Steady-state Friction Coefficient Research Articles

Microstructures, Properties, and Wear Mechanism of Binderless WC-ZrO2 Cemented Carbide

High-performance binderless WC-ZrO2 cemented carbides were prepared via spark plasma sintering. Subsequently, the microstructure and properties of carbides with varying ZrO2 contents were investigated, focusing on their friction wear performance and wear mechanisms under different loads (40, 60, and 80 N) with Si3N4 as the counterbody material. The results indicated that the WC-10 wt% ZrO2 alloy exhibited optimal overall properties at a sintering temperature of 1650 °C, sintering pressure of 40 MPa, and holding time of 5 min. The relative density, Vickers hardness, and fracture toughness were 99.9%, 2054 HV, and 11.3 MPa·m1/2, respectively. Under an 80 N load, the steady-state friction coefficient decreased from 0.625 for pure WC to 0.326 for WC-10 wt% ZrO2. Further, the wear mechanisms in pure WC included abrasion, adhesion, and oxidation. The steady-state friction coefficients of the WC-10 wt% ZrO2 alloy under different loads ranged from 0.27 to 0.33, and the wear mark width and wear amount increased with an increase in load. Additionally, the wear mechanism changed with increasing load: abrasive wear was observed at 40 N, and a combination of abrasive and adhesive wear was observed at 80 N.

Influence of Heat Treatment on Fretting Wear Behavior of Laser Powder Bed Fusion Inconel 718 Alloy

Abstract This research paper focuses on the fretting wear characteristics of self-mated laser powder bed fusion (L-PBF)-produced Inconel 718 alloy, with the primary aim of characterizing its distinct wear-rate in relation to fretting cycles. This study investigates both the as-built and heat-treated Inconel 718 Superalloy. Experiments were conducted under aggressive contact conditions, involving a flat-on-flat contact pressure of 100 MPa (1645 N) and a temperature of 650 °C sustained over a million cycles. From the preliminary observation, the microstructure reveals that the heat-treated L-PBF alloy has denser and harder precipitates than its as-built counterpart. This indicates that heat-treated alloy is much harder (470 HV0.3) than the as-built Inconel 718 (275 HV0.3). The heat treatment process resulted in the precipitation of beneficial strengthening phases like γ′ and γ″, along with maintaining stable carbides (NbC). Notably, the heat-treated material displays an approximately two-fold lower wear-rate (0.103 μm/cycle at the end of 1000 k cycles) compared to the as-built material (0.238 μm/cycle), attributed primarily to its high strength characteristics. Additionally, the heat-treated material demonstrates a reduced steady-state friction coefficient (0.34) in contrast to the as-built material (0.37), owing to its inherent capability to form a uniform and stable lubricious glaze oxide layer. Both as-built and heat-treated systems show dominant adhesive wear mechanisms along with localized abrasion resulting from the combination of oxidation and cyclic wear processes.

Effect of WC-17Co content on microstructure, mechanical properties and wear resistance of WC-17Co/Ni composites produced with cold spraying

Aluminum alloys face increased performance demands when exposed to harsh environments, which requires enhanced surface protection and damage repair to such components. This study examines the fabrication of high-performance WC-17Co/Ni composite coatings on AA2024 alloy substrate using cold spraying and elucidates the influence of WC-17Co content on microstructures, mechanical properties, and wear resistance. The fatigue life and fracture mechanism of coatings under various loadings were subjected to analysis. The study demonstrates that an increase in the hardness of the composite coating is significantly associated with the addition of hard phase, while the bonding strength remains unaffected. The steady-state friction coefficient of the coating goes through a maximum, and the wear mechanism is characterized by fatigue wear and abrasive wear. The composite coating exhibits excellent corrosion resistance. The increased hard phase WC-17Co content (63.5 %) in the coating and the increased hardness (434.7 HV0.3) of the coating allow it to withstand large loads, and reduce the impact of fatigue cycle loads on the coating, thereby improving its fatigue resistance. This study offers valuable theoretical guidance for enhancing the performance and extending the service life of aluminum alloys in harsh environments. It holds significant engineering application value within the field of surface engineering.

Comparative Analysis of Wear Behavior of High Entropy Alloy (TiVNbCrAl) and Ti-based Conventional Alloy (TiNbCrCoAl)

This research examined the relationships between processing, structure, and property at both room temperature and increased temperature for two BCC high entropy alloy (TiVNbCrAl) and Ti-based conventional alloy (TiNbCrCoAl) prepared using standard arc melting. Both alloys have been determined to have the BCC single-phase solid solution structure. To investigate the hardness and tribological behavior and processes at room temperature and above, microindentation and sliding wear experiments were undertaken. Both alloys display comparable friction behavior when sliding at room temperature, with an average steady-state coefficient of friction (COF) of 0.6. When sliding temperatures rise to 302 °C, the average COF for HEA (TiVNbCrAl) has decreased to a lowest value of ~0.4 due to the creation of a persistent tribochemical layer made of Nb and Cr oxides amid the sliding surfaces, which lowers COF. Whereas, COF for Ti-based conventional alloy remains at higher values of ~0.65. Mechanistic wear analyses revealed that the formation of tribofilms with low interfacial shear strength inside the wear tracks was the cause of this. The tribofilms were identified to be mostly constituted by multi-element solid solution oxides, such as Ni2O5, Cr2O3, and NiO2, according to Raman spectroscopy. The Vickers microharness values for Ti-based conventional alloy is about 365±4 HV. Whereas, for high entropy alloy is about 572±12 HV due to the solid solution strengthening.

Abnormal fretting wear behavior of Fe-based amorphous coating

To promote the application of Fe-based amorphous coating (AMC)-protected magnesium alloys in fretting wear conditions, a Fe-based AMC with a thickness of about 164 μm was deposited on AZ31B magnesium alloy substrate by detonation spraying. The microstructure and fretting wear behaviors against GCr15 counterpart ball in different frequencies of the Fe-based AMC were studied in detail. The results show that the Fe-based AMC has a substantially complete amorphous structure, the porosity and surface hardness are ≤1.2 vol %, and 764.7 ± 37.5 Hv0.1, respectively. Therefore, the Fe-based AMC presents excellent fretting wear resistance, and its wear rate is almost 1/10 of that of AZ31B magnesium alloy, and 1/5 of that of high-velocity oxygen-fuel sprayed 316L stainless steel coating on AZ31B magnesium alloy substrate. The fretting wear behavior of Fe-based AMC was found to be sensitive to the fretting frequency: as the frequency increases from 5 to 100 Hz, the average steady-state friction coefficient increases from 0.77 to 1.07, but the wear rate exhibits an anomalous phenomenon, decreasing from 5.26 × 10−5 mm3N−1m−1 to 3.47 × 10−5 mm3N−1m−1. The improvement in wear rate is mainly attributed to the formation of an oxygen-rich river-like friction layer on the worn surface as the transient contact temperature increases with frequency, effectively suppressing delamination wear. Additionally, the occurrence of high transient frictional temperatures at high frequencies leads to evident crystallization within the coating, accompanied by the formation of nanocrystals, oxide films, and a large area river-like friction layer consisting of debris-compacted layers, which strengthens the Fe-based AMC. Consequently, the wear mechanism changes from delamination wear and abrasive wear at low frequencies to oxidative wear and adhesive wear at high frequencies, resulting in superior fretting wear resistance of the Fe-based AMC at high frequencies.

Enhance the tribological performance of soft AISI 1045 steel through a CrN/W-DLC/DLC multilayer coating

Special equipment vehicles typically operate in complex environments, leading to wear and failure of the chassis's rotary seal shaft predominantly made of soft AISI 1045 steel. An effective approach to prolong the service life is to apply a hard coating on the working surface. Previous research have primarily concentrated on the coating for hard high-speed steel. However, the significant disparity in physical characteristics between soft AISI 1045 steel and the hard coating results in a weak interface adhesion. This study produces a CrN/W-DLC/DLC multilayer coating on the soft AISI 1045 steel with strong interfacial adhesion and superior friction and wear property through modulation of the CrN transition layer thickness. The multilayer coating consists of five layers, a CrN transition layer, a Cr layer, a Cr/WC alternating layer, a W-DLC/DLC alternating layer, and the topmost DLC layer. The thickest CrN interlayer coating achieves the Lc2 and Lc3 value of 13.9 ± 0.2 N and 20.4 ± 0.9 N. The optimized CrN/W-DLC/DLC coating reduces the internal stress of the DLC coating and enhances its adhesion. Importantly, the average friction coefficient and wear cross-sectional area of the CrN/W-DLC/DLC multilayer coatings decrease accordingly. The thickest CrN interlayer coating exhibits superior outstanding wear resistance evidenced by an average friction coefficient of 0.119, a steady-state friction coefficient of 0.097 and a wear volume of 1.508 × 106 μm3. The presence of a high proportion of sp2 bonds in the thickest CrN interlayer coating, which are susceptible to graphitization, along with a thicker transition layer that enhances the coating's support, leads to narrower wear traces. The primary wear mechanisms observed in the friction and wear test of CrN/W-DLC/DLC coatings are oxidative wear and tribo-abrasive wear. The work provides a significant promise for application in vehicle rotary seal components and a theoretical reference for enhancing the wear resistance of the seal surface.

Influence of Interfacial Tribo-Chemical and Mechanical Effect on Tribological Behaviors of TiN Film in Different Environments

A series of experiments has been conducted to investigate the tribological properties of a TiN film sliding against GCr15 steel balls in ambient air, low vacuum and high vacuum environments. Various friction loads and sliding velocities were also applied. The TiN film displays a steady-state friction stage after the running-in stage in all the above environments, while the durations of running-in stages are different. The steady-state friction coefficients of the TiN film were around 0.56 in ambient air and 0.3 in the high vacuum environment (1 × 10−5 mbar). In the low vacuum (1 × 10−2 mbar) environment, a low friction coefficient (around 0.19) was attained for all the friction tests on TiN film, irrespective of the applied load and sliding velocity. In the meantime, it was noticed that the applied loads and the sliding velocities would change the duration of the running-in stage before reaching the low friction coefficient. It is revealed by the analysis of wear tracks that the metal oxides induced by the tribo-chemical effect at the friction interface play an important role in affecting the tribological behaviors of the TiN films in different environments. The Raman results show that the main component of the metal oxides is hematite (α-Fe2O3), and the amount of iron oxide is related to the friction environment. The composition and quantity of iron oxides produced by the interfacial tribo-chemical effect affect the tribological behavior. The results also show that the mechanical wear process at the friction interface displays a polishing effect, which would reduce the surface roughness. The mechanical wear performance varies under different loads and velocities. The tribological tests results indicate that the interfacial tribo-chemical effect and mechanical wear process should be considered together rather than individually to interpret the tribological behaviors of TiN films in different environments.

Study on Fretting Wear Properties of GCr15 Steel Via Ultrasonic Surface Rolling Process

Abstract Ultrasonic surface rolling (USR) was applied to GCr15 steel with different static loads and passes to improve the friction and wear properties, and then the fretting wear mechanism of GCr15 steel after USR treatment was systematically investigated. The results showed that the specimens treated by the USR had lower surface roughness and significantly increased compressive residual stress and microhardness. Furthermore, severe plastic deformation occurred in the surface layer of the specimen, which refined the grains and increased the density of high- and low-angle grain boundaries. Besides, the results of the fretting test showed that the USR treated specimens had lower wear volume, dissipated energy, and steady-state friction coefficient. The fretting wear resistance increased with the static load and the number of passes. The fretting wear mechanism changed from abrasive wear and severe adhesive wear to slight fatigue wear and abrasive wear owing to the use of the USR treatment. Surface smoothing and hardening are responsible for the improvement in the fretting wear properties of GCr15 steel for USR treatment.

Dynamics of Tribofilm Formation in Boundary Lubrication Investigated Using In Situ Measurements of the Friction Force and Contact Voltage.

The complex dynamics of tribofilm formation on boundary-lubricated steel surfaces were investigated in real time by combining in situ measurements of the temporal variation of the coefficient of friction and contact voltage. Sliding experiments were performed with various blends consisting of base oil, zinc dialkyl dithiophosphate (ZDDP) additive, and two different dispersants at an elevated oil temperature for a wide range of normal load and fixed sliding speed. The evolution of the transient and steady-state coefficient of friction, contact voltage, and critical sliding distance (time) for stable tribofilm formation were used to evaluate the tribological performance of the tribofilms. The blend composition affected the load dependence of the critical sliding distance for stable tribofilm formation. Tribofilm friction was influenced by competing effects between the additive and the dispersants. Among various formulations examined, the tribofilm with the best friction characteristics was found to be the blend consisting of base oil, a small amount of ZDDP, and a bis-succinimide dispersant treated with ethylene carbonate. The results of this study demonstrate the effectiveness of the present experimental approach to track the formation and removal of protective tribofilms under boundary lubrication conditions in real time.

Electrodeposited MoxSyOz/Ni Tribological Coatings.

Deposition of molybdenum disulfide (MoS2) coatings using physical vapor deposition (PVD) and mechanical burnishing has been widely assessed for solid lubricants in space applications but still suffers from line-of-sight constraints on complex geometries. Here, we highlight one of the first demonstrations of electrodeposited MoxSyOz and MoxSyOz/Ni thin-film coatings from aqueous solutions of ammonium tetrathiomolybdate for solid lubricant applications and their remarkable ability to provide low coefficients of friction and high wear resistance. Characterization of the coating morphology shows amorphous microstructures with a high oxygen content and cracking upon drying. Even so, electrodeposited MoxSyOz can achieve low steady-state coefficients of friction (μ ∼ 0.05-0.06) and wear rates (2.6 × 10-7 mm3/(N m)) approaching those of physical vapor deposited coatings (2.3 × 10-7 mm3/(N m)). Additionally, we show that adding dopants such as nickel increased the wear rate (7.5 × 10-7 mm3/(N m)) and initial coefficient of friction (μi = 0.23) due to compositional modifications such as dramatic sub-stoichiometry (S/Mo ∼ 1) and expression of a NiOx surface layer, although doping did reduce the degree of cracking upon drying.

Low-temperature friction experiments on ice–salt mixtures: Implications for the strength of ice plate boundaries on Europa

While recent observational studies have suggested that the ice shell on Europa is undergoing active plate subduction, some theoretical studies have concluded that the high frictional strength of ice would prevent such icy plates from subducting. Constraining the frictional behavior of mixtures of ice and non-ice materials that exist on the surface is therefore key to understanding the frictional strength of plate boundaries on Europa. Here we perform friction experiments on 1 mm thick layers of gouge comprised of mixtures of ice-Ih and magnesium chloride with 0, 17, 29.5 and 47 wt% salt under low-temperature conditions (−40 to −10 °C). The experiments are conducted using a biaxial testing machine with constant normal stresses of either 2.5 or 5.0 MPa, and a constant shear velocity of 3 μm/s. Our experimental results for pure ice and ice–salt mixtures yield steady-state friction coefficients ranging from 0.72 ± 0.02 (−39.2 ± 0.7 °C) to 0.47 ± 0.01 (−16.4 ± 0.2 °C), and 0.51 ± 0.01 (−39.8 ± 1.4 °C) to 0.10 ± 0.02 (−16.9 ± 0.5 °C), respectively. These differences in friction coefficient indicate that non-ice materials can have a significant effect on the friction coefficient along the plate boundaries on Europa. Spatial variations in the frictional strength of plate boundaries are expected to be localized near the base of the conductive layer, as the friction coefficient of the ice–salt mixture exhibits a strong temperature dependence. The observed stick–slip behavior at low temperatures in our experiments indicates the potential for occurrence of intermittent stick–slip along the shallower parts of the plate boundaries, whereas steady-state sliding occurs along the deeper parts.

МОРФОЛОГИЧЕСКИЕ И ТРИБОЛОГИЧЕСКИЕ СВОЙСТВА МЕХАНОАКТИВИРОВАННОГО MOS2, ИСПОЛЬЗУЕМОГО В КАЧЕСТВЕ ПРИСАДКИ ДЛЯ МОТОРНОГО МАСЛА

The issues of improving the operational parameters of internal combustion engines are given a lot of attention, and in this regard, the direction related to improving the quality of engine oil with the help of dispersed additives is of great importance. In the article morphological and tribological properties of mechanically activated MoS2 used as an additive for semi-synthetic engine oil are considered. The obtained materials were investigated by the method of electron (scanning) microscopy, and the distribution of MoS2 particles as an additive in motor oils was analyzed, as well as IR spectroscopy of the material before and after mechanoactivation was carried out. Comprehensive comparative studies of tribological parameters (friction machine MI-1M) (running-in time, running-in wear, friction coefficient ratio, established friction coefficient and total wear) of motor oil with and without MoS2 additive were carried out. The mass concentration of MoS2 in the engine oil (Mannol Semi-synthetic Classic 10W-40), varied from 0.03 to 0.07 with a step of 0.02 wt.%. It was found that the addition of MoS2 to the engine oil reduces wear from 5.7 to 4.1 microns, with a decrease in the steady-state coefficient of friction from 0.115 to 0.08, which follows from the decrease in the steady-state coefficient of friction from 0.115 to 0.08. The time during which the working-in process increases from 1.57 to 2 h, which also reflects the reduction of friction when using engine oil with MoS2 additive. At the same time during operation the concentration of MoS2 additive in engine oil decreases, which leads to deterioration of properties. So, reduction of concentration from 0.07 to 0.03 (change by 57%) increases wear from 7.7 to 7.90 microns, which is 2.5%, and when reducing the concentration from 0.07 to 0.05, the increase in wear is 1.2%. Thus, considering the factors related to filtration, accumulation effect and the values of the studied typological parameters, a MoS2 concentration in the range of 0.03 to 0.07 wt.% is optimal.

Dry Friction and Wear Behavior of Laser-Sintered Graphite/Carbon Fiber/Polyamide 12 Composite.

Carbon fiber-reinforced polymers (CFRPs) are being used extensively in modern industries that require a high strength-to-weight ratio, such as aerospace, automotive, motorsport, and sports equipment. However, although reinforcement with carbon fibers improves the mechanical properties of polymers, this comes at the expense of abrasive wear resistance. Therefore, to efficiently utilize CFRPs in dry sliding contacts, solid lubricant is used as a filler. Further, to facilitate the fabrication of objects with complex geometries, selective laser sintering (SLS) can be employed. Accordingly, in the present work, graphite-filled carbon fiber-reinforced polyamide 12 (CFR-PA12) specimens were prepared using the SLS process to explore the dry sliding friction and wear characteristics of the composite. The test specimens were aligned along four different orientations in the build chamber of the SLS machine to determine the orientation-dependent tribological properties. The experiments were conducted using a pin-on-disc tribometer to measure the coefficient of friction (COF), interface temperature, friction-induced noise, and specific wear rate. In addition, scanning electron microscopy (SEM) of tribo-surfaces was conducted to specify the dominant wear pattern. The results indicated that the steady-state COF, contact temperature, and wear pattern of graphite-filled CFR-PA12 are orientation-independent and that the contact temperature is likely to approach an asymptote far below the glass transition temperature of amorphous PA12 zones, thus eliminating the possibility of matrix softening. Additionally, the results showed that the Z-oriented specimen exhibits the lowest level of friction-induced noise along with the highest wear resistance. Moreover, SEM of tribo-surfaces determined that abrasive wear is the dominant wear pattern.

The cohesive zone crack analogue for incomplete contacts under mild wear conditions

Fretting fatigue may appear in mechanical components that are in contact under vibrational loading, inducing oscillatory frictional stresses, often combined with alternating bulk stresses. Fretting fatigue cracking is important, with its initiation being difficult to estimate. This work extends a well-known fretting fatigue model, the crack analogue model that examines fretting fatigue induced by incomplete contacts of metallic surfaces. This is done by inserting a mode II type cohesive zone at the contact edges. In our previous work on fretting fatigue of complete contacts, we proposed mixed mode I and II cohesive zones because of the nature of the stress fields around the contact edges. The proposed cohesive zones address several issues related to the mechanics of friction and wear, by combining them in the case of mild wear where asperity plastic shakedown is the dominant inelastic mechanism. Thus, the micromechanical behaviour of the surface topology and its evolution are naturally introduced into the analysis. The surface roughness becomes an internal variable that evolves with the cyclic loading, establishing a steady state friction coefficient. Alternatively, friction evolution can be established pointwise by monitoring the accumulated micro-slip. The work of friction dissipates the mechanical work and at the same time becomes the precursor of large scale wear. A predictive methodology for fretting crack nucleation is proposed through the fatigue threshold stress intensity factor used in ordinary fatigue.

Friction of hornblende and tremolite at hydrothermal conditions with low effective normal stress and high pore pressure

In order to understand the friction properties of hornblende and tremolite as common minerals in deep fault zones, we used natural hornblende and tremolite as the simulated gouge material to perform shearing experiments at temperatures from 303 to 607 °C under an effective normal stress of 20 MPa, a pore pressure of 100 MPa, and displacement rates of 0.0488–1.22 μm/s. The steady-state friction coefficient of hornblende ranges from ~0.76 to ~0.88. The corresponding steady-state rate dependence is velocity-weakening (negative a-b) at temperatures from 303 to 403 °C, which transitions to velocity-strengthening (positive a-b) at temperatures above 500 °C. Steady-state friction coefficients of tremolite exhibited values between 0.70 and 0.76. The corresponding steady-state rate dependence is velocity-strengthening (positive a-b) for all the tested temperatures. The direct rate effect (a value) for hornblende roughly increases with temperature, while the corresponding evolution effect (b value) essentially declines with temperature. The direct rate effect (a value) of tremolite increases with increasing temperature for temperatures above 400 °C, with a quite minor evolution effect (b value) that indicates viscous-like slip behavior at all the tested temperatures. There are a large number of remnants of large particles distributed pervasively over sheared gouges, and significant particle size reduction is only observed in localized shear zones. Pervasive cataclastic flow seems to dominate the shear deformation of hornblende for temperatures above 400 °C and that of tremolite for all the tested temperatures. The velocity-weakening behavior of hornblende at low effective normal stress may apply to amphibole-bearing fault rocks in subduction zones where unstable slip events can occur at a narrow temperature range of 300–400 °C. In contrast, the very strong velocity-strengthening observed for tremolite provides a favorable condition for blocking the nucleation of unstable slip events.

Effects of phyllosilicate content on the slip behavior of fault gouge: Insights from room-temperature friction experiments on quartz–talc mixtures

Shallow slow slip events (SSEs) occur on the shallowest reaches of subduction megathrust faults. To investigate how phyllosilicate fraction in quartzo-feldspathic sediments influences the style of fault slip behavior, we conducted frictional sliding experiments on various binary mixtures of quartz and talc using a biaxial testing apparatus at room temperature, room humidity, sliding velocities of 2 or 0.66 μm/s, and a normal stress of 10 MPa. With increasing talc content, the steady state coefficient of friction decreases from 0.7 to 0.2 in association with a transition from velocity-weakening (VW) to velocity-strengthening (VS) behavior. For the gouges with 0–10 wt% talc, fault slip behavior, following velocity steps, transitions from regular stick slips via sustained oscillations to attenuated oscillations with talc content. The oscillations emerge only in a narrow range of talc contents (i.e., 4–10 wt%) at near velocity-neutral conditions. The observed transition is attributed to an increase in the stiffness ratio K = k/kc, where k is the elastic stiffness of the system and kc is the critical stiffness of the fault, although K is larger than 1 for both stick-slip and sustained-oscillation behaviors, and thereby the critical stiffness criterion is not satisfied. We also find that for unstable slip events, the smaller the stress drop magnitude, the slower the peak slip velocity. Our results suggest that mixed gouges containing VW and VS materials show velocity-neutral behavior and facilitate the nucleation of shallow SSEs, although finely tuned rate-and-state friction parameters are required to allow spontaneous slow slip.

A tribological characteristics and experimental analysis of novel chlorella biodiesel blends on engine performance

The present work proposes an investigation to assess the viability of novel mineral-based biodiesel developed from chlorella emersonii, a species of green algae. A single-cylinder, water-cooled, the four-stroke diesel engine was used in the experiments. Among the different biodiesel blends that were investigated for their tribological and engine performance characteristics, the B40 chlorella emersonii biodiesel blend exhibited the least coefficient of friction and while B40 and B100 blends offered enhanced performance characteristics. Comparatively, the remaining test fuel blends attained higher steady-state coefficient rates of friction: B10 (30.8%), B20 (16.21%), B60 (7.7%), B90 (18.2%), and mineral diesel (39.44%). B100 fuel blend exhibited the highest Flash temperature parameter of 83 °C while mineral diesel exhibited the lowest at 58.4 °C. These values were inversely proportional to their respective wear scar diameters with mineral diesel showing the highest wear scar diameter at 0.768 mm. The diameter of the wear scar yielded minimal wear for fuel blends from B40 to B100 and mineral diesel. The corrosion physiognomies of the test fuel blends were investigated, and the B40 fuel blend demonstrated lower corrosion characteristics with a steady-state coefficient of friction of 0.081 when compared to the other fuel blends. The investigated gasoline blends (B40 and B100) were tested on a diesel engine, which demonstrated reduced brake thermal efficiency and a wider range of brake-specific energy consumption under peak load circumstances. The B40 fuel blend exhibited better emissions performance during testing where the unburnt hydrocarbons, carbon monoxide, and smoke emitted were 10.94%, 15.7%, and 23.4% less than mineral diesel.

Room and Elevated Temperature Sliding Friction and Wear Behavior of Al0.3CoFeCrNi and Al0.3CuFeCrNi2 High Entropy Alloys

In this study, processing–structure–property relations were systematically investigated at room and elevated temperatures for two FCC Al0.3CoFeCrNi and Al0.3CuFeCrNi2 high-entropy alloys (HEAs), also known as complex concentrated alloys (CCAs), prepared by conventional arc-melting. It was determined that both alloys exhibit FCC single-phase solid solution structure. Micro-indentation and sliding wear tests were performed to study the hardness and tribological behavior and mechanisms at room and elevated temperatures. During room-temperature sliding, both alloys exhibit similar friction behavior, with an average steady-state coefficient of friction (COF) of ~0.8. Upon increasing sliding temperatures to 300 °C, the average COF decreased to a lowest value of ~0.3 for Al0.3CuFeCrNi2. Mechanistic wear studies showed this was due to the low interfacial shear strength tribofilms formed inside the wear tracks. Raman spectroscopy and energy dispersive spectroscopy determined the tribofilms were predominantly composed of binary oxides and multi-element solid solution oxides. While the tribofilms at elevated temperatures lowered the COF values, the respective wear rates in both alloys were higher compared to room-temperature sliding, due to thermal softening during 300 °C sliding. Thus, these single FCC-phase HEAs provide no further benefit in wear resistance at elevated temperatures, and likely will have similar implications for other single FCC-phase HEAs.

Plasma surface enrichment versus volumetric alloying of Fe + 0.6% C + 3% SiC self-lubricating sintered composites: Microstructural and tribological evaluation

In the present study, the addition of molybdenum as an alloying element to the Fe + 0.6% C + 3% SiC self-lubricating composite was carried out by two different processing routes: In a novel and original processing route, the addition of Mo is carried out through plasma treatment, creating an average content of 1.6 wt % Mo in the first 10 μm. In the long-established route, Mo powder was added to the powder mix to reach 1.6 wt % Mo average volumetric composition. The two groups of samples were produced by powder injection mould, plasma-assisted debinded and sintered and subjected to a soaking stage to promote bainite formation. Tribological characterisation (scuffing resistance, steady-state friction coefficient, specimen and counter-bodies wear rates) was performed using dry, constant and variable load reciprocating sliding tests. The results, discussed in terms of microstructural modifications and wear mechanisms, indicated that Mo enrichment presented the best results, with a significant increase (4500%) in scuffing resistance and an order of magnitude reduction in the average steady-state friction coefficient. In addition, the wear rate of the volumetric specimens was notably higher (1000%) and even more pronounced in the counter-bodies (four orders of magnitude), proving that surface enrichment of self-lubricating composites is viable, cost-effective, and reliable alternative for improving their tribological properties.

Tribological and Micromechanical Properties of the Nanostructured Carbonitride/Nitride Coatings of Transition Metals Alloyed by Hf and Nb

In this article, the fabrication, characterization, tribological performance, and micromechanical properties of nanostructured smart coatings (NSC) based on the multilayered alternating carbonitride/nitride bilayer {TiMe-CN/TiAlSi-N}n system are discussed. The symbol “Me” denotes refractory metals Hf or Nb, and the index “n” shows the number of superlattice periods. The NSC samples were deposited onto bearing steel (100Cr6) substrates using a reactive high-power physical vapor deposition (PVD) technique that can be scaled up for industrial use. The deposited multilayered NSC contained crystalline nanometer-scale TiMe-CN/TiAlSi-N nanoparticles strengthened by Hf or Nb additives, which increased surface microhardness up to 3000 HV. The measured steady-state friction coefficient (CoF) was within the 0.2–0.4 range, and a specific wear rate lower than 2 × 10−6 mm3/Nm was observed in the dry friction regime. The impact of NSC substrate hardness and NSC coating thickness on microhardness measurement values was investigated. A thicker coating provided a higher integrated (coating + substrate) microhardness value at a lower indentation test force (<0.3 N). As the indentation test force increased, the obtained microhardness values decreased faster for the coatings deposited on a softer substrate. The surface roughness impact on wear properties for specific NSC coatings was observed.