Wear Of Aluminum Alloy Research Articles

Study on wear resistance of local aluminum alloy reinforced by carbon fiber transfer membrane region

In order to study the effect of fiber reinforced resin matrix composites on the friction properties of aluminum alloy, 7075 aluminum alloy, Carbon fiber reinforced plastic (CFRP) and 7075-Al/CFRP hybrid samples were selected for pin-disk friction test. White light interference and scanning electron microscopy were used to analyze the surface morphology of the friction samples. Secondly, the formation process of the transfer membrane was analyzed by Raman test and energy spectrum. Finally, the strength of the transfer film was verified by scratch test. The results showed that the friction coefficients of 7075-W and 7075-T6 aluminum alloy are 0.419 and 0.398, and the wear rates are 0.288% and 0.273%, respectively. For CFRP and 7075-Al/CFRP hybrid samples, the microscopic study of friction interface showed that CFRP and aluminum alloy abrasive particles exchanged elements under the dual action of pressure and shear force, thus forming Transfer Membrane Region (TMR). TMR with strong self-lubrication preferentially supported the friction load during the friction process, thus reducing the friction and wear of aluminum alloy. The friction coefficient and the wear rate of the 7075-Al/CFRP hybrid sample were reduced by 62.5% and 78.2%, respectively in comparison to pure 7075 aluminum alloy sample.

Comparison of the Effects of Surface Roughness of Wrought Aluminium Alloys on the Surface of Steel

The effect of roughness of wrought aluminium alloys on the surface of steel is investigated. Roughness average (Ra) was a fixed polishing at 14 ± 0.05 μm. Also was using a pin–on disc, made of AISI 1045 steel and Ra=0.15 ± 0.05 μm, Hv=312 ± 20 kg/mm2. All tests were carried out as per ASTM G-99 standard. The angular speed of the disc was a fixed 200 rpm and a load range of (5, 10, 15) N, and relative humidity 65%. The microstructure for samples and worn surfaces were analyzed and characterized using X-ray diffraction the residual voltage (XRD), energy dispersive spectroscopy (EDS), scanning of electron microscopy (SEM) and atomic force microscopy (AFM), respectively. It was noticed that the dry sliding wear of aluminium alloys against a steel counterface resulted in severe wear for all alloys. At a load of 10 and 15 N, performs a better effect of wear resistance of A 6092 alloy and was wear reduction is 18% comparison with A5056 and A 3003 alloys and reduce friction. However, at a heavy load of 15 N, only the pattern can effectively reduce friction. The maximum reduction rate of the average wear depth is 20% of A 6092 alloy while a reduce 29% and 40% in A5056 and A3003 alloys respectively. However, there was correlation between roughness and wear rate. In all cases, a mechanically mixed layer was formed. Deformation below worn surface and wear resistance is discussed.

Torsional wear behaviours of TiO2/PMMA film against Ti6Al4V alloy and alumina femoral head ball in dry condition

The torsional fretting wear tests of Ti6Al4V alloy flat against alumina femoral ball in dry condition were carried out on a new high-precision torsional fretting-wear tester. The TiO2/P-methoxymethamphetamine (PMMA)/Ti6Al4V pair showed higher contact stiffness, friction torque, wear damage and material transfer than that of the presentation of TiO2/PMMA/Al2O3 pairs. The mechanisms of torsional wear under different counterbodies were discussed in detail. The mechanisms of torsional fretting wear of aluminium alloy are mainly oxidative wear, abrasive wear and delamination in the three fretting regimes. The torsional fretting running regimes transferred from partial slip regime (PSR) to SR were analysed; however, the mixed fretting regime was never appeared in this test. In PSR (lower angular displacement amplitudes), only a dint was found after the tests. The kinetics behaviours and damage mechanism of Ti6Al4V alloy under different angular displacement amplitudes with friction torque and dissipation energy, which are strongly dependent upon the imposed angular displacement amplitudes and presented in three stages, were discussed in detail.

Erosion resistance of surface engineered 6000 series aluminium alloy

Aluminium and its alloys are widely used in a wide variety of applications. Aluminium’s main advantages include: lightness, high specific strength, high thermal and electrical conductivities, good formability, excellent machinability, diversity of aluminium alloys, extensive range of forming and processing options (e.g. rolling, extrusions, stampings, forgings and castings) and suitability for a diverse range of joining techniques, surface treatments and recyclability. A number of surface treatment technologies are available which produce thicker oxide coating layers that can be used to combat corrosion and wear of aluminium alloys under aggressive environments, such as in petroleum extraction environments. Coating processes for surface modification of aluminium alloys include plasma electrolytic oxidation, plasma-sprayed ceramic and hard anodising. In this article, erosive wear characteristics of coatings produced using the aforesaid three processes are compared with each other and benchmarked against the uncoated aluminium substrate. This article investigates the extent of erosion resistance, in particular impingement due to sand loading, of these coatings taking into consideration the effect of material properties such as adhesion, ductility and roughness.

Friction and Wear of Aluminum Alloy Reinforced by TiO2 Particles

This composite has been developed by addition of 0.5 to 3.5 wt.% powders of TiO2 to aluminum melt by semisolid-metal processing of aluminum alloy. Dry sliding wear behavior of pins of cast composite, fabricated by solidification of melt-particle slurry in mold, has been determined by pin-on-disk wear tests carried out conventionally and while removing wear debris by camel brush. The accumulated volume loss in composites increases linearly with increasing sliding distance and the wear rate increases more or less linearly with increasing load. Increasing particle content decreases wear rate at a given load. The accumulated volume loss is considerably higher when wear debris is removed by camel brush during dry sliding wear. The relatively brighter compacted oxide transfer layer could be observed in the SEM micrograph of worn pin surfaces of the composites developed by addition of TiO2. At higher loads, the oxide debris are expected to get better compacted to form transfer layer, spread over a larger area of the sliding surface and thus, their removal causes a larger wear compared to that without removal of wear debris.

Corrosive wear of aluminium alloy in presence of phosphate

The effect of phosphate on the tribocorrosion of aluminium D16T (AA 2024 equivalent) alloy in synthetic acid rain was studied. It was established that an extract of modified zinc phosphate increases the resistance of aluminium alloy to corrosion and mechanical wear, which is confirmed by the reductions in its polarisation current, friction coefficient against a ceramic counter body and erosion track dimensions. Electrochemical impedance results confirm the decrease in the corrosion rate of the rubbing surface of the aluminium alloy in the presence of phosphate. The charge transfer resistance of aluminium in the track area was found to be 1·65 times higher due to the formation of a conversion film in the phosphate containing solution. Precipitation of the phosphate film on the wear track area is accelerated due to the mechanical activation of aluminium alloy and its anodic polarisation at places of local destruction of oxide film.

The influence of formation of transfer layer on the characteristics of friction and wear mechanism between several coatings and anodized aluminum alloy

Tribological characteristics of several ceramic coatings on anodized aluminum alloy surfaces were studied to investigate the effect of the transfer layer on the friction and wear of aluminum alloys. Dry sliding tests were performed with a pin-on-disk type tester. In the tests, a cylindrical specimen made of anodized aluminum was used, and steel disks coated with CrN, TiAlN and TiN were used as the rotating disk specimens. The friction coefficients of the coatings increased in order of CrN, TiAlN and TiN. The formation and destruction of the transfer layers that formed on the ceramic-coated surfaces affected the amplitudes of the variations of the friction coefficients, and these variations produced noise and vibration during the tests. Because the coatings were much harder than the anodized aluminum alloy, the anodized aluminum alloy was worn out abrasively by the coatings. Also, the widths of the wear scars on the anodized Al alloy surface increased in order of CrN, TiN, and TiAlN. For TiAlN and CrN coatings, the repetition of formation and destruction of transfer layer was so active that the amplitude of the variation in the friction coefficient was large. However, the TiN coating gave stable friction coefficients, because the formation of the transfer layer was less active than the other coatings.

Fretting Wear of SiC and Ni3Al Particles Reinforced Al Alloy Matrix Composites

Fretting friction and wear of aluminum alloy, 5 and 10 vol.% SiCp/Al and Ni3Alp/Al composites under 5×10-4 Pa and atmosphere was investigated. Wear mechanism in vacuum was compared to that in atmosphere at different applied loads. The coefficient of friction (COF) of the SiCp/Al composites was larger than aluminum and Ni3Alp/Al composites, however, incorporation of SiC particles into Al alloy increased the fretting wear resistance of Al alloys, especially in vacuum. It should be notices that the maximum wear depth was larger in vacuum under fretting wear, and the Ni3Alp/Al composites show low fretting wear resistance.

Friction damage of aluminium alloys

Damage of aluminium alloy under contact loading is detected in different cases independent of contact configuration and operating conditions. An investigation of two industrial cases is proposed to describe how it is possible to study the material degradation under friction. The experimental simulation of aluminium damage in laboratory conditions is carried out. Two contact configurations are studied in order to reproduce the industrial damage of aluminium alloys. Varying experimental conditions relative to a specific contact body for each test have demonstrated a realistic correlation between damage, test configuration and material properties. Independent of the tribological system, plastic deformation seems to be the major parameter controlling the wear of aluminium alloy under friction in the studied cases.

218 アルミニウム合金と鋼の摩擦・摩耗に対する油性剤の効果

218 アルミニウム合金と鋼の摩擦・摩耗に対する油性剤の効果

Interface Temperature under Dry Sliding Conditions

In present paper, the influence of sliding speed, contact load, sliding time and microstructure on interface temperature during the sliding of eutectic Al–Si alloy (LM13) and hypereutectic Al–Si alloy (LM28) has been investigated. Sliding test was conducted under dry sliding conditions against hardened steel En-32 counter surface over a range of sliding speed from 0.2 to 5.0 m/s and contact load from 10 N to 30 N . It was observed that the interface temperature is a function of contact load, sliding speed, microstructure and thermal softening characteristics of sliding metal. Heat treatment of LM28 alloy decreases frictional heating and hence interface-temperature, however that of LM13 alloy does not affect the interface temperature especially under severe sliding conditions. Wear of aluminium alloys has close relationship with interface temperature. There is a critical temperature for each alloy corresponding to transition from mild to severe wear. LM28 alloy shows higher value of the critical temperature than the LM13 alloy under identical alloy conditions.

945 ゴムと接触するアルミ合金の腐食摩耗

945 ゴムと接触するアルミ合金の腐食摩耗

Effect of Molybdenum Dithiocarbamate on Friction and Wear Properties between Aluminum Alloy and Steel

The effect of molybdenum dithiocarbamate (MoDTC) on the friction and wear properties between aluminum alloy and steel was investigated. Large adhesive wear of the aluminum alloy is caused by the transfer of aluminum to the steel when an oil without MoDTC is used. MoDTC can prevent the adhesive wear of aluminum alloy by generating a surface film in the higher sliding speed range. The surface film reduces specific wear of the aluminum alloy to less than approximately 10−9 mm2·N−1, but increases that of the steel to 10−9 mm2·N−1. The corrosive wear of the steel was apparently caused by sulfur originating from MoDTC. Presented as a Society of Tribologists and Lubrication Engineers Paper at the STLE/ASME Tribology Conference in Orlando, Florida, October 11–13, 1999

1530 アルミニウム合金基複合材料のフレッティング摩耗 : 相対すべり振幅の影響, 続報

1530 アルミニウム合金基複合材料のフレッティング摩耗 : 相対すべり振幅の影響, 続報

Tribological behavior of lubricating oil additives in lubricated aluminum-on-steel contact

Effects of some commercial lubricating oil additives on the tribological properties of aluminum alloy in sliding contact with bearing steel were investigated under boundary lubrication using a reciprocating wear tester. It was shown that base stock containing 1 wt.% additive is not effective at reducing the friction and wear of aluminum alloy. Furthermore, additives, except sulfurized olefin, at 5 wt.% in the base stock have pro-wear properties. The beneficial effects of base stock containing 5 wt.% sulfurized olefin were attributed to the formation of Al 2O 3 film at the contact area, which was identified by X-ray photoelectron spectroscopy (XPS) and electron probe microanalysis (EPMA).

Effects of diol compounds on the friction and wear of aluminum alloy in a lubricated aluminum-on-steel contact

The tribological properties of diol compounds in the sliding of steel against aluminum alloy were investigated using an oscillating friction and wear apparatus with the ball-on-block geometry. It was found that molecular structure of diols is important, e.g. 1,3-butanediol is most effective in reducing the friction and wear as compared with 2,3- or 1,4-substituted compounds. The relationship between the tribological properties of the lubricants and their chemical reactivity with aluminum was also found.

Effect of antiwear and extreme pressure additives on the wear of aluminium alloy in lubricated aluminium-on-steel contact

The tribological properties of conventional antiwear and extreme pressure additives in lubricated aluminium-on-steel contact were evaluated using an Optimol SRV tester. The chemical reactivity of additives with aluminium was investigated by a differential scanning calorimeter. Modern analytical tools, such as X-ray photoelectron spectroscopy, were used to determine the tribochemical reaction between additives and aluminium.

Friction and Wear of Aluminum Alloys Containing Hard Phases

Adhesion energy between two surfaces containing intermetallic compounds is low, and adhesive wear is expected to be inhibited in such materials. Accordingly, the effects of intermetallic compounds have to be taken into account in the material design stage as a measure for improving wear resistance. Wear tests for specimens containing intermetallic compound phases, such as FeAl, TiAl and NiAl, were carried out under dry and lubricated conditions. The composite specimens used for the tests were fabricated by using a centrifugal casting method. In dry sliding of iron-aluminide composite materials, adhesion was mitigated and specific wear rate decreased with increases in the area fraction up to 60 percent. The titanium aluminide composite material showed the same trend of wear as that of the iron-aluminide composite materials. Under lubrication, specific wear rates increased due to the surface containing brittle intermetallic compounds. For the nickel aluminide composite material, the adhesion-inhibiting effect was remarkable. For particle reinforced metal matrix composites, friction coefficients depend on the protrusion height of alumina particles from the surface. The coefficient of friction for the surface with particles protruding was higher than that for the surface with embedded particles.

Friction and wear of aluminium alloys containing copper and zinc

The friction and wear characteristics of 99.7% aluminium and alloys containing 1 to 8% copper and zinc respectively, were determined over a load range of 0.5 to 8 kgf and over a sliding speed range of 2.4 to 16.0 m/sec on a pin-on-disc wear machine. Protective surface films formed during running-in were maintained during mild wear but were broken up by the plastic flow of a thermally weak substrate at the start of severe wear. Increasing copper content increased the load and sliding distance to seizure with an optimum improvement at 4%. Zinc on the other hand reduced the load and sliding distance to seizure. Seizure resistance is related to high temperature strength and in this respect the copper alloys are best. Seizure resistance has been examined by continuously recording the friction force and this, rather than wear, gives the most useful indication of the imminence of a seizure condition arising.