Wear Depth Research Articles

Influence of Wheel Polygons on Dynamic Performance of Trains

With the continuous development of high-speed railroad technology, the operating speed and mileage of moving trains continue to increase, and the phenomenon of wheel-rail contact fatigue and wear is gradually highlighted, and the problem of wheel polygon wear is also prevalent in the operating site. Wheel polygon wear will deteriorate the wheel-rail contact relationship, so that the wheel-rail force surge, the safety and stability of the train caused serious impact. Therefore, wheel polygons become a key problem to be solved, but the formation and development mechanism of wheel polygons has not been fully clarified so far. This paper establishes a dynamic model of the moving train considering the elastic roadbed, and studies the dynamic performance of the moving train with the changing law of the moving train, respectively, in terms of wheel-rail vertical force, car body vibration acceleration, and wheelset vibration acceleration, to explore the influence of wheel polygons on the performance of the moving train. The results show that with the increase of wheel polygon order and wear depth, the safety of the moving vehicle gradually decreases and the wheel-rail vertical force gradually increases, and the wheelset vibration acceleration is more sensitive to the increase of order from 1 to 13.

Wear and fatigue resistance: An in-vitro comparison of three polyethylene terephthalate glycol and thermoplastic polyurethane materials for vacuum-formed retainers

To test the wear and fatigue resistance of three materials (Essix ACE®, Taglus®, and Zendura A®) for the fabrication of vacuum-formed retainers in an artificial oral environment. Wear resistance was tested by subjecting 21 retainers of each Essix ACE®, Taglus®, and Zendura A® to 12,000 wear cycles at 75N to simulate one year of retainer wear with moderate nighttime bruxing. Post-wear retainer thickness was compared to baseline measurements to calculate wear depth. Fatigue resistance was tested by flexing 15 retainers of each material at an angle of 25 degrees for 1,825 cycles to simulate one year of removing and reinserting a retainer five times per day. Retainers were visually inspected for fractures. Pairwise t-tests with correction using Tukey's method were used to determine significant differences between materials. The mean wear depths were 0.155±0.021mm, 0.168±0.031mm, and 0.096±0.033mm for Essix ACE®, Taglus®, and Zendura A®, respectively. The wear depth of Zendura A® was significantly lower than that of both Essix ACE® (P<0.001) and Taglus® (P<0.001). There was no significant difference in wear depth between Essix ACE® and Taglus® (P=0.312). Under the parameters set for the fatigue resistance test, fractures did not occur on any of the tested materials. Under the assumption of moderate nighttime bruxing for one year, Zendura A® is the most wear-resistant among the materials tested. With the assumption of retainer removal and reinsertion five times per day for one year, all three materials tested have the same ability to resist fatigue.

Effect of synovial fluid temperature on wear resistance of different polymer acetabular materials.

In order to investigate the effect of frictional heat on the wear resistance characteristics of polymeric acetabular materials, the tribological tests and wear numerical analysis of three common polymer acetabular materials were carried out under different synovial fluid temperatures. The study results show that XLPE and VE-XLPE exhibit superior wear resistance compared to UHMWPE in high-temperature, heavy load environments. The coefficient of friction of three materials gradually decreases as the temperature of the synovial fluid increases. The wear depth and wear volume of the three materials increased with the increase of the temperature of the synovial fluid, and the forms of wear at 46°C and 55°C were mainly adhesive wear and plastic deformation. The higher temperature of the synovial fluid accelerates the oxidative degradation of the material surface and generates oxidation functional groups, which leads to the breakage of C-C bonds in the surface molecular chains under the sliding shear effect, thus reducing the mechanical properties of the material. Specifically, the surface of the polymer material will soften at a higher ambient temperature, mainly due to the decrease of hardness, and then deteriorate in the friction property, and finally increase the wear rate. Ansys results showed that the volume wear of the three materials increased with the increase of synovial fluid temperature, and the trend could be approximately linear. Numerical calculations predict that VE-XLPE has the highest wear of 0.693mm3 among the three materials at 37°C, followed by XLPE at 0.568mm3 and UHMWPE with the lowest wear of 0.478mm3. At higher synovial fluid temperatures (46°C, 55°C), VE-XLPE still has the largest wear volume among the three materials, while XLPE and UHMWPE have similar wear. The wear cloud pictures showed that the maximum wear volume occurred near the edge of the acetabulum.

Effect of Nano-La2O3 and Mo on Wear Resistance of Ni60a/SiC Coatings by Laser Cladding

To improve the wear resistance of the TMR blade and investigate the effect of nano-La2O3 and Mo on the wear resistance of laser cladding coating. 65Mn blade as the substrate, La2O3, Mo and Mo-La2O3 composite powders were added into Ni60a/SiC composite powder. Using scanning electron microscopy, X-ray diffraction, X-ray photoelectron spectroscopy and the CFT-I surface synthesizer, the phase composition, element distribution and friction and wear properties of the coating were analyzed to obtain the best composition of the composite coating. The results showed that the wear resistance of Mo-La2O3-Ni60a/SiC composite coating was the best. The coating was analyzed by X-ray diffraction and X-ray photoelectron spectroscopy. The coating contained hard phases such as CrB, CrC and Cr7C3, and the element distribution was uniform. It can be seen from the scanning electron microscope that the addition of nano-Mo and La2O3 improves the toughness and compactness of Ni60a/SiC composite coating, and the microstructure is refined. The friction coefficient of Mo-La2O3-Ni60a/SiC composite coating is 0.5, and the wear depth is 12.35 μm, 23% and 89% lower than that of 65Mn substrate, respectively. The surface roughness of the Mo-La2O3-Ni60a/SiC coating after wear is 2.06 μm, and the wear amount is 0.001 g. The wear mechanism of the coating is mainly adhesive wear, abrasive wear, and oxidation wear. The wear surface of the Mo-La2O3-Ni60a/SiC composite coating is mainly composed of micro furrows, accompanied by the generation of new wear-resistant layers.

Influence of wheel tread wear on Rolling Contact Fatigue and on the dynamics of railway vehicles

This paper evaluates the influence of railway tread wear on the occurrence of Rolling Contact Fatigue (RCF) as well as other dynamic parameters of the railway vehicle in order to propose a tread maintenance limit. Around 160 unworn and worn AAR-1/20wheel profiles were measured and simulated inside the commercial software UM® - Universal Mechanism on a representative track segment of a Brazilian railway. With the simulated dataset, RCF was evaluated using the Shakedown Diagram, the Energy Dissipation Model, and the Wheel Gauge Side False Flange Gradient. Vehicle dynamics were assessed using the Nadal Criterion, contact pressure, and Rolling Resistance. The results show when the tread wear depth exceeds 2.0 mm, RCF is very likely to occur due to larger contact pressures. However, no clear relationship between tread wear, safety (Nadal Criterion), and fuel expenditure were observed. Therefore, this study suggests keeping wheelsets in service until a tread wear depth of 2.0 mm occurs in order to avoid RCF.

Sliding wear behavior of Co-Cr-Mo alloys with C and B additions for wear applications

The present study analyzes the effect of boron and carbon additions on the microstructure and wear performance of a Co-30Cr-5Mo alloy. This alloy was based on the chemical composition of the ASTM F75 alloy which is frequently used in gas turbines and high temperature applications subject to wear. For this study, a 0.5 wt% B and C additions were used to modify the microstructure and obtain a 37 %vol of reinforcing phases composed by M23C6 carbides and M3B2 borides. The microstructure of this alloy showed a network formed by the reinforcing phases, similar to the microstructure observed in the Co-30Cr-8.5W alloys, exhibiting hardness values between 43 and 48 HRC and excellent wear properties. Characterization was made through optical and electronic microscopy and X ray diffraction for phase identification in the as-cast and after heat treatment at 1200 °C for 3 h. Hardness was measured in both conditions in HRC scale. Sliding wear tests based on G77 standard were undertaken with 50 and 100 N load during 5 km sliding distance. The friction coefficient was monitored during the tests by measuring the normal and tangential forces. Wear depth, surface roughness, and volume wear losses were measured by using a non-contact 3D profiler. Results show an increase on the hardness and the reduction of the wear losses, in the alloy with the simultaneous addition of 0.5% wt of B and 0.5% wt of C. A decrease in the average friction coefficient with the increase in the volume of reinforcing phases was also observed. The base alloy showed a high degree of adhesion and higher roughness values. On the other hand, the predominant wear mechanism in the reinforced alloys was oxidative wear followed by a small degree of adhesion and micro-ploughing caused by the wear products between sliding surfaces. Cross-sectional analysis showed a lower degree of deformation under the surface in the B and C added alloys, attributed to the presence of the reinforcing phases and the strengthening of the matrix promoted the transition from adhesive wear to oxidative wear.

The Effect of Various Contaminants on the Surface Tribological Properties of Rail and Wheel Materials: An Experimental Approach

This study reports on the tribological behavior of Indian rail track and wheel materials under different contaminants. A pin-on-disc tribometer was selected for the experimental analysis in ambient conditions (temperature of 24.9 °C and relative humidity of 66%). Sand, mist, leaves, and grease were the contaminants used in this investigation. The railway track was used to make the pin, and the wheel was used to make the disc. The acquired results were analyzed using frictional force and wear depth as a function of time as the variables. These pollutant effects were compared to no-contaminant conditions. It was observed that the sand increased the friction force and wear depth, whereas oil decreased friction and wear. Mist and leaves also reduced friction and wear. The effect of leaves was higher than the mist. The effect of load on various contaminants was also investigated. The results showed that as the load increased, the friction force and wear also increased for all contaminants. The results of this study can help in understanding the wear phenomenon of wheels and rail tracks in different parts of India.

Effect and optimization of tribological parameters upon wear responses of TiAlN coating

This study investigated the relative effects of tribological process parameters and their optimization for wear responses of a TiAlN thin film deposited on heat-treated and plasma-nitrided novel MDC-K hot work tool steel. The effects of tribological process parameters were studied by conducting a tribological test on the TiAlN thin film against a tungsten carbide (WC) counterbody. The researchers considered three tribological process parameters – namely, sliding velocity, applied load and sliding distance – to conduct the tribological test and study the effect of the parameters on five different wear responses – namely, friction coefficient, surface roughness (R a), wear depth, wear mass loss and hardness. The relative effects of the process parameters were studied using contour plots, and the individual effects and contributions were analyzed using an analysis of variance test. Further, the overall evaluation criteria method was employed to select the optimal settings of tribological process parameters based on the experimental results. Finally, the surface morphology of the worn TiAlN surface against the best and worst parametric settings was evaluated using scanning electron microscopy integrated with energy-dispersive X-ray spectroscopy to investigate the underlying wear mechanisms.

Experimental Research of Abnormal Wear for Water-Lubricated Polymer Bearings under Low Speed, Heavy Pressure, and High Water Temperature

Polymer bearings used in a real ship had a hydrolysis failure under 50 rpm at 0.5 MPa with 40 °C water temperature. The test conditions were determined based on the operating conditions of the real ship. The test equipment was rebuilt to accommodate bearing sizes in a real ship. Water swelling was eliminated after 6 months' soaking. The results showed that the polymer bearing was subjected to hydrolysis because of the increased heat generation and heat dissipation deterioration under low speed, heavy pressure, and high water temperature. The wear depth in the hydrolysis area is 10 times larger than that in normal wear area, and the melting, stripping, transferring, adhering, and accumulation of hydrolyzed polymers caused abnormal wear. Additionally, extensive cracking was observed in the hydrolysis area of the polymer bearing.

The effect of the installation angle of a high speed train yaw damper on wheel wear

The yaw damper is of great significance to the dynamic performance of high-speed trains. In this work, the influence of different installation angles of yaw dampers on dynamic responses and wheel wear is investigated. Firstly, the detailed dynamic model of a high-speed train is developed, which includes all kinds of nonlinear factors, such as wheel/rail contact relationship and nonlinear characteristics of various damping, and the influence of the installation angle of the yaw damper on dynamic performances of railway vehicles is investigated. Then the wheel wear prediction procedure is also proposed to obtain the effect of the installation angle of the yaw dampers on wheel wear evolution. The results show that the nonlinear critical speed of railway vehicles gradually increases with the increasing lateral distance of the yaw damper at the frame side. While critical velocity gradually decreases with increasing vertical installation distance of the yaw damper at the car body side. The maximum wheel wear depth will also gradually increase with increasing vertical distance at the car body side and increasing lateral distance of the yaw damper at the frame side when the vehicle runs on the tangent track. Moreover, it is also noticed that the wear depth of the wheel on both sides will gradually increase with the increasing vertical installation distance of the yaw damper at the car body side when the vehicle runs on a curved track. When the lateral installation angle of the yaw damper is less than 0°, the wheel wear rate remains constant and the wear sensitivity of the wheel to lateral installation angle is low, if the lateral installation angle of the yaw damper is greater than 0°, wheel wear rate increases significantly with increasing lateral installation angle of the yaw damper.

Effects of Wear on Lubrication Performance and Vibration Signatures of Rotor System Supported by Hydrodynamic Bearings

Wear is one of the most common failures of hydrodynamic bearings. The main purpose of the present work was to investigate the effects of wear on lubrication performance and acquire efficient vibration signatures for fault diagnosis. In this paper, a finite element model (FEM) for a two-disk rotor supported on worn hydrodynamic bearings is presented in which the oil film force is evaluated by linear and nonlinear models. Numerical and experimental results indicate that the static and dynamic characteristics of the bearing are significantly changed by wear, leading to a drop in system critical speeds due to the deterioration of the constraint status provided by the bearings to the rotor. As the wear depth increases, the onset speed of oil whirl increases, while that of oil whip becomes lower, and large amplitudes of resonance and oil whip are more likely to be excited. More notably, all of the above vibration signatures in the y-direction are more sensitive to wear compared to those in the x-direction, which means that wear faults can be diagnosed by differences in vibration characteristics between the x- and y-directions. This research can provide a theoretical foundation and engineering guidance for the hydrodynamic bearing wear fault diagnosis.

Preparation and Characterization of Pulse Electrodeposited Ni/W-SiC Nanocomposite Coating on Mild Steel Substrate

In order to improve the performances of metal containers, furnace bodies and agricultural tools manufactured by mild steels, Ni/W-SiC nanocomposites are prefabricated on mild steel substrate by the pulse electrodeposition (PED) method. The morphology, texture, microstructure, microhardness, and wear performances of Ni/W-SiC nanocomposites are examined by scanning electron microscopy (SEM), atomic force microscopy (AFM), X-ray diffraction (XRD), dispersive X-ray spectroscopy (EDX), hardness tester, and friction wear testing. The results indicate that the SiC size in nanocomposites is ~32.4 nm when its concentration in electrolytes is 7 g/L. The S1 and S4 nanocomposites’ microstructures (the S1 composite was prefabricated at 4 g/L, and the S4 composite was deposited at 13 g/L) reveal many large cauliflower-shaped grains. However, the S2 nanocomposite (the S2 composite was obtained at 7 g/L) demonstrates the homogeneous, finest and smoothest surface morphology. The diffraction angles of S1 nanocomposite are 41.2°, 51.7°, and 71.2° depicting the sharpest diffraction peaks, corresponding to the (1 1 1), (2 0 0), and (2 2 0) crystal planes of Ni-W grains, respectively. Moreover, the S2 nanocomposite exhibits the lowest wear depth and width of 34.2 μm and 5.5 mm, respectively. Some shallow and fine scratches on the as-described nanocomposites’ surface indicate its excellent tribological performance. However, the S4 nanocomposite exhibits a wear depth of 86.3 μm and a width of 11.9 mm.

Wear Behavior of Monolithic Zirconia after Staining, Glazing, and Polishing Opposing Dental Restorative Materials: An In Vitro Study

The purpose of this in vitro study was to compare the effect of staining, glazing, and polishing on the wear behavior of stabilized zirconia with 5 mol% of yttrium oxide (5Y-TZP) opposing 5Y-TZP, leucite-reinforced ceramic (LC), lithium disilicate (LD), and microhybrid composite resin (MCR). Hemispheres of 5Y-TZP were divided into six groups (n = 10) according to the finishing procedure: C (control), S (staining), G (glazing), P (polishings), SG (staining plus glazing), and SP (staining plus polishing). The two-body wear test (2BW) was performed (20 N load, at 2 Hz, until 300,000 cycles). Vertical height loss of hemispheres (VHL) and wear depth of restorative materials (WD) were analyzed using a profile projector and laser confocal microscope, respectively. Data of VHL and WD were analyzed using a generalized linear model by the Wald test and t post hoc test with the Bonferroni adjustment (α = 0.05). The staining, glazing, polishing, and restorative material had a significant effect (p &lt; 0.05) on VHL and WD. Polishing reduced VHL opposing MCR, LC, and LD. There was an increase in WD to G opposing LD and SG opposing MCR. The 5Y-TZP presented the highest wear resistance, while MCR presented the lowest. Polishing was recommended to promote staining durability and decrease wear rates opposing MCR and LD.

Influence of Axle Load on the Wear of Railway Wheel Material

This study investigated the influence of axle load on the wear rate of railway wheel material. Excessive wear of wheel/rail materials and reduced service life of the wheel/rail system might be caused by the increase in axle load and traffic volume. Two kinds of rail and wheel steels have been studied against different axle load steps, simulating them for wear performance analysis using multibody simulation software (SIMPACK) and MATLAB programming. The simulation model results are validated against the vehicle’s specifications and wear depth measured on Ethiopia—Addis Ababa Light Rail Transit (LRT), and experimental results from the literature. The result shows that the wear rate increases proportionally with the increasing of applied load and that the proportionality coefficient is 0.1393, which has a very good agreement with the experimental results from the works of literature. Likewise, the estimated total tread wear amount after a mileage of 52,000 km is 2% larger than the measured one in LRT, which is indeed an excellent result taking into account the inaccuracy of the wheel diameter gauge used to measure the wheel transversal profile. In normalized UIC 50 kg/m rail and S1002 wheel profile, the wear rate increases linearly from 5110.02, 9997.87, and 18990.17 mm3/km on 11, 21, and 30 tones applied load, respectively. Apparently, on the hardened UIC 60 kg/m and S1002 wheel profiles, the wear rate has been improved by 14.5%, 10.8%, and 7.5% on 11, 21, and 30 tones applied load, respectively, in comparison to normalized rail/wheel match. Briefly, the wheel wear rate is highly influenced by the increasing applied load, referring proportionality coefficient of 0.1393.

Effect of equal channel angular pressing on the microstructure and tribocorrosion characteristics of 316L stainless steel

The tribocorrosion behaviour of equal channel angular pressed (ECAP) 316L austenitic stainless steel was studied. ECAP process had resulted in significant grain reduction from 38 ± 9 μm to 3 ± 1 μm after the 4th pass. Grain refinement had improved hardness up to ∼141% and enhanced the strength by at least ∼64% in the 4th pass sample. The 4th pass sample shows minimum wear volume loss and a low coefficient of friction during the tribocorrosion due to refined grains that show high resistance to plastic deformation. The open circuit potential (OCP) curve of ECAP-processed samples shifts to a more negative potential (∼0.39 V) than the solutionized (∼0.35 V) one. Due to the high wear resistance or less wear depth of ECAP processed samples, a minimal shift was observed. The surface morphology of the wear track confirms that abrasive wear prevails in all the samples.

Wear behavior at margins of direct composite with CAD/CAM composite and enamel

ObjectivesThe aim was to investigate the two-body wear at the marginal area between direct filling composites and substrate of CAD/CAM composites or enamel.Materials and methodsFlat specimens were prepared from CAD/CAM composites (CERASMART 270 and SFRC CAD) and bovine enamel. A box-shaped cavity cut into CAD/CAM composites and enamel surfaces was made. The prepared cavity in CAD/CAM composites was treated with a primer, while in enamel, the cavity was treated with an adhesive. Three conventional composites (Universal Injectable, G-aenial A’Chord, and Filtek Bulk Fill) and one short fiber composite (everX Flow) were placed and cured in the prepared cavities. A two-body wear test was conducted with 15,000 chewing cycles using a dual-axis chewing simulator. The specimens (n = 5/per group) were positioned to produce wear (load = 20 N) across the marginal area between filling composites and substrates. The wear depth was analyzed using a 3D optical profilometer. SEM was used to evaluate the wear behavior and margins between the filling and substrate materials.ResultsAll composites used displayed different wear behavior (20–39 µm) (p < 0.05). The highest wear values were recorded for A’Chord and Filtek, while the lowest values were for Injectable and CERASMART 270. The data analysis showed that the wear behavior of substrate materials depends on the filling materials used at margins (p < 0.05). The marginal breakdown was seen only between bovine enamel and filling composites.ConclusionsThe use of the two-body wear simulation method revealed important information about the behavior of the filling composites at the marginal area with CAD/CAM composites or bovine enamel substrates.Clinical relevanceThe marginal breakdown related to the material combination at the bonding region.

The mechanical properties, tribological behaviors and color stability of a feldspar nanoceramics strengthening extrinsic stain for high-translucent zirconia

The present work is aimed to explore the mechanical properties, tribological behaviors and color stability of nanoceramics and microceramics strengthened extrinsic stain coatings (NS and MS) upon high-translucent zirconia (TZ). The Na-rich feldspar ceramics component, microstructure and particle size of NS and MS were verified. The mechanical properties including elastic modulus and hardness of NS were enhanced compared to MS. Reciprocating wear tests under a ball-on-plate configuration manifested that the reduced coefficient of friction, wear depth and wear volume loss of NS was evaluated after 1 × 10 4 cycles and the wear scar morphology of NS characterized by microcracks while MS featured more delamination and wear debris. Post toothbrushing simulation revealed that the color stability of extrinsic stain coatings was elevated with the addition of feldspar nanoceramics. The feldspar nanoceramics strengthening extrinsic stain exhibited enhanced elastic modulus, hardness, wear resistance and color stability, especially for TZ.

Theoretical Investigation of Mesh Relationship and Mesh Stiffness of Internal Spur Gears with Tooth Wear

The internal gear is part of the planetary and epicyclic gear pairs in the transmission system of the helicopter. Gear tooth wear is one of the most usual gear failures. This paper establishes an analytical model to evaluate the influence of tooth wear on the mesh relationship. A new mesh relationship can be derived for internal spur gears with tooth wear by the proposed analytical model. Consequently, using the new mesh relationship, the two most important meshing excitations, mesh stiffness and unloaded static transmission error (USTE), are quantitatively evaluated for the internal gear with tooth wear. The results indicate that tooth wear mainly affects the meshing ranges of single-tooth and double-teeth in mesh stiffness, rather than its amplitude. Additionally, the amplitudes of USTE increase with the increasing wear depth. Finally, this study can offer a foundation for the dynamic modeling and fault diagnosis of internal spur gears with wear faults.

Effect of Co-Coated Al2O3 Composite Powders on LPBF-Manufactured CoCrMo Alloy

In this study, we systematically examined the influence mechanisms of introduced cobalt coated alumina (Co-coated Al2O3) particles on the microstructure and properties of cobalt-chromium-molybdenum (CoCrMo) alloy printed by Laser Powder Bed Fusion (LPBF). The Co-coated Al2O3 composite powders with different density of cobalt coating were prepared by varying Al2O3 load from 1 g/150 mL to 2 g/150 mL during the electroless plating process. Then they were mixed with CoCrMo powders in the proportion of 1 wt.% and formed standard samples by LPBF technology. The results showed that the addition of Co-coated Al2O3 particles improved the friction performance of CoCrMo alloys significantly. The wear depth of CCM@2Al2O3 was only 2.18 μm and the wear volume of it was about 10% of pure CoCrMo alloy. The CoCrMo alloy introduced the Co-coated Al2O3 particles with a 1 g/150 mL Al2O3 load formed metal-ceramic bonding interface, which solved the problem of poor wettability between Al2O3 and matrix in LPBF process. Such CoCrMo alloy exhibited excellent tensile properties and the mean microhardness of it reached 379.9 ± 3.5 HV0.5.

Wear Regularity of Shotcrete Conveying Bend Based on CFD-DEM Simulation

To reveal the flow characteristics of shotcrete during pneumatic transportation, the numerical simulation of the gas–solid flow of shotcrete in the pipeline transportation process was carried out based on a CFD-DEM coupling simulation method. When the particle diameter increased from 7 mm to 12 mm, the maximum wear depth of the pipeline increased from 1.48 × 10−6 mm to 4.58 × 10−6 mm. With an increase in particle diameter, the maximum wear depth of the pipeline increased. Moreover, the wear position gradually concentrated to a fixed area with the increase in particle diameter. In the wind speed range of this simulation study, when the wind speed increased from 42 m/s to 52 m/s, the maximum wear depth of the pipeline increased from 2.53 × 10−6 mm to 5.26 × 10−6 mm. The change in wind speed had little effect on the wear location of the pipeline. However, the wear depth of the pipeline increased with the increase in wind speed. When the curvature radius increased from 200 mm to 250 mm, the maximum wear depth decreased from 5.83 × 10−6 mm to 4.47 × 10−6 mm. When the curvature radius increased to 300 mm, the maximum wear depth increased to 6.58 × 10−6 mm. Finally, according to the law of pipeline wear and combined with the actual situation of pipeline wear in engineering, measures were put forward to prevent or reduce the degree of pipeline wear.