,当C原子含量x＝0.582时,Ti(C,N)薄膜硬度达到最大值为33.6 GPa,且表现出更低的摩擦系数和更好的耐磨性能.     

紧固件表面锰系磷化膜的制备及摩擦磨损性能

为了提高核主泵紧固件的摩擦磨损性能,采用三种磷化工艺在40Ni Cr Mo7钢表面制备了锰系磷化膜.采用多功能材料表面性能测试仪进行了往复摩擦磨损试验,并研究了在有无润滑条件下,不同工艺对磷化膜摩擦磨损性能的影响.采用扫描电子显微镜和能谱仪表征了磨损前后磷化膜表面的组织形貌和化学成分,并分析了其磨损失效机制.结果表明,通过工艺Ⅱ制备的磷化膜具有最优的摩擦磨损性能.磷化膜特有的孔隙结构具有储油能力,有利于改善其摩擦学性能.随着法向载荷的增加,磷化膜的塑性变形增大,抗剪切强度降低,且摩擦系数呈先缓慢下降后急剧上升的趋势.