Dry/wet sliding activation wear of pure Al / R. M. Nasir...[et al.] (original) (raw)
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Chemical effects in sliding wear of aluminum
Wear, 1977
The mechanism of the sliding wear of metals in corrosive media was investigated. In particular, the role of chemical heterogeneities on chemical interactions between the sliding surface and its environment was studied using 2024 aluminum alloy and sodium chloride solutions of varying pH and NaCl concentration.
Effect of Aging on Abrasive Wear of Deformable Aluminum Alloy AA6351
Metal Science and Heat Treatment, 2000
Special features of abrasive wear of deformable aluminum alloy AA6351 are studied as a function of aging conditions and modes of friction tests. After aging in different modes the specimens are tested for wear in a special installation by the method of "brad against disk" with the use of abrasives with different grain sizes. The effects of different speeds of sliding and loads on the wear resistance and surface roughness are studied.
A study on sliding wear of a 7075 aluminum alloy
Wear, 2004
In this study, the effect of retrogression and reaging (RRA) treatment on dry sliding and corrosive wear properties of 7075 aluminum alloy, which was received originally in the T6 temper condition, has been investigated. Retrogression was carried out at four different temperatures between 170 and 380 • C for 60 s. Following the retrogression, alloys were reaged at 120 • C for 24 h. Wear tests were conducted on a ball-on-disc-type wear tester by rubbing Al 2 O 3 balls against the surfaces of the alloys. Corrosive wear tests were carried out in a 30 g/l NaCl + 10 g/l HCl solution. Retrogression at 220 and 240 • C improved the dry sliding wear resistance when compared to the T6 temper. However, RRA-treated alloys exhibited higher corrosive wear rate than that of the T6-tempered alloy. Worn surface examinations revealed the wear mechanisms as adhesion for the dry sliding wear and abrasion for the corrosive wear.
Effects of Dry Sliding Wear of Wrought Al-Alloys on Mechanical Mixed Layers (MML)
Aluminium alloys are very attractive compared to other materials like steels, particularly for their mechanical properties. Despite of having a relatively low density (2.7 g/cm 3 as compared to ± 7.9 g/cm 3 of steel), they also possess high ductility (even at room temperature), high electrical and thermal conductivity and resistance to corrosion and high thermal conductivity. However, aluminium by itself exhibits poor tribological properties and their usage, for example in automotive applications, has been limited by their inferior strength, rigidity and wear resistance, compared with ferrous alloys. With respect to friction and wear behaviour, it has been well understood that the tribological behaviour of aluminium alloys is strongly influenced by the mechanical, physical and chemical properties of the near-surface materials. Whether lubricated or dry sliding, there is evidence that substantial work-hardening occurs at the worn surface. Surface strains can be well in excess of those found in conventional mechanical working. Intimate contact between ductile materials in particular, normally involved transferred materials, which may result in the formation of a mechanically mixed layer (MML). The MML was generally found to be comprised of materials from both contact surfaces, and may also include oxygen, and was known to have very different properties to the Al-alloy. Although the formation of an MML was known to modify wear behaviour, the exact manner was not fully understood. Moreover, very little was known about the effect that matrix alloy composition had on MML formation although it was claimed that the MML could improved wear resistance.
Some studies of wear of an Al-22wt.%Si alloy under dry sliding conditions
Wear, 1982
Aluminium-based alloys, which are considered useful for applications in which the strength-to-weight ratio is important, are also being studied for substitution as wear-resistant alloys [l] for cast iron components. Al-Si alloys have been used for tribological applications under conditions of both dry and lubricated contact. The wear behaviour of hypereutectic Al-Si alloys has been studied [2 -41 under various test conditions. It was observed [l] that, among several materials studied, a hypereutectic Al-Si alloy exhibited the lowest wear rate. Thus the hypereutectic Al-Si alloys have gained a definite status as wear-resistant materials. However, there have been conflicting
A STUDY ON 3-BODY ABRASIVE WEAR BEHAVIOUR OF ALUMINIUM
Metals and alloys have found their many role in many applications like structural and corrosive, environment. The alloys/composites having high strength to low weight ratio have gained attention of many researchers. In the above work, Aluminium metal matrix composite was prepared by die casting route, by varying the weight % of reinforcement. Made composite specimens are subjected to 3-body abrasive testing by varying applied load and time, the epoxy particles of 900 grit size were used as abrasive particles. It was observed that with increase of weight of wear resistance of composite was also increasing and on comparison it was found reinforced composite gives good wear resistance to the base alloy.
The Paper incorporates the experimental studies carried out for assessing the tribological performance of Aluminium at the sliding contacts with mild steel plate, using a pin-on-disk tribometer as per ASTM-G 99. The study has been done in order to explore the friction and wear behaviors at the interface of tribo-pair. The tribological properties as coefficient of friction and specific wear rate of aluminium 6061are investigated. The Tribological tests are carried out at 500, 1000, 1500 rpm for 1000 meters in dry condition based on Response Surface Methodology. Track diameter, rotating speed and normal load are considered as the design parameters. Using central composite design, the problem is converted into single response optimization problem and the optimum combination of design parameters are found as 50mm track diameter, 500 rpm of rotating speed and 0.5 kg of normal load. The ANOVA result shows that the rotational speed is the most significant factor, followed by load and Track diameter for co-efficient of friction. Whereas the Track diameter is the most significant factor, followed by rotating speed and normal load for specific wear rate. Finally, microscopic images are investigated to identify the wear mechanism.
Wear, 2010
Wear of etched near-eutectic aluminium-silicon alloy slid against a steel ball under ambient is explored. The sliding velocity is kept low (0.01 m/s) and the nominal contact pressure is varied in a 15-40 MPa range. Four stages of wear are identified; ultra mild wear, mild wear, severe wear and post severe oxidative wear. The first transition is controlled by the protrusions of silicon particles, projecting out of the aluminium alloy matrix. Once these protrusions disappear under pressure and sliding, oxidation and bulk energy dissipation mechanisms take over to institute transitions to other stages of wear. The phenomenological characteristics of wear stages are explored using a variety of techniques including nanoindentation, focused ion beam milling, electron microscopy, X-ray photoelectron spectroscopy (XPS), energy dispersive X-ray spectroscopy (EDS) and optical interferometry.
Early stages of sliding wear behaviour of Al2O3 and SiC reinforced aluminium
1993
Al matrix composites reinforced by 10 vol.% Al 2 O 3 and SiC particles were subjected to dry sliding tests against steel using a slider-on-cylinder tribometer. Damage mechanisms were «micro-machining» of the steel carried out by ceramic particles, plastic deformation and oxidation of the metal matrix, as well as abrasion. The results were discussed on the basis of the third-body wear model
EFFECT OF ORIENTATION AND APPLIED LOAD ON ABRASIVE WEAR PROPERTY OF ALUMUN
Wear is a continuous process in which material is degraded with every cycle. Scientists are busy in improving the wear resistance. Approximately 75% failure in components or machine parts is due to wear. The present paper investigates experimentally the effect of orientation and normal load on Aluminium alloy and calculating weight loss due to wear. To do so, a multi-orientational pin-on-disc apparatus was designed and fabricated. Experiments were carried out under normal load 05-20 N, speed 2000 rpm. Results show that the with increasing load weight loss increases at all angular positions. The loss in weight is maximum at zero degree (horizontal position) and minimum at ninety degree (vertical position) for a particular load. Maximum wear occur when the test specimen is held at 0 o angle minimum wear occur when the specimen is held at 90 o angle for given applied load The circumferential distance travel is constant for all positions and for all load but still mass loss varies.