Wear Model Research Articles

Parametric optimization of corrosion and erosive wear performance of FeCrCoNiSiB coated Q235 steel by using Taguchi's method

AbstractHigh‐speed oxy‐fuel warm showering is utilized to cover Q235 steel with Fe32Cr21Co21Ni16Si5B5 and Fe43Cr16Co12Ni14Si5B10. The resistance of coatings to slurry wear is tested using a jet‐type apparatus. Investigations of the surface are conducted. Taguchi's and wear model verify the significance of impact of the most important factors. In this case, the wear model‘s proposed process closely matches with the experiments. In this study, the impact velocity was entitled as the most influential component, with a commitment proportion of 70 %, trailed by the impingement point, with proportions of 28.16 % and 28.70 % for Fe32Cr21Co21Ni16Si5B5 and Fe43Cr16Co12Ni14Si5B10, separately. It is by and large concurred that the main success of the control boundaries is influence speed>impingement point>erodent feed rate>erodent size for Fe43Cr16Co12Ni14Si5B10, and the opposite is true for Fe43Cr16Co12Ni14Si5B10. Scanning electron microscopy has shown that the principal erosion processes for Fe32Cr21Co21Ni16Si5B5 and Fe43Cr16Co12Ni14Si5B10 coatings are miniature cutting and blended cutting and furrowing at low impingement point while platelets are apparent at ordinary impingement point. Coatings formed passivation films, as shown by their greater value relative to the substrate.

Systems dynamic model of wear evolution for sheaves used in oil and gas hoisting operations

The global offshore drilling contracted fleet consisted of 378 jack-ups, 68 semisubmersibles and 73 drillships, according to Westwood Global Energy Group, as of September 2023. In most regions of the world, rig activity has picked up from increased operator demand and pushed the marketed utilization for jack-ups from 76% to 85%, semis from 60% to 80% and drillships from 82% to 90%. The utilization of a drilling rig depends on various factors, mainly drilling demand, rig capability and specifications, and rig efficiency and reliability. Worn sheave grooves can pull down the efficiency of a drive by 8% accelerate the wearing of ropes reduce rope life, increase maintenance costs, and the need for more frequent rope replacements. Wear depth for sheaves is typically measured as the depth of wear in the groove of the sheave, which indicates the extent to which the sheave has worn down over time. Research on surface wear of wire rope caused by the contact between the wire rope and the sheave has rarely been carried out. Upgrading Archard’s Wear model is needed to provide a better estimation of wear depth for sheaves. Moreover, the wear coefficient shall be determined. Therefore, the purpose of this paper is to model the wear evolution caused by the sliding contact between the wire rope and the sheave. To achieve this purpose, case sheaves were purposefully selected, studied and modelled using both the analytical and simulation modelling approaches.

Spectral wear modelling of rubber friction on a hard substrate with large surface roughness

Soft-hard matter friction is a long-standing tribology problem that remains unclarified, requiring engineers to empirically predict the wear life. To clarify this issue, this study examines the transient running-in regime of rubber friction on a hard rough substrate and models the temporal wear progression using the spectrum curves of surface roughness for both materials. Performing a series of friction tests and three-dimensional surface-height measurements, the time-dependent behaviours of the power spectral densities (PSDs) are divided into two phases, namely the initial non-steady and long-term steady phases. The detailed spectral analyses of worn rubber surfaces in the initial phase lead to a blended PSD function between self-affine and K -correlation surface models, consisting of one variable (the Hurst exponent) that is saturated by the substrate self-affinity. Supported by the Greenwood–Williamson theory concerning rough contact mechanics, the volumetric estimate with the blended PSD function is used to assess the volume rate of wear debris in the steady phase, which is validated experimentally. These findings not only improve the wear predictions of soft materials from the initial measurements of worn surfaces but also help clarify the constrained multiscale mechanism of wear.

Dynamic modeling of spur gear transmission system with evolutive coupling fault of fatigue crack and wear

Parallel shaft spur gear system is widely used in various machineries because of its simple structure, high transmission efficiency and strong adaptability. The health status of spur gear greatly affects the safety and reliability of equipment in service, so it is quite necessary to reveal the evolution law of gear fault and clarify the fault dynamic response. Fatigue crack is a typical gear fault, and it is often accompanied by wear which is generally unavoidable in the life cycle of gear transmission system. The two typical gear faults reduce the meshing stiffness of the gear pair, whereupon a calculation approach of time-varying meshing stiffness for the coupling fault of fatigue crack and wear is proposed. First, the prediction models of fatigue crack and wear are respectively investigated, then a coupling fault evolution model is built by combining them. Using this model, a new approach for calculating the time-varying meshing stiffness is put forward. Via embedding the obtained meshing stiffness into the eight-degree-of-freedom dynamics model of spur gear transmission system as the fault excitation, an evolutive coupling fault dynamics model is constructed. Finally, the effectiveness and accuracy of the proposed evolutive fault dynamics model is verified by the experiment on a faulty single-stage gearbox. The proposed model has important guiding significance for the fault diagnosis and prognosis of spur gearbox.

Optimal Dispatch Strategy for Electric Vehicles in V2G Applications

The overutilization of electric vehicles (EVs) has the potential to result in significant challenges regarding the reliability, contingency, and standby capabilities of traditional power systems. The utilization of renewable energy distributed generator (REDG) presents a potential solution to address these issues. By incorporating REDG, the reliance of EV charging power on conventional energy sources can be diminished, resulting in significant reductions in transmission losses and enhanced capacity within the traditional power system. The effective management of the REDG necessitates intelligent coordination between the available generation capacity of the REDG and the charging and discharging power of EVs. Furthermore, the utilization of EVs as a means of energy storage is facilitated through the integration of vehicle-to-grid (V2G) technology. Despite the importance of the V2G technology for EV owners and electric utility, it still has a slow progress due to the distrust of the revenue model that can encourage the EV owners and the electric utility as well to participate in V2G programs. This study presents a new wear model that aims to precisely assess the wear cost of EV batteries, resulting from their involvement in V2G activities. The proposed model seeks to provide EV owners with a precise understanding of the potential revenue they might obtain from participating in V2G programs, hence encouraging their active engagement in such initiatives. Various EV battery wear models are employed and compared. Additionally, this study introduces a novel method for optimal charging scheduling, which aims to effectively manage the charging and discharging patterns of EVs by utilizing a day-ahead pricing technique. This study presents a novel approach, namely, the gradual reduction of swarm size with the grey wolf optimization (GRSS-GWO) algorithm, for determining the optimal hourly charging/discharging power with short convergence time and the highest accuracy based on maximizing the profit of EV owners.

Long-term simulation of an industrial coke breeze grinding circuit

One important application of rod milling is in size reduction of coke breeze, which is used as solid combustible in iron ore sintering plants. The work applies modeling and simulation of an industrial circuit comprised of a flip-flow screen and a rod mill to predict the circuit response in long-term operation, following the strategy used in the plant of replacing the rod charge only when it reaches the end of its life. Initially, the model for rod wear has been calibrated and the mill fillings estimated. Then the mill model has been validated with data from several industrial surveys, showing good agreement between the two. A long-term (approximately three-month) pseudo-dynamic simulation was then carried out to mimic the strategy normally used in plant operation. Additional simulations were then carried out to compare different scenarios of operation, demonstrating the benefit of increasing the rod charge and diameter, in particular when associated with operation of the mill at lower speed in the beginning of the charge life and progressive increase thereafter, besides partially replacing worn rods in their midlife. For instance, simulations showed that an increase in initial mill filling from 15 to 20 %, progressive increase in fraction of critical speed from 0.40 to 0.65 in contrast to operation at constant speed and gradual reduction of throughput from 60.0 to 40.2 t/h resulted in 56 % increase in charge lifetime, 35 % reduction in variability in product quality and 12 % reduction in cost of operation per ton of coke breeze produced.

Dynamic Investigations on the Wear Behavior of a 3D Revolute Joint Considering Time-Varying Contact Stiffness: Simulation and Experiment

The existence of the relative radial and axial movements of a revolute joint’s journal and bearing is widely known. The three-dimensional (3D) revolute joint model considers relative radial and axial clearances; therefore, the freedoms of motion and contact scenarios are more realistic than those of the two-dimensional model. This paper proposes a wear model that integrates the modeling of a 3D revolute clearance joint and the contact force and wear depth calculations. Time-varying contact stiffness is first considered in the contact force model. Also, a cycle-update wear depth calculation strategy is presented. A digital image correlation (DIC) non-contact measurement and a cylindricity test are conducted. The measurement results are compared with the numerical simulation, and the proposed model’s correctness and the wear depth calculation strategy are verified. The results show that the wear amount distribution on the bearing’s inner surface is uneven in the axial and radial directions due to the journal’s stochastic oscillations. The maximum wear depth locates where at the bearing’s edges the motion direction of the follower shifts. These findings help to seek the revolute joints’ wear-prone parts and enhance their durability and reliability through improved design.

Advancements in Polymer Friction and Wear: A Scratch-Modeling Approach

Due to its many applications, including assessing strength, fracture toughness, and so on, the scratch method has attracted much attention in the research community. Finding the tribological characteristics of polymers, such as friction and wear, proved difficult for scratch approaches. This study tested a constant loading scratch method with a Rockwell indenter on the polymeric surface to develop an accessible wear and friction calculation model. Scratch load, speed, and passes, three primary factors, are considered to observe the polymers' response, particularly in terms of width, penetration depth, residual depth, and percentage of recovery. Considering all these scratch parameters, the experiments were conducted on five polymers: polytetrafluoroethylene (PTFE), polyether ether ketone (PEEK), polypropylene (PP), high-density polyethylene (HDPE), and polymethylmethacrylate (PMMA). The scratch characteristics are considered to calculate the friction coefficient and wear throughout the scratching process. Increased groove width, penetration depth, and residual depth and a decrease in recovery percentage are the effects of the number of scratch passes. The strain hardening caused by the multiple movements of the indenter on the same grooves causes a behavior change. With an increase in the scratch pass, the coefficient of friction decreases and stabilizes, and the volumetric wear increases, suggesting that more scratch passes will cause more material loss. This study derived two distinct models by applying the least-square curve fitting technique to evaluate friction and material wear characteristics. This model demonstrates a high degree of compatibility with the specific characteristics of polymeric materials and exhibits a significantly low margin of error.

Effect of rail profile wear on vehicle operation performance in high-speed line

PurposeWith the continuous increase in the operating speed of high-speed trains, the wear and tear of rails on high-speed lines has also gradually deteriorated. At present, the phenomenon of asymmetric wear of rails in high-speed lines is relatively serious. This paper aims to analyze the effect of three typical rail profile wear on vehicle operation performance.Design/methodology/approachTo solve this problem, by analyzing the wheel-rail contact relationship and establishing a vehicle dynamics model, the influence of worn typical rail profiles on the vehicle’s dynamic performance and carbody abnormal vibration is analyzed. Additionally, the effect of worn rail profiles on wheel wear is analyzed using a wear model.FindingsThe results showed that, compared to the standard rail profile, the three typical wear rail profiles show an increase in normal contact stress. The ride and safety indexes of the three rail profiles also increased compared with the CHN60 profile. The rail Profile 3 does not affect carbody vibration, while Profile 1 and Profile 2 can cause hunting vibrations of the carbody, with the main vibration frequencies around 7 Hz. The wheel wear depths under three typical rail profiles are 1.185 mm, 1.11 mm and 1.058 mm.Originality/valueThe effect of the measured typical rail profiles on the vehicle’s performance is analyzed, particularly in terms of abnormal vibrations and wheel wear. This analysis can provide guidance for the long-term maintenance of the rail system.Peer reviewThe peer review history for this article is available at: https://publons.com/publon/10.1108/ILT-08-2023-0270/

Nanoscale friction analysis using asperity cross-section and longitudinal section area

This study investigates the effect of nanoscale asperity geometry and indentation depth on friction behaviors. Diamond asperities of cone, cosine, and hemisphere sliding on the copper substrate are analyzed based on asperity cross-section and longitudinal section area. Results show that asperity cross-section area is linear to friction force as the key component. Moreover, wear volume is decided by and linear to asperity longitudinal section area. The simulated results of wear volume present a slope agreement with the classical wear model in the steady phase with a shift at the beginning.

Simulation of electrical contact wear on the rough surfaces of ultra-high-voltage transmission line fittings

A novel electrical contact wear simulation method was proposed to characterize the electrical contact wear of fittings in ultra-high-voltage transmission lines by combining line fittings with the Archard wear model and oxidation loss theory. In this method, a three-dimensional (3D) rough body was generated by using the Weierstrass–Mandelbrot fractal function to simulate the contact surface. An electrical contact wear subroutine was developed, and the wear state was updated using arbitrary Lagrangian–Eulerian adaptive grid technology. Finally, finite element software was used to perform thermal stress wear coupled analysis. The results show that the wear volume, wear depth and friction temperature obtained by the rough electric contact model were 2.71 times, 4.21 times and 2.18 times of the common ideal plane model, respectively. In the rough model, the wear depth of the nodes initially accelerated, subsequently slowed down, and again accelerated with time. The friction high temperature region was distributed in a point pattern, and the temperature difference between the contact region and the non-contact region became obvious.

Modeling of operational reliability of running wheels of overhead cranes of seaports

Overhead cranes are widely in operation in sea and river ports for cargo transshipment in open and closed storage areas. Since they are the main link in technological processes, the productivity of Port production lines depends on their reliable and continuous operation. It is known that during the operation of cranes, 90% of the running wheels fail and are replaced with new ones due to intensive wear of the edges, and 60-70% of crane rails due to wear of their side faces. Since the service life is the main indicator of the durability of parts and assemblies, therefore, increasing the installation of wheel life is an urgent task, which will reduce the cost of repair and operation of cranes. As the experience of operation shows, running wheels have the most worn elements of movement mechanisms. Thus, their service life ranges from several months to 2-3 years. This is due to the fact that replacing the wheels is cheaper compared to replacing the crane track. Since the service life is the main indicator of the durability of parts and assemblies, therefore, increasing the installation of wheel life is an urgent task, which will reduce the cost of repair and operation of cranes. Analysis of studies of complex technical systems shows that the reliability of overhead crane mechanisms operated for more than 30 years in the Seaport is not fully understood, the nature of wheel damage depends on the operating conditions. For research, 4 identical overhead cranes with a lifting capacity of 10 tons were selected, which operate in Hook mode in seaports. Crane wheels are made of 65g steel by casting. Crane mechanisms were visually examined and wheel wear was measured after 3 months during 4 years of operation. Based on the research results, the parameters of the Wear model from time to time in the form of a step function are calculated. The obtained values of the correlation coefficient indicate that there is a fairly tight relationship between wear and operating time. The average error value for the proposed model does not exceed 6.1%, which is quite acceptable for engineering calculations. It is established that the service life of Crane wheels does not exceed 3.3...3.4 years of operation, which is less than 4 years specified by the manufacturer.

Prediction of tool wear during micro-milling Inconel 718 based on long short-term memory network

Tool wear is inevitable due to the thermal-mechanical coupling in micro-milling, Micro-milling of difficult-to-cut material Inconel 718 leads to significant flank wear on the cutting tool. Tool wear influences the dimensional accuracy and surface quality of products, and also influences tool life. Tool wear during micro-milling process cannot be obtained by current commercial finite element software directly. This paper presents a tool wear prediction method for micro-milling cutter based on long short-term memory network. Firstly, experiments of micro-milling Inconel 718 are carried out, the cutting forces in three directions, reduction ratio of the tool diameter and the flank wear of the cutting tool are obtained. Then, through correlation analysis, it is found that Fx has the strongest correlation with reduction ratio of the tool diameter, the correlation coefficient is 0.9390, and Fy has the strongest correlation with the flank wear of the cutting tool, the correlation coefficient is 0.9453. Finally, based on the long short-term memory network, a prediction model of reduction ratio of the tool diameter is established with Fx as input. The root mean square error (RMSE), the mean absolute error (MAE) and the mean absolute percentage error (MAPE) are 0.4246, 0.3533 and 2.92 % respectively. And a prediction model of the flank wear of the cutting tool is established with Fy as input. The RMSE, MAE and MAPE are 0.4463, 0.3649 and 0.20 % respectively. The research achieves the prediction of tool wear in micro-milling Inconel 718, which lays a foundation for tool condition monitoring.

Development of a DEM method for predicting wear distribution on particle scale

Wear is a complex and frequently observed phenomenon in industrial processes. In past studies, the equipment wear has been the major focus for researchers, while particle wear and its distribution have received less attention. However, in processes such as grinding, mass finishing, and polishing, understanding particle wear and its distribution is equally important. Predicting particle wear and its distribution can help predict shape changes during processing and guide production to improve economic efficiency. In this study, a method combining an energy-based wear model IEEM (Impact Energy erosion model) and an intersection algorithm is proposed to obtain the wear distribution within the DEM (Discrete Element Method) framework. The accuracy of the method is validated by the comparison between experiments and corresponding simulations, where the experiment is conducted on cube workpieces using a laboratory-scale planetary ball mill under wet conditions. Furthermore, the influence of particle shape on the wear distribution is investigated by DEM simulations.

Influence of Artificially Altered Engine Oil on Tribofilm Formation and Wear Behaviour of Grey Cast Cylinder Liners

This work investigates the influence of altered engine oil on the tribological performance, focusing in particular on wear and interconnected tribofilm formation. For this purpose, Zinc dialkyldithiophosphate (ZDDP) additivated engine oils of different degradation levels, produced in an artificial oil alteration process, were used in tribometer tests with a nitride steel piston ring against a grey cast iron cylinder liner model contact. Parameters were chosen to simulate the boundary and mixed lubrication regime typical for the top dead centre conditions of an internal combustion engine of a passenger car. Wear of the cylinder liner specimens was continuously monitored during the tribometer tests by the radio-isotope concentration (RIC) method, and tribofilms were posteriorly investigated by X-ray photoelectron spectroscopy (XPS). The results clearly show that the steady-state wear rates for experiments with altered lubricants were significantly lower than for the experiments with fresh lubricants. XPS analysis on the formed tribofilms revealed a decrease in sulphide and an increase in sulphate states for altered oils evaluated at 120 °C oil temperature, correlating with a decrease in steady-state wear rate. This finding emphasizes the role of sulphate species in the tribofilm formation process and its anti-wear capabilities, in contrast to the sulphide species and the (poly-)phosphate species, as outlined in most of the ZDDP literature. Moreover, the RIC signal that represents the amount of wear in the engine oil showed a decrease over time for specific altered lubricants and test conditions. These “negative” trends in the wear signal are remarkable and have been identified as an incorporation of wear particles from the lubricant into the tribofilm. This finding is supported by XPS results that detected an iron-oxide layer with a remarkably similar quantity within the tribofilm on the surface. Based on these findings, an assessment of the minimum film formation rate and particle incorporation rate was achieved, which is an important basis for adequate tribofilm formation and wear models.

Anti-Wear Design of the Knot-Tripping Mechanism and Knot-Tying Test for the Knotter

Aiming to solve the problem of knot-tripping failure caused by severe wear between the spherical roller and planar cam of the knotter, this paper first establishes a calculation model of the spatial cam contour surface. The knot-tripping mechanism in the knotter is designed as a line-contact curved-surface cam mechanism, with the cutter arm swinging in accordance with sinusoidal acceleration. The design significantly reduces the contact stress between the cam and the roller, compared to the original knot-tripping mechanism. Additionally, it eliminates the impact between the spherical roller and the planar cam. Based on the Archard model, the calculation model for cam-roller wear in the knot-tripping mechanism has been derived and utilized for wear calculation. The wear test results of the knot-tripping mechanism with an aluminum cam show that the curved cam has a wear amount that is 43%, 56%, 46%, and 37% lower than that of the planar cam after tying the knot 200 times, 600 times, 1300 times, and 2000 times, respectively. Under the condition that the twine tension is set to 120 N, and the rotation speed of the fluted disc is 60 rpm, the deviations between the calculated value and the measured value of the wear amount of the curved cam are 9.48%, 6.01%, 7.27%, and 9.95%, respectively. This validates the accuracy of the spatial cam wear model and the correctness of the curved cam design.

A running-in strategy based on an efficient wear simulation model for double circular-arc spiral bevel gears

A proper running-in process is necessary for double circular-arc spiral bevel gears to achieve desirable meshing performance. However, this type of gear transmission lacks a suitable running-in wear model, which brings great difficulties to the design of appropriate running-in strategies. To address this problem, the present study establishes an efficient numerical wear model to reveal the wear behavior of double circular-arc spiral bevel gear pairs, based on which a step-wise load running-in strategy is proposed. The established Archard's wear model considers the meshing characteristics of double circular-arc spiral bevel gears and sets a small threshold value, which can reflect the wear behavior of this gear in the running-in stage. To improve the computation efficiency, a two-step parameter updating strategy is proposed to enhance the iteration of p and s. The wear simulation reveals the quantitative relationship contact pressure and running-in cycle during the running-in process. Based on the reveal relationship, a step-wise load running-in strategy is proposed to sharpen the running-in period. The developed wear model and the proposed running-in strategy can be extended to other types of gears with circular-arc profiles.

Effect of EDTA-modified alumina composite abrasive on the CMP performance of sapphire substrate

Sapphire is one of the most widely used substrate materials for semiconductor lighting. With the improvement of chemical mechanical polishing (CMP) processing technology for sapphire substrate, mass production, and cost control requires faster polishing efficiency and better surface quality. In CMP, alumina abrasive is widely used for its high polishing rate, but it also has the disadvantages of easy agglomeration and poor polishing quality. Therefore, ethylenediamine tetraacetic acid (EDTA)-grafted alumina composite abrasives were produced by a two-step process for the sapphire substrate CMP. As demonstrated by time of flight secondary ion mass spectrometry and fourier transform infrared spectroscopy, EDTA has been successfully grafted onto the surface of alumina particles. As shown by the scanning electron microscope, particle size distribution, and zeta potential analyses, the modified alumina composite abrasives exhibit superior dispersion properties than pure alumina particles. CMP experiment results show that the material removal rate (MRR) of the alumina composite abrasives can reach up to 2.6 μm/h, and the surface roughness (Sa) of the sapphire substrate can be reduced to 0.89 nm, which is 53 % higher and 66 % lower than pure alumina, respectively. According to X-ray photoelectron spectroscopy, the chemical etch of modified abrasive particles was strengthened, and the complex reaction occurred throughout the CMP process to generate the C–O–Al structural compound. Meanwhile, the friction coefficient test and contact angle test were combined to create the contact wear model. It shows that the addition of EDTA expands the contact area between the composite abrasives and the surface of substrates, improving the mechanical interaction during CMP. The chemical reaction and mechanical action combine and promote each other to enhance the CMP performance.

Probabilistic model of disc-cutter wear in TBM construction: A case study of Chaoer to Xiliao water conveyance tunnel in China

Probabilistic model of disc-cutter wear in TBM construction: A case study of Chaoer to Xiliao water conveyance tunnel in China

Experimental investigation on the bio-tribocorrosive behavior of Ti6Al4V alloy and 316 L stainless steel in two biological solutions

In this manuscript the tribocorrosive behavior of two common biomaterials adopted in dentistry such as Titanium Grade V and Steel 316 L was investigated by a tribometer equipped with a three electrodes potentiostat and a confocal interferometric apparatus for a deep worn surface analysis. The experiments underlined that the pH and higher concentration of NaCl induced greater material loss, especially in terms of mechanical-chemical combined action which, estimated by synergistic approach, had a significant impact on the total wear. In addition, Titanium Grade V alloy showed a superior tribocorrosive wear resistance respect to Steel 316 L because of its higher hardness. Lastly, a linear correlation between tribocorrosive current and synergistic factor was found out which could be adopted in future analytical wear models.