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1
Watkins, Shaun Gareth. „Wear fatigue in nickel superalloys“. Thesis, Swansea University, 2015. https://cronfa.swan.ac.uk/Record/cronfa43108.
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To date, work to assess the progression of wear and the effects of wear damage on low cycle fatigue has tended to be focused on specific components and their operating conditions. Although effective in the short term to solve today’s problems, these efforts often deliver insufficient understanding of the overall design space limits to have much influence of future component design. Therefore, the following research attempts to understand how wear damage progresses and how it impacts on fatigue performance in order to develop more accurate lifing models to predict the behaviour and life of real engine components. In order to do this, a survey of the internal Rolls-Royce database and public literature on wear damage on components from ex-service and current service engines was performed. Information relating to the wear scar morphologies in the reports was extracted as well as physically measuring and analysing wear damage on worn components within the Rolls- Royce failure investigation department. The wear damage was then replicated onto Udimet720Li laboratory fatigue specimens by a means of altering the pad pressure and pad sliding distance to produce a range of wear damage in order to carry out fatigue testing. Fatigue testing of the damaged specimens allowed fatigue knockdown factors to be calculated to determine the impact of wear on the fatigue life. A fretting fatigue rig was also designed and built for this research to focus on in-situ fretting fatigue at high temperatures of 600°C.
2
Alwahdi, Farag Abdullah Mohamed. „Wear and rolling contact fatigue of ductile materials“. Thesis, University of Sheffield, 2004. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.421003.
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3
Sato, Meiji. „Wear and rolling contact fatigue of rail steels“. The Ohio State University, 1991. http://rave.ohiolink.edu/etdc/view?acc_num=osu1335372747.
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4
Dirks, Babette. „Simulation and Measurement of Wheel on Rail Fatigue and Wear“. Doctoral thesis, KTH, Spårfordon, 2015. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-168023.
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The life of railway wheels and rails has been decreasing in recent years. This is mainly caused by more traffic and running at higher vehicle speed. A higher speed usually generates higher forces, unless compensated by improved track and vehicle designs, in the wheel-rail contact, resulting in more wear and rolling contact fatigue (RCF) damage to the wheels and rails. As recently as 15 years ago, RCF was not recognised as a serious problem. Nowadays it is a serious problem in many countries and ''artificial wear'' is being used to control the growth of cracks by preventive re-profiling and grinding of, respectively, the wheels and rails. This can be used because a competition exists between wear and surface initiated RCF: At a high wear rate, RCF does not have the opportunity to develop further. Initiated cracks are in this case worn off and will not be able to propagate deep beneath the surface of the rail or wheel. When wheel-rail damage in terms of wear and RCF can be predicted, measures can be taken to decrease it. For example, the combination of wheel and rail profiles, or the combination of vehicle and track, can be optimised to control the damage. Not only can this lead to lower maintenance costs, but also to a safer system since high potential risks can be detected in advance. This thesis describes the development of a wheel-rail life prediction tool with regard to both wear and surface-initiated RCF. The main goal of this PhD work was to develop such a tool where vehicle-track dynamics simulations are implemented. This way, many different wheel-rail contact conditions which a wheel or a rail will encounter in reality can be taken into account. The wear prediction part of the tool had already been successfully developed by others to be used in combination with multibody simulations. The crack prediction part, however, was more difficult to be used in combination with multibody simulations since crack propagation models are time-consuming. Therefore, more concessions had to be made in the crack propagation part of the tool, since time-consuming detailed modelling of the crack, for example in Finite Elements models, was not an option. The use of simple and fast, but less accurate, crack propagation models is the first step in the development of a wheel-rail life prediction model. Another goal of this work was to verify the wheel-rail prediction tool against measurements of profile and crack development. For this purpose, the wheel profiles of trains running on the Stockholm commuter network have been measured together with the crack development on these wheels. Three train units were selected and their wheels have been measured over a period of more than a year. The maximum running distance for these wheels was 230,000 km. A chosen fatigue model was calibrated against crack and wear measurements of rails to determine two unknown parameters. The verification of the prediction tool against the wheel measurements, however, showed that one of the calibrated parameters was not valid to predict RCF on wheels. It could be concluded that wheels experience relatively less RCF damage than rails. Once the two parameters were calibrated against the wheel measurements, the prediction tool showed promising results for predicting both wear and RCF and their trade-off. The predicted position of the damage on the tread of the wheel also agreed well with the position found in the measurements.QC 20150526
5
Iida, Yusuke. „The effects of magnetic fields on rolling contact fatigue wear“. Thesis, Brunel University, 2007. http://bura.brunel.ac.uk/handle/2438/7405.
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The thesis describes the effects of the magnetic field in rolling contact tests of steel by using a two-disc machine and the investigation of its mechanism from contact stress analysis by using FEM and the agnetisation of a ferromagnetic substance. In the tests, two contact kinematic conditions, that is pure rolling and 10% rolling with sliding together with 1.1 and OAT [Tesla] of horizontal static magnetic fields created by permanent magnets were pplied. The results of optical and scanning electron microscopy observations show that finer wear particles and smoother worn surfaces are produced in the presence of the magnetic field. For the generation of the finer wear particles, it is considered necessary that the subsurface crack initiation point is moved towards the surface due to the magnetic field. Wear amounts of the discs are lowered III the magnetic fields under the pure rolling conditions. However, at 100/0 rolling with sliding, the wear amounts are increased in the magnetic fields even though finer particles and smoother surfaces are observed. Both tendencies are unified by calculating the number of cycles required to generate wear particles, which are reduced due to the magnetic field's presence. For these mechanisms, it is considered that domain walls near the contact region are caught by dislocations when the specimen is agnetised and part of the energy for magnetisation activates the dislocation movement resulting in crack initiation.
6
Leiro, Alejandro. „Wear and fatigue properties of isothermally treated high-Si steels“. Licentiate thesis, Luleå tekniska universitet, Materialvetenskap, 2012. http://urn.kb.se/resolve?urn=urn:nbn:se:ltu:diva-26642.
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In recent years steels containing Si contents of 1,5% or more have been isothermally transformed in order to obtain a microstructure consisting of bainitic ferrite laths and retained austenite. The refined microstructure and presence of retained austenite has allowed the manufacture of steels with high tensile strength and considerable elongation. The work in this thesis is motivated by the need for more knowledge, especially regarding wear and fatigue properties before they can be used in engineering applications.In this work the rolling-sliding wear resistance and fatigue strength of ausferritic (carbide free bainitic) steels have been investigated. The dry rolling-sliding tribological behavior of 60SiCr7 steel, with 1.65% of Si was investigated in austempered conditions. The obtained ausferritic microstructure contained laths in the sub-micron range. It was found that the retained austenite content decreased and the hardness increased with lower austempering temperatures, and these changes resulted in decreasing the wear rate.The wear behavior of nano-structured ausferritic steels was investigated using the same rolling-sliding conditions as the previous study. If steels of the same hardness are compared, the wear rate was reduced by half in nano-structured steels in relation with the results obtained previously for the 60SiCr7 steel. Initial hardness was an important property in reducing rolling-sliding wear. Surface hardness after wear was inversely proportional to the wear rate. It was found that the increased plasticity obtained from the transformation of retained austenite into martensite (TRIP effect), present in these steels can be beneficial for the wear resistance.The effect of austempering 55Si7 spring steel on its fatigue strength was also investigated. Three heat treatments were done, isothermal transformation at 300 and 350°C respectively and quenching and tempering at 460°C. The samples were tested in rotating-bending fatigue. It was found that by austempering at 300°C the endurance limit was improved by approximately 25% in comparison with the other two heat treatments. The improved fatigue life was mainly due to the carbide-free microstructure. The transformation of austenite into martensite improves fatigue strength, but this depends on the stability of the retained austenite. With the current work some insight has been gained on the behavior of carbide-free bainitic steels in wear and fatigue. The future work will include high resolution techniques in order to further investigate in-depth both the wear and fatigue mechanisms. In addition, other wear modes will be investigated, particularly pure sliding.Godkänd; 2012; 20120521 (andbra); LICENTIATSEMINARIUM Ämnesområde: Konstruktionsmaterial/Engineering Materials Examinator: Professor Braham Prakash, Institutionen för teknikvetenskap och matematik, Luleå tekniska universitet Diskutant: PhD Peter Hedström, Kungliga Tekniska högskolan, Stockholm Tid: Onsdag den 20 juni 2012 kl 14.30 Plats: E231, Luleå tekniska universitet
7
Cuddon, Alan. „The wear of materials in an ash conditioner“. Master's thesis, University of Cape Town, 1989. http://hdl.handle.net/11427/17665.
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Includes bibliographical references.The abrasive nature of fly ash handled in large coal-fired power stations results in unacceptable material and maintenance costs in ash-water mixing plant. Wear testing has been carried out in situ using a variety of generic materials. A ranking order of wear performance has been established both as a function of material and operating costs, and it has been demonstrated that impressive cost savings can be effected by the use of ceramic-coated steel mixing blades. The performance of such composites has been found to be sensitive to the design and method of application. To optimise materials selection, a family of tungsten carbide-cobalt cermets together with a number of structural ceramics were tested in situ. The modes of wear can be related to material constitution. By ranking the performance of these candidate materials, value based materials selection and design for use can be applied.
8
Fordyce, E. P. „The unlubricated sliding wear behaviour of austempered ductile irons“. Master's thesis, University of Cape Town, 1989. http://hdl.handle.net/11427/21955.
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Bibliography: pages 85-89.A study has been made of the unlubricated sliding wear behaviour of austempered ductile irons under conditions of sliding velocity and load. The load was varied between 0.9 and 2.8 MPa, whilst the sliding velocity range was between 0.5 and 2.0 ms⁻¹. Two commercial grades of spheroidal graphite irons, SG42 and SG60 were austempered between 250⁰C and 400⁰C. A distinction in the wear behaviour was found with metallic type wear dominating at the lower sliding velocities and an oxidative type wear being evident at the higher sliding velocities. It was however found that an increase in the load resulted in an earlier onset of the oxidative type wear regime, for a specific sliding velocity. On austempering these spheroidal graphite irons the mechanical properties as well as the sliding wear resistance increased dramatically. Furthermore, the austempered irons' outperformed a series of steels of much higher hardness by factors between 2 and 28 times under the same conditions. At the lower velocity of testing the outstanding wear resistance is attributed to the austempered iron's unique microstructure of acicular ferrite and retained austenite and a partial transformation of austenite to martensite. However, at the higher sliding velocity the exceptional wear resistance is derived from a development of an tribologically protective oxide film together with the formation of a hardened white layer. The development of the work hardened layer is linked to the high carbon in the matrix of these irons. The work hardened layer leads to a similar wear rate prevailing for all irons austempered from a specific parent iron. The synergism of variation in load, sliding velocity and wear counterface together with the effect of initial microstructure has been explain in terms of simple wear models.
9
Meyer-Rödenbeck, G. D. „An abrasive-corrosive wear evaluation of some aluminium alloys“. Master's thesis, University of Cape Town, 1989. http://hdl.handle.net/11427/18784.
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This investigation evaluates the abrasive-corrosive wear behaviour of aluminium alloys with the aim of establishing a data base of performance and guide lines for material optimisation. Wear test apparatus and standard tests developed by previous research programmes were utilised (Noel and Allen, 1981; Barker, 1988). Further tests were then devised for a more detailed characterisation of wear behaviour. Tests conducted showed that aluminium alloys have approximately a quarter to half the abrasion resistance of mild steel. Poor microfracture properties of Al-Si cast alloys were observed as a result of coarse and brittle silicon rich phases contained in the aluminium matrix. Non heat-treatable wrought alloys exhibit ductile micro-deformation characteristics whilst heat-treatable alloys, having the best abrasion resistance, possess better combinations of strength, hardness and toughness. Tests with combined corrosion and wear showed that most aluminium alloys are subject to pitting corrosion due to localised differences in electrode potentials at constituent sites. Higher series alloys with a large number of constituent particles exhibit higher pitting densities. Due to the high electrode potentials of silicon phases and copper and zinc solid solutions, the alloys LM6+Sr, 2014 and 7075 have poor corrosion resistance and are subject to localised and pitting attack. As a consequence the alloys 2014, 7075 and LM6+Sr show a decrease in wear performance under abrasive-corrosive conditions. In contrast the good corrosion resistance of the alloys 5083, 6261 and 7017 provide a significant improvement in wear performance under conditions of long corrosion periods with light abrasive intervals. This study concludes that the abrasion resistance of wrought alloys may be optimised by designing an alloy with a good combination of tensile strength, fracture toughness and hardness together with an intermediate microstructural size distribution of second phase particles in the aluminium matrix. Ageing of heat treatable alloys improves abrasion resistance significantly, peak hardness and strength conditions resulting in optimum abrasion properties.
10
Kim, Kyungmok. „The investigation of fretting wear and fretting fatigue of coated systems“. Thesis, University of Oxford, 2005. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.432361.
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11
Madge, Jason John. „Numerical modelling of the effect of fretting wear on fretting fatigue“. Thesis, University of Nottingham, 2009. http://eprints.nottingham.ac.uk/10681/.
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This thesis reports the development of a method for predicting the fretting fatigue life of a system which takes into consideration the material removed as a result of fretting wear. The first implementation is based on a critical plane, multiaxial fatigue model and a damage accumulation framework. The model is applied to both ‘cylinder on flat’ and ‘rounded edge punch on flat’ geometries, for which experimental data from the literature is used for comparison. The method is able to predict a number of key experimentally observed phenomena, which existing approaches are unable to do. The dependence of fretting fatigue life on slip amplitude is captured demonstrating a critical range of slip amplitudes, relating to the partial slip regime, for which a minimum in life is predicted. The method is also shown to predict the occurrence of cracking at specific locations in the slip region. The method indicates that these phenomena are dependent on the relative rates of wear and fatigue damage occurring across the contact. The second implementation treats the nucleation and propagation fatigue phases separately. The fatigue model adopted above is reformulated to serve as a nucleation model, whilst the crack propagation phase is based on a fracture mechanics perspective. The method is used to study the effect of wear on both the propagation and nucleation aspects of fatigue. The method is also employed to investigate the role of fretting wear in fretting fatigue crack arrest.
12
Tyfour, Wa'il Radwan Ali. „Interaction between wear and rolling contact fatigue in pearlitic rail steels“. Thesis, University of Leicester, 1995. http://hdl.handle.net/2381/34715.
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The work presented in this thesis is aimed at investigating the interaction between wear and rolling contact fatigue, which are two of the most serious forms of deterioration caused by the wheel on rail contact stresses. Wheel-rail contact conditions were simulated by a two disc contact using the LEROS (LEicester university ROlling-Sliding wear testing machine). Investigation of the wear behaviour of BS11 pearlitic rail steel showed that steady state wear behaviour is established after a certain number of rolling-sliding cycles. Contact surface failure by ratchetting (accumulation of unidirectional plastic strain) was found to be the dominant failure mechanism during the period leading to the steady state. This mechanism was confirmed by the drop in the wear rates when the direction of rolling-sliding; i.e. strain in the surface layer, was reversed at predetermined numbers of cycles. The effect of repeated rolling direction reversals on crack morphology, propagation and rolling contact fatigue (RCF) life of BS11 rail steel was also investigated. It was established that rolling direction reversal has a beneficial effect on RCF life. A new mechanism, the "variable crack face friction mechanism", was proposed to explain this effect. Interaction between wear and RCF fatigue was investigated through rolling-sliding experiments where specimens were run dry for certain number of cycles, to induce different levels of wear damage, before the fatigue performance was investigated. It was shown that initial dry cycles above a critical number causes sudden and significant deterioration in RCF life. This deterioration has been explained in terms of the role of the accumulation unidirectional plastic strain (ratchetting) in initiating and propagating the early cracks during the dry phase. A strong correlation was found between the total ratchetting strain induced during the dry phase and the deterioration in RCF life. An empirical relationship to estimate this deterioration was concluded.
13
Riches, Alison Mary. „Aspects of the wear behaviour of zirconia sliding against silicon carbide“. Thesis, University of Surrey, 1999. http://epubs.surrey.ac.uk/843354/.
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The development of a high speed pin-on-disc wear testing rig has been undertaken and it has enabled the wear behaviour of zirconia sliding against silicon carbide to be examined. Sliding wear experiments were conducted for zirconia pins and silicon carbide discs under both water-lubricated and unlubricated conditions. Under water-lubricated conditions, tests at a relative sliding speed of 6 m s-1 showed that wear was geometry dependent and the exact alignment of the pin was crucial. At this speed it was possible, with pins polished in-situ on the rig, to achieve hydrodynamic lubrication (HDL) which resulted in low wear. Increasing the nominal contact pressure to 70 MPa resulted in the breakdown of the lubrication and led to high wear coefficients (e.g. 1.1 x 10-6 mm3 N-1 m-1). Under unlubricated conditions, the zirconia pin wore faster than with water lubrication present, the wear rate increasing with speed and nominal contact pressure in the range 1-6 m s-1 and 2-14 MPa. Wear coefficients ranged from 1.4 x 10-6 to 5.1 x 10 -5 mm3 N-1 m-1. The wear tests were followed by examination of the worn surfaces, using a variety of techniques including reflected light and scanning electron microscopy, in order to elucidate likely wear mechanisms. These techniques revealed that there was some degree of commonality between water-lubricated and unlubricated tests, suggesting a universal mechanism which operates over a broad spectrum of testing conditions. The electron microscopy study, combined with observations in the literature, led to the development of a physical model for the wear mechanism, including surface modification and material removal. During the initial stages of wear, and under mild testing conditions, grooves were formed on the surface by plastic deformation due to counterface asperities and trapped debris. The surface was further smeared and deformed as the test proceeded. A deformed surface layer built up which caused intergranular cracks parallel to the surface, at a depth of approximately 3 m. Wear occurred when these cracks linked up with the surface, a process which may be helped by the formation of a network of cracks parallel and normal to the sliding direction. The mechanism of formation of these crack networks remains controversial but is thought to involve thermal shock. Once material is removed from the surface, it is either thrown out of the contact or trapped in it causing further damage.
14
Wilson, Andrew David. „Wear and fatigue studies of surface engineered ferrous and non-ferrous aerospace alloys“. Thesis, University of Hull, 1998. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.264952.
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15
Hu, Qinghua. „Fretting wear and fretting fatigue behaviour of a SiC particle reinforced aluminium alloy“. Thesis, University of Nottingham, 2000. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.326537.
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16
Spangenberg, Ulrich. „Reduction of rolling contact fatigue through the control of the wheel wear shape“. Thesis, University of Pretoria, 2017. http://hdl.handle.net/2263/62796.
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Heavy haul railway operations permit the transport of huge volumes at lower cost than other modes of transport. The low cost can only be sustained if the maintenance costs associated with such railway operations are minimised. The maintenance costs are mainly driven by wheel and rail damage in the form of wear and rolling contact fatigue (RCF). Low wear rates in the wheel-rail interface have resulted in an increase in the prevalence of rail RCF, thereby increasing rail maintenance costs. The aim of this study is to develop an approach to reduce rail RCF on South Africa’s iron ore export line by managing the worn wheel shape. This approach is developed by evaluating wheel and rail profile shapes that contribute the most to RCF initiation, studying the influence of suspension stiffness and rail profile changes as well as a redesign of the wheel profile. The influence of wheel and rail profile shape features on the initiation of rolling contact fatigue (RCF) cracks was evaluated based on the results of multibody vehicle dynamics simulations. The damage index and surface fatigue index were used as two damage parameters to assess the influence of the different features. The damage parameters showed good agreement to one another and to in-field observations. The wheel and rail profile shape features showed a correlation to the predicted RCF damage. The RCF damage proved to be most sensitive to the position of hollow wear and thus bogie tracking. RCF initiation and crack growth can be reduced by eliminating unwanted shape features through maintenance and design and by improving bogie tracking. Two potential mitigation measures had been adapted from those published in literature to reduce RCF. The mitigation measures involved changes in suspension stiffness to spread wheel wear across the tread and the use of gauge corner relief rail profiles. These mitigation measures were evaluated by means of multibody dynamics and wear maintenance costs. These mitigation measures, however, did not prove to be successful in reducing RCF initiation while maintaining a low wheel wear rate. The current operating conditions on South Africa’s iron ore line, although still not optimal overall, were found to be better in terms of their wear and RCF performance than the two proposed RCF mitigation measures. Based on the finding of the study on two RCF mitigation measures it was recommended that a conformal wheel profile be developed to spread the wheel wear across the tread to reduce the occurrence and propagation of RCF cracks, while still maintaining low wheel wear rates. A comparative study of this new wheel profile design and the current wheel profile design was therefore performed using multibody dynamics simulation together with numerical wheel wear and RCF predictions. The advantages of the conformal wheel profile design were illustrated by evaluating the worn shape and resulting kinematic behaviour of the conformal design. The conformal design had a steadier equivalent conicity progression and a smaller conicity range compared with the current wheel profile design over the wheel’s wear life. The combination of a conformal wheel profile design with 2 mm hollow wear and inadequate adherence to grinding tolerances often result in two-point contact, thereby increasing the probability of RCF initiation. The conformal wheel profile design was shown to have many wear and RCF benefits compared with the current wheel profile design. However, implementation of such a conformal wheel profile must be accompanied by improved rail grinding practices to ensure rail profile compliance. Based on these findings an approach is proposed where the conformal wheel profile design together with improved compliance of the in-service rail profiles to the target rail profile are implemented. This has the potential to reduce RCF initiation on South Africa’s iron ore export line.Thesis (PhD)--University of Pretoria, 2017.
Mechanical and Aeronautical Engineering
PhD
Unrestricted
17
Kienle, Ulrich F. B. „A laboratory simulation of adhesive wear of high speed reciprocating components in water powered mining equipment“. Master's thesis, University of Cape Town, 1989. http://hdl.handle.net/11427/22575.
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Bibliography: pages 117-120.A high-speed reciprocating sliding wear test rig was used to examine the metal on metal surface interactions of materials under consideration for application in water powered stoping equipment. The suitability of this test rig was investigated by implementing a test programme covering self-mated stainless steel and stainless steel-on-bronze couples. These couples were examined under water lubricated conditions in a broad test matrix, covering sinusoidal peak velocities of 1, 5 and 10 m/s; loads of 5, 10 and 20N and surface roughness values ranging from 0.2 to 0.4 μm, CLA. Due to poor reproducibility and inconclusive wear behaviours, no inferences could. be made as to the relative performance of the couples tested and no ranking tables could be compiled, In response to these findings, the emphasis changed to the design of a better test facility which could more accurately simulate the tribological interactions of interest. A new laboratory test rig, capable of investigating the performance of material surfaces, rubbing against one another under conditions of high speed reciprocating sliding in specific environments, was designed, built and commissioned. Subsequent tests conducted on this new facility showed average reproducibility for a 122 stainless steel rubbing against a CZ114 manganese bronze to have improved by a factor of two to approximately ± 20%. Initial results confirmed that adhesive wear is the dominant wear mode for the materials under consideration. This is manifested by homogeneous transfer layers and subsequent grooving of these layers.
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Singh, Aparna Ph D. Massachusetts Institute of Technology. „Effect of nano-scale twinning on the fracture, fatigue and wear properties of copper“. Thesis, Massachusetts Institute of Technology, 2011. http://hdl.handle.net/1721.1/69669.
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Thesis (Ph. D.)--Massachusetts Institute of Technology, Dept. of Materials Science and Engineering, 2011.This electronic version was submitted by the student author. The certified thesis is available in the Institute Archives and Special Collections.
Cataloged from PDF version of thesis.
Includes bibliographical references (p. 143-154).
Grain refinement in materials has been one of the most common strategies for improving the strength of materials. However this comes at the price of reduced ductility, fracture toughness and stable fatigue crack propagation life. It has been shown that controlled introduction of nano scale growth twins in ultra fined grained (UFG) Cu through pulsed electro deposition leads to an increase in strength while maintaining a significant amount of ductility. Besides, introduction of deformation twins by the process of dynamic plastic deformation (DPD) involving repeated compaction of coarse-grained (CG) copper at high strain rates and cryogenic temperatures have also shown similar trends in terms of improved strength and considerable strain before failure. Unlike grain boundaries, twin boundaries do not adversely affect the electrical conductivity and resistance towards electro migration of copper. However there have been no studies done to elucidate the role of nano-scale twins in affecting the fracture toughness, stable crack propagation and response under contact fatigue. The aim of the current work was to gain an understanding of the role of microstructural length scale and design in terms of the introduction of twin boundaries vs. grain refinement in influencing the above-mentioned properties. With this aim stable crack propagation and fracture toughness studies were done on UFG copper specimens produced by pulsed electro deposition with an average grain size of 400-500nm but different twin densities to elucidate the effect of twin density on the damage tolerance of Cu. It was found that unlike grain refinement, twin lamellae refinement leads to an improvement in fracture toughness and stable fatigue crack growth life. In order to characterize the contact fatigue response of nano twinned copper, frictional sliding experiments were performed with a conical diamond indenter. The effects of twin density and number of repetitions of sliding cycles on the evolution of frictional coefficient and material pile up around the diamond indenter were studied quantitatively using depth-sensing instrumented sliding indentation. Cross-sectional focused ion beam (FIB) and scanning electron microscopy (SEM) observations were used to systematically monitor deformation-induced structural changes as a function of the number of frictional sliding passes. Nano indentation tests on the sliding tracks coupled with large-deformation finite element modeling (FEM) simulations were used to assess local gradients in mechanical properties and deformation around the indenter track. The results indicate that friction evolution as well as local mechanical response is more strongly influenced by local structure evolution during repeated sliding than by the initial microstructure. The frictional sliding experiments also lead to the striking result that Cu specimens with both high and low density of nano twins eventually converge to a similar microstructure underneath the indenter after repeated tribological deformation. Similar trend of convergence of microstructure and hardness in the vicinity of the scratch was also observed for DPD and CG Cu. This trend strongly mirrors the well-known steady-state response of microcrystalline copper to cyclic loading. General perspectives on contact fatigue response of nano-twinned copper are developed on the basis of these new findings.
by Aparna Singh.
Ph.D.
19
Müller, Ruan. „Characterising the stress-life response of mechanical formed AISI-1008 steel plate components“. Thesis, Nelson Mandela Metropolitan University, 2012. http://hdl.handle.net/10948/d1008102.
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The main purpose of this research project was to determine the fatigue-life behaviour of AISI 1008 sheet steel which has been mechanically formed to a radius of curvature of 120mm and then to correlate the fatigue-life behaviour to that of the parent or “as manufactured” material. During the forming process it was felt important to induce plastic strain through stretch-bending by clamping the sides of a plate sample’s (width) edges in the bending fixture before being bent by a single acting mechanical press. It was determined through actual testing that there was a decrease in fatigue-life when the mechanical formed data was compared to fatigue data of the parent material. Standard fatigue mathematical models were used to relate the actual fatigue data. Due to the material being cold formed to a radius of curvature of 120mm, residual stresses induced during the forming process played an essential role during the fatigue-life prediction calculations. The maximum relieved stress in the parent material was compressive in nature having a magnitude of 11percent of the “as manufactured” yield strength (265 MPa). For the mechanical formed material compressive residual stresses were measured on the outer surface while tensile stresses were measured on the inner surface. The difference between actual number of cycles to failure to that calculated using the standard mathematical models for the parent material, ranged between 48 percent and 18 percent and for the mechanical formed samples between 35 percent and 1percent, depending on the strain amplitude used. An important aspect of this study was to determine the criteria required for mathematical modelling of the parent material as testing occurred between the limit of proportionality and yield point. Although this aspect requires further investigation the mathematical results obtained during this study were considered to be acceptable.
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Varadarajan, Bhadri Narayanan. „MICROMECHANICS OF DEBOND GROWTH AND INTERFACIAL WEAR UNDER FATIGUE LOADING IN A TRANSPARENT CERAMIC COMPOSITE“. University of Cincinnati / OhioLINK, 2000. http://rave.ohiolink.edu/etdc/view?acc_num=ucin975352464.
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21
Hong, Hyun-Soo. „A metallurgical study of the oxidational theory of mild wear in stainless steel and surface modified stainless steel“. Diss., Georgia Institute of Technology, 1986. http://hdl.handle.net/1853/19597.
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22
Kubiak, Krzysztof. „Quantification de la fissuration d'un contact soumis à des sollicitations complexes en fretting wear et fretting fatigue“. Ecully, Ecole centrale de Lyon, 2006. http://bibli.ec-lyon.fr/exl-doc/TH_T2062_kkubiak.pdf.
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Le but de cette étude est la détermination de la durée de vie en l’amorçage et en propagation d’un acier XC38 (EA1N) utilisé comme matériau pour les essieux-axes de TGV soumis à des sollicitations complexes de fretting fatigue. Cette étude est plus précisément orientée sur la prédiction de l’amorçage des fissures en fonction de charges appliquées et la prédiction de la condition d’arrêt de propagation des fissures. Conformément à cette analyse, l’étude expérimentale se divisera en deux grandes parties : l’une aborde la problématique de la condition d’amorçage alors que l’autre traite des phénomènes de propagation. Dans la première partie, des essais spécifiques de fretting simple et fretting fatigue ont été réalises afin de caractériser les conditions seuil d’amorçage des fissures dans l’acier étudié. Ceci nous conduira à déterminer un seuil d’amorçage en fonction des conditions de chargement. On s’attachera en particulier à la mise en place de méthodes capables de prédire le risque d’amorçage et ainsi pouvoir définir un domaine de sûreté absolue vis à vis de la sollicitation de fretting fatigue. La deuxième partie de ce travail a concerné le problème de la propagation des fissures. Des essais de fretting simple et fretting fatigue ont été réalisés pour déterminer les lois de propagation des fissures avec notamment la mise en évidence des conditions d’arrêt de propagation. La méthodologie développée, qui intègre la propagation des fissures courtes puis des fissures longues, nous a permis de modéliser les courbes de Wöhler en fretting fatigue et surtout de prédire la condition d’arrêt de propagation des fissures en fretting fatigueThe objective of this research focuses on the quantification of the fretting fatigue endurance of XC38 (EA1N) steel alloy used in the TGV axles components. This study mainly concerns the prediction of the crack nucleation and crack arrest conditions under complex fretting and fretting fatigue loadings. Combining experiments and modeling aspect it includes the following two parts. In the first part, fretting wear and fretting fatigue tests have been undertaken and modelized. It was demonstrated a threshold loading condition associated to the crack nucleation process. A specific formulation has been proposed to capture the size effect and provide pertinent and reliable crack nucleation predictions. From this analysis a fretting fatigue crack nucleation boundary has been defined and formalized. The second contribution of this work concerns the formalization of the crack propagation behavior under fretting and fretting fatigue conditions. Specific experiments have been developed to quantify the crack arrest boundaries. By combining crack nucleation, short crack propagation and long crack formulations, the endurance under complex fretting fatigue global situation has been derived. Hence, the fretting fatigue endurance curves have been quantified taking into accounts the respective contribution of fretting and fatigue loadings. Finally a global fretting fatigue chart has been introduced to rationalize the different cracking damages activated under complex fretting fatigue situations
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Araujo, cardoso Raphael. „Études numériques sur la modélisation du fretting fatigue“. Thesis, Université Paris-Saclay (ComUE), 2019. http://www.theses.fr/2019SACLN004/document.
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Ce travail a été entrepris dans le cadre d’une coopération internationale entre l’Université de Brasilia, l’Agence spatiale brésilienne (AEB), l’ENS Paris-Saclay et le groupe SAFRAN. L’objet principal de cette coopération est l’étude du fretting-fatigue, problème de contact associé à des charges de fatigue qui réduisent considérablement la durée de vie des composants en raison de la concentration élevée de contraintes, de l’usure et des conditions de chargement non proportionnelles. En ce qui concerne les coûts de calcul élevés impliqués dans l’évaluation des applications industrielles, l’un des objectifs de ce travail est d’améliorer les performances des simulations de frettage utilisant une approche d’enrichissement. L'idée est de tirer parti du fait que les champs mécaniques autour des bords de contact dans des configurations de contact cylindriques dans des conditions de frottement sont similaires à ceux trouvés près du fond de fissure dans les problèmes de mécanique de rupture élastique linéaire. Cette similitude rend attrayante l’idée d’enrichir les simulations de frettage par éléments finis via le framework X-FEM, ce qui nous permet de travailler avec des maillages plus grossiers tout en conservant une bonne précision. Comme nous le montrerons dans ce travail, il est possible de travailler avec des maillages jusqu'à 10 fois plus grossiers que si une méthode par élements finis classique était utilisée, permettant une forte amélioration des performances de calcul.Ce travail étudiera également l’influence de la prise en compte des effets de l’usure dans la prévision de la durée de vie en fatigue. Par conséquent, des simulations par éléments finis du fretting-fatigue ont été effectuées en tenant compte de la mise à jour de la géométrie due à l'enlèvement de matière et les résultats ont été comparés aux données expérimentales et aux simulations par éléments finis dans lesquels les effets de l'usure ont été négligés (stratégie simplificatrice généralement adoptée pour évaluer les problèmes de fatigue de frottement). Les critères de fatigue multiaxiaux conventionnels associés à la théorie des distances critiques ont été utilisés pour prédire la vie. Les résultats ont montré que, pour les données évaluées ici, lorsque des essais de fretting-fatigue ont été menés sur un alliage Ti-6Al-4V dans des conditions de glissement partiel, considérer les effets de l'usure pourraient augmenter légèrement la précision des prévisions de durée de vie. Cependant, cette amélioration n’est peut-être pas digne d’intérêt si nous prenons en compte les coûts de calcul élevés dans les analyses d’usureThis work has been undertaken in the context of an international research cooperation between the University of Brasilia, the Brazilian Space Agency (AEB), the ENS Paris-Saclay and the SAFRAN group. The main subject of this cooperation is the investigation of fretting fatigue, which is a contact problem in conjunction with fatigue loads responsible for reducing considerably components’ fatigue life due to the high stress concentration, wear and non-proportional loading conditions involved in such problems. Regarding the high computational costs involved when assessing industrial applications, one of the aims of this work is to improve the performance of fretting simulations making use of an enrichment approach. The idea is to take advantage of the fact that the mechanical fields around the contact edges in cylindrical contact configurations under fretting conditions are similar to the ones found close to the crack tip in linear elastic fracture mechanics problems. This similarity makes attractive the idea of enriching finite element fretting simulations through the X-FEM framework, which enables us to work with coarser meshes while keeping a good accuracy. As it will be shown in this work, it is possible to work with meshes up to 10 times coarser than it should be if a conventional FE method was used allowing a strong improvement of the computational performances.This work will also investigate the influence of considering wear effects in the prediction of fretting fatigue lives. Therefore, fretting fatigue FE simulations have been carried considering the geometry update due to the material removal and results were compared to both experimental data and FE simulations where wear effects were neglected (simplifying strategy usually adopted when evaluating fretting fatigue problems). Conventional multiaxial fatigue criteria in association with the Theory of Critical Distances have been used in order to predict life. Results have shown that, for the data here assessed, where fretting fatigue tests were conducted on a Ti-6Al-4V alloy under partial slip conditions, considering wear effects might slightly increase the accuracy of life predictions. However, this slight improvement may not be worthwhile regarding the increase in the computational cost when compared to standard approaches where wear is neglected
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Shrestha, Sanjay. „Wear behavior of Ti-6Al-4V for Joint Implants manufactured by Electron Beam Melting“. Youngstown State University / OhioLINK, 2017. http://rave.ohiolink.edu/etdc/view?acc_num=ysu1495471138802038.
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Reddy, Venkatarami. „Modelling and analysis of rail grinding and lubrication strategies for controlling rolling contact fatigue (RCF) and rail wear“. Queensland University of Technology, 2004. http://eprints.qut.edu.au/15864/.
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Rails play a significant role in transport of goods and passengers. In Australia railway transport industry contributes 1.6% of GDP with goods and services worth $AUD 8 billion each year which includes $ AUD 0.5 billion per year in exports (Australasian Railway Authority Inc, 2002). Rail track maintenance plays an important role in reliability and safety. The Office for Research and Experiments (ORE) of the Union International des Chemins de Fer (UIC) has noted that maintenance costs vary directly (60-65 per cent) with change in train speed and axle load. It was also found that the increase in these costs with increased speed and axle load was greater when the quality of the track was lower (ORR, 1999). Failures during operation are costly to rail players due to loss of service, property and loss of lives. Maintenance and servicing keep rail tracks in operating, reliable and safe condition. Therefore, technical and economical analysis is needed by rail players to reduce maintenance cost and improve reliability and safety of rail networks. Over the past few years, there have been major advances in terms of increased speed, axle loads, longer trains, along with increased traffic density in corridors. This has led to increased risks in rail operation due to rolling contact fatigue (RCF) and rail wear. The infrastructure providers have less incentive to maintain a given infrastructure standard if its access charges are rigid and rolling stock standard is not achieved. It has been estimated that between 40 to 50 per cent of wagon maintenance costs and 25 per cent of locomotive maintenance costs are related to wheel maintenance (Railway Gazette International, 2003). The economic analysis of Malmbanan indicates that about 50% of the total cost for maintenance and renewal were related to traffic on rails and 50% not related to traffic, such as signaling, electricity and snow-clearance. The results from the analysis have made it possible for the mining company LKAB to start up the 30 Tonnes traffic with new wagons and locomotives on the Malmbanan line in year 2001 (Åhrén et al 2003). The rail infrastructure providers have challenges to maintain infrastructure due to government control on access charges and limited control on rail operations. The aim of the research is to: · Develop a maintenance cost model for optimal rail grinding for various operating conditions; and · Develop integrated rail grinding and lubrication strategies for optimal maintenance decisions. In this research real life data has been collected, new models have been developed and analysed for managerial decisions. Simulation approach is used to look into the impact on various costs such as rail grinding, operating risk, down time, inspection, replacement, and lubrication. The results of the models for costs and the effect of rail grinding and lubrication strategies are provided in this thesis. In this research rail track degradation, rail failures and various factors that influence rail degradation are analysed. An integrated approach for modelling rail track degradation, rail wear, rail grinding and lubrication is developed. Simulation model and cost models for rail grinding are developed and analysed. It has been found through this research that rail grinding at 12 MGT interval is economic decision for enhancing rail life. It was also found that lubrication is most effective compared to stop/start and no lubrication strategies in steep curves. Rail grinding strategies developed in this research have been considered by Swedish National Rail for analysing the effectiveness of their existing policies on grinding intervals. Optimal grinding and lubrication decisions have huge potential for savings in maintenance costs, improving reliability and safety and enhancing rail life.
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Yuen, Dick Kwan Kenneth. „Brake disc life prediction for material evaluation and selection : the application of finite element and fatigue analysis to the prediction of crack initiation in brake discs during operation“. Thesis, University of Bradford, 1992. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.363977.
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Larsson, Jesper. „Wear mark evolution and numerical study of impact stresses in stainless steel flapper valves“. Thesis, KTH, Materialvetenskap, 2016. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-199301.
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Compressors that are used in refrigerators and air conditioners usually have flapper vales made of martensitic stainless steel to control the flow of the refrigerant in the system. During service the flapper valves are affected by both bending and impact fatigue in the very high cycle fatigue (VHCF) range with billions of cycles until failure. Due to the VHCF, it is time consuming and expensive to test the performance of the flapper valves. One approach to improve the valve testing could be to combine traditional sample testing with the finite element method (FEM). In this paper, FEM was used to calculate the velocity and stress between a flapper valve and the seat during impact. Three different valve tongue shapes were investigated: a circular and two elliptically shaped tongues with a width to length ratio of 3:2 and 2:1. Furthermore, two different load cases were used to make the valve move: a backpressure case that was adapted from a compressor manufacturer and a springback case that was adapted from a flapper valve testing platform. A study of the wear mark evolution was also made on the surface of flapper valves that impacts with the seat. The valves had been in use for a different amount of cycles, were supplied by a compressor manufacturer and were made of Sandvik Hiflex steel. Stereo microscopy, scanning electron microscopy (SEM) and surface measurements were used at three different areas on the valves. It was shown with the FEM that the maximum compressive stress, at a specific point in the material, does not occur at the impact for that point. Rather, that constructive interference between stress waves in the material is the probable cause for the stress peaks that are formed. In what way the valve impacts with the seat will affect the maximum compressive stress distribution in the valve tongue. If an area close to the root of the valve impacts first with the seat, a whiplash effect will cause a higher impact velocity and impact stress in the free end of the valve. The wear mark study showed an initially high growth rate for the wear mark. However, with an increasing amount of cycles, the wear mark growth rate will decrease. Areas at the edge of the valve tongue consistently had the lowest wear mark depth, while areas close to the root and the free end of the valve had similar wear mark depth in the longest tested valve. FEM and wear mark results indicate that the impact velocity and maximum compressive stress are important factors for wear mark growth.
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Crozatier, Mathilde. „Étude de la durabilité d'un matériau composite bobiné sous chargements sévères“. Thesis, Paris, ENSAM, 2017. http://www.theses.fr/2017ENAM0008/document.
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Les matériaux composites sont très étudiés depuis des décennies. En effet, l'alliance entre légèreté et résistance de ces structures entraîne le développement de leur utilisation. Leur caractérisation reste un point essentiel dans la plupart des études.Ce travail s’inscrit dans le projet Sollicitern qui vise à concevoir un camion d’hydrocurage en matériaux composites, financé par un fond unique interministériel. L’objectif est d’étudier la durabilité du matériau composite retenu sous chargements sévères. Elle permettra ainsi d’alimenter les modèles numériques des partenaires industriels afin d’ajuster les paramètres pour l’optimisation de la citerne et également d’estimer sa durée de vie face à ces diverses sollicitations.Dans un premier temps, l’attention se porte sur l’intégration de la courbure de la structure et donc du matériau dans l’étude. En effet, ce dernier est fabriqué par enroulement filamentaire, ce qui génère nécessairement une structure tubulaire. Dans un second temps, une caractérisation statique est menée. Cette partie comporte notamment des essais de compression radiale sur l’ensemble de la structure tubulaire où un protocole expérimental est mis en œuvre. En couplant les résultats de ces essais avec ceux d’une simulation numérique reproduisant l’essai, les propriétés élastiques du pli unidirectionnel sont accessibles grâce à une optimisation. Dans un troisième et dernier temps, la durabilité plus spécifique est abordée. Des campagnes d’essais de fatigue, d’impacts, d’usure et de vieillissement sont tout d’abord réalisées indépendamment les unes des autres. L’objectif final est de coupler ces différentes sollicitations et d’appréhender ainsi leur effet combinéComposites materials have been studied for decades. Indeed, the association between lightness and resistance of these structures leads to the development of their use. Their characterization remains an essential point in most researches.This work is part of Sollicitern project, which aims to design a composite water treatment truck, financed by a single interministerial fund. The aim is to study the durability of the composite material retained under severe loads. It thus offers tools to industrialists for adjusting parameters in the tank optimization and the estimation of the lifetime under these various loadings.In the first stage, attention is focused on the integration of the curvature of the structure and therefore of the material in the study. Indeed, it is manufactured by filament winding, which necessarily generates a tubular structure. In a second step, a static characterization is carried out. This part includes, in particular, radial compression tests on the whole tubular structure where an experimental protocol is developed. By coupling the results of these tests with a numerical simulation reproducing the test, the elastic properties of the unidirectional ply are obtained by optimization. In a third and final stage, more specific durability is discussed. Fatigue, impact, wear and aging tests are first carried out independently of one another. The final objective is to associate these different loadings and thus to apprehend their combined effect
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Mussa, Abdulbaset. „A study on wear characteristics of high strength steels under sliding contact“. Licentiate thesis, Karlstads universitet, Institutionen för ingenjörsvetenskap och fysik (from 2013), 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:kau:diva-77660.
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In the last decades, significant improvements regarding the design, materials and technology of rock drills have been made. Likewise, in sheet metal forming, forming tools experience very high contact pressures when processing high strength steel sheets. In both applications components operate under extremely tough contact conditions that result in an accelerated component failure. Enhancements on mechanical properties of components material subjected to extreme contact conditions are highly required in order to withstand the application loads and prevent severe wear. The present thesis was focused on understanding of machinery component damage mechanisms under severe contact conditions. A case study of worn components used in rock drilling and sheet metal cold work was carried out. Thread joints from rock drilling and punches from sheet metal pressing were selected for the investigation. For these components, sliding contact under high contact pressure is a common load condition under the components usage. Then, to understand and quantify the influence of contact parameters, load and surface quality on material performance, laboratory simulations were performed. The results were used for a comparative analysis of the typical damage mechanisms observed in the tests and the case study of the components. The case study results showed that the threaded surfaces underwent severe plastic deformation due to the high-pressure sliding contact. The microstructure beneath the worn surface was altered and surface cracks and delamination were frequently observed at the worn surface. The dominant damage mechanism found on the investigated punches was adhesive wear. Material transfer adds friction stresses at the punch surface and ultimately, with repeated punch strokes, it leads to initiation and propagation of fatigue cracks. Wear process in thread joint and punch wear was simulated using the SOFS. The worn specimens tested experimentally showed similar wear mechanisms obtained in the case study. The thread joint wear simulation showed that the total damage at the worn surface was a result of adhesive wear, plastic deformation, and initiation and propagation of fatigue cracks. In addition, the results showed that the type of motion had a significant influence on the worn volume and crack initiation, and more severe wear was observed at reciprocal motion. The punch wear simulation showed that the friction quickly increased as work material from metal sheets transferred to the disc surface. The rate of the material transfer was strongly dependent on the combination of sheet material and tool steel. Further, the present experimental simulations were applicable to characterize and predict wear of components in the application.Components used in rock drilling and sheet metal forming operate under harsh contact conditions that result in an early-life component failure. Wear and fatigue are considered as the most common damage mechanism for these components. Commonly, the service life of a component is designed based on its fatigue life. However, wear might have a significant effect on the components life too. Wear results in a surface damage that in turn may cause a fatigue crack initiation. Therefore, knowledge about wear of materials and components is a key factor in design and prediction of the lifetime of the components. In order to predict wear of a certain component, a thorough understanding of the component with regards to its material properties, application loads and working environment, and damage mechanisms is required. The overall aim of the present work was to define the typical wear mechanisms occurred on machinery components used in rock drilling and sheet metal forming. A comparative analysis of the case studies and results from performed laboratory tests simulated wear mechanisms in the applications highlighted wear mechanisms and factors influencing severity of wear in the applications. Obtained information is crucial for ranking and selection of the best material in the applications.
The presentation will will be via zoom. PhD student will together with the supervisors will be in Karlstad while the opponent is in Luleå.
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Agudelo, Juan Ignacio Pereira. „Analysis of the microstructure transformation (wel formation) in pearlitic steel used in relevant engineering wear systems“. Universidade de São Paulo, 2018. http://www.teses.usp.br/teses/disponiveis/3/3151/tde-04092018-131559/.
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In this thesis, the behavior of pearlitic steel was characterized under controlled wear conditions in the laboratory and service conditions in two ore mining stages, comminution and transportation. The thesis consists in three experimental chapters, divided according to the tribosystems analyzed. On all the chapters Electro Microscopy techniques for the microstructural analysis were employed. Scanning Electron Microscopy (SEM), Focused Ion Beam (FIB-SEM), Electron Backscatter Diffraction (EBSD) and Transmission Electron Microscopy (TEM) were used. The first experimental chapter shows the analysis of the pearlite under abrasive wear with loose abrasive particles in multi-events conditions. The sample was taken from Semi-Autogenous Grinding mills (SAG) and experimental simulation was carried out in laboratory using the Dry Sand Rubber Wheel Abrasion Test (DSRW). The results show a polycrystalline layer formation in both cases, characterized by ultra-fine grains of ferrite in the layer closer to the surface. It was also concluded that the DSRW can simulate the wear produced on field (superficial and microstructural features) in conditions of higher normal load than recommended by the ASTM Standard G65. The second experimental chapter explores the characterization of the microstructure after the indenter pass in scratch test using two conditions of normal load applied and five sequences of scratch. The microstructural analysis shows the formation of two subsuperficial layers identified by the level of the microstructural alterations. In the subsuperficial layer (close to the surface), the formation of new ultra-fine grains of ferrite was observed. A second layer was observed deeper in the sample and denominated as layer of the microstructure transition, characterized by the combination of deformed (reduction of the interlamellar spacing) and pearlite colonies not affected plastically by the mechanical loading. On this layer, the crystallographic texture in RD // in samples tested at 4 N (normal load) and one-pass scratch was determined. Later, on this chapter, the microstructure in a ground rail (industrial procedure characterized as a multi-event scratch test) was analyzed. Two grinding conditions were used for the analysis with variation of the grinding linear speed and load on the grinding stones (discs). The combination of low grinding speed and high load promotes a higher deformed layer formation beneath the patch zone and low randomized orientation of the pearlite colonies. Finally, in the third experimental chapter, the pearlitic characterization was concluded with the study of samples of railway wheel and rail under wear in service and Rolling Contact Fatigue (RCF) in laboratory. The laboratorial simulation was carried out using the twin-disc rolling contact tribometer with a variation of number of cycles. The characterization of railway wheel shows that the WEL is characterized by levels of breaking and aligned cementite and zones with dissolution of the carbon atom in the ferrite to form the supersaturated carbon ferrite. The polycrystalline ferrite formation (ultra-fine grains) in the sub-superficial layer and it was identified a preferential orientation of RD // in the layer of microstructural transition. The results of the laboratory test show surface crack nucleation and propagation at low angle in the more severe deformed layer. The microstructure of the layer consists in polycrystalline ferrite and the cementite dissolution.Nesta tese foi caracterizado o comportamento do aço perlítico em condições controladas de desgaste em laboratório e em serviço em dois estágios do processo de mineração de minério, cominução e transporte ferroviário. A tese consiste em três capítulos experimentais divididos segundo o tribosistema analisado. Em todos os capítulos do trabalho foi utilizada a técnica de microscopia eletrônica para análise microestrutural. Foi utilizado Microscopia eletrônica de varredura (MEV), Focused Ion Beam (FIB-SEM), Electron Backscatter Diffraction (EBSD) e Microscopia eletrônica de transmissão (MET). O primeiro capítulo experimental mostra a análise da perlita in condições de desgaste abrasivo com partículas soltas em eventos múltiplos. As amostras foram tiradas de um moinho semi-autógeno (SAG) e realizada uma simulação experimental do desgaste em condições controladas usando o tribômetro de roda de borracha (RWAT). Os resultados mostraram a formação de camada branca em ambas as condições de análise, consistindo em uma camada poli cristalina caracterizada pela formação de grãos ultrafinos na camada mais próxima da superfície de desgaste. Também foi concluído que a roda de borracha pode simular o desgaste produzido nos moinhos SAG tanto nas características superficiais quanto microestruturais em condições de maior severidade as comumente utilizadas na norma ASTM G65 (procedimento B). O Segundo capítulo experimental explora a caracterização da microestrutura depois da passagem do endentador no ensaio de riscamento (scratch test) utilizando duas condições de carga normal aplicada e 5 sequências de riscamento. A análise microestrutural mostrou a formação de duas camadas subsuperficiais identificadas pelo nível de alteração microestrutural. Na camada mais próxima da superfície de desgaste foi observada a formação de grãos ultrafinos de ferrita. A segunda camada identificada mais profundamente na amostra, denominada como camada de transição, é caracterizada pela combinação de colônias deformadas (redução do espaçamento interlamelar) e camadas não afetadas pelos esforços produzidos no contato. Nesta camada foi determinada a texturização em direção RD // nas amostras testadas a 4 N (carga normal aplicada) e uma passada. Posteriormente à análise de riscamento foi caracterizada a microestrutura de uma amostra tirada de um trilho esmerilhado (processo industrial que pode ser considerado como aplicação do ensaio de riscamento). Foram consideradas duas condições de esmerilhamento com variação de velocidade de esmerilhamento (deslocamento linear do veículo esmerilhador) e potência dos motores dos rebolos usada no procedimento. A combinação de baixa velocidade de esmerilhamento e alta potência nos motores controladores dos rebolos promoveu uma grande deformação nas camadas subsuperficiais na região de contato e uma baixa aleatoriedade das orientações cristalográficas das colônias de perlita. Finalmente, no capítulo três, a caracterização da microestrutura perlitica foi finalizada com o estudo de amostras de roda e trilho em condições de desgaste em campo e de Rolling Contact Fatigue (RCF) em ensaios de laboratório. A simulação experimental foi realizada utilizando o tribômetro twin-disc rolling (configuração disco-disco) com variação do número de ciclos. A caracterização da roda ferroviária mostrou a formação da camada branca caracterizada por níveis de cementita fraturada e alinhada em direção do movimento de rolamento/deslizamento com áreas de dissolução do átomo de carbono na ferrita formando uma ferrita supersaturada. Foi identificado a formação de policristais de ferrita (grãos ultrafinos) na camada mais superficial e uma orientação preferencial RD // na camada de transição. Os resultados dos ensaios de laboratório mostraram a nucleação de trincas superficiais se propagando a baixo ângulo na camada branca. A transformação microestrutural dessa camada após ensaios de laboratório consiste em policristais de ferrita e dissolução da cementita.
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Hasan, Mushfiq. „Investigation of micropitting and wear in rolling/sliding contacts operating under boundary lubrication conditions“. Thesis, Luleå tekniska universitet, Institutionen för teknikvetenskap och matematik, 2021. http://urn.kb.se/resolve?urn=urn:nbn:se:ltu:diva-87215.
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Gu, Chongjie. „Modeling of two-body fatigue wear of cylinder liner in internal combustion engines during the break-in period and its impact on engine lubrication“. Thesis, Massachusetts Institute of Technology, 2010. http://hdl.handle.net/1721.1/111760.
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Thesis: S.M., Massachusetts Institute of Technology, Department of Mechanical Engineering, 2017.Cataloged from PDF version of thesis.
Includes bibliographical references (pages 104-108).
Internal combustion engines are widely utilized in modem automobiles. Around 10% of the total fuel energy is dissipated to heat due to mechanical friction, among which 20% is caused by the contact between the cylinder liner and the piston rings. The wear of cylinder liner not only leads to surface damage, but also results in the change of liner lubrication conditions. Therefore, a large number of tests are performed by researchers to investigate the liner wear process and its impact on engine lubrication. This work is the first step toward developing a wear model to predict the evolution of liner roughness and ring pack lubrication during break-in period. A physics-based liner wear model is built in this work, with focus on two mechanisms: surface plastic flattening and fatigue wear. Both mechanisms are simulated through a set of governing equations and are coupled together to complete the algorithm of the liner wear model. Simulations of break-in wear are performed to different liner surfaces finishes, with different external normal pressures. Simulation results indicate that the liner wear rate depends on the size and shape of liner surface asperities, which may provide guidance for surface manufacturing. The results also show consistence with the Archard's wear law, describing the proportional correlation between normal pressure and steady state wear rate. This wear model is then used to study the influence of liner wear on engine lubrication. Through the friction for entire engine cycles, simulated results are compared with experimental friction measurements. The comparison shows that the calculated friction evolution during break-in has the same trend and comparable magnitude as the measurements, indicating the efficiency of the wear model. Some initial work of modeling of third-body abrasive wear is also discussed in this thesis.
by Chongjie Gu.
S.M.
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Gu, Chongjie. „Modeling of two-body fatigue wear of cylinder liner in internal combustion engines during the break-in period and its impact on engine lubrication“. Thesis, Massachusetts Institute of Technology, 2017. http://hdl.handle.net/1721.1/111760.
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Thesis: S.M., Massachusetts Institute of Technology, Department of Mechanical Engineering, 2017.Cataloged from PDF version of thesis.
Includes bibliographical references (pages 104-108).
Internal combustion engines are widely utilized in modem automobiles. Around 10% of the total fuel energy is dissipated to heat due to mechanical friction, among which 20% is caused by the contact between the cylinder liner and the piston rings. The wear of cylinder liner not only leads to surface damage, but also results in the change of liner lubrication conditions. Therefore, a large number of tests are performed by researchers to investigate the liner wear process and its impact on engine lubrication. This work is the first step toward developing a wear model to predict the evolution of liner roughness and ring pack lubrication during break-in period. A physics-based liner wear model is built in this work, with focus on two mechanisms: surface plastic flattening and fatigue wear. Both mechanisms are simulated through a set of governing equations and are coupled together to complete the algorithm of the liner wear model. Simulations of break-in wear are performed to different liner surfaces finishes, with different external normal pressures. Simulation results indicate that the liner wear rate depends on the size and shape of liner surface asperities, which may provide guidance for surface manufacturing. The results also show consistence with the Archard's wear law, describing the proportional correlation between normal pressure and steady state wear rate. This wear model is then used to study the influence of liner wear on engine lubrication. Through the friction for entire engine cycles, simulated results are compared with experimental friction measurements. The comparison shows that the calculated friction evolution during break-in has the same trend and comparable magnitude as the measurements, indicating the efficiency of the wear model. Some initial work of modeling of third-body abrasive wear is also discussed in this thesis.
by Chongjie Gu.
S.M.
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Kahlin, Magnus. „Fatigue Performance of Additive Manufactured Ti6Al4V in Aerospace Applications“. Licentiate thesis, Linköpings universitet, Institutionen för ekonomisk och industriell utveckling, 2017. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-137233.
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Additive Manufacturing (AM) for metals includes is a group of production methodst hat use a layer-by-layer approach to directly manufacture final parts. In recent years, the production rate and material quality of additive manufactured materials have improved rapidly which has gained increased interest from the industry to use AM not only for prototyping, but for serial production. AM offers a greater design freedom, compared to conventional production methods, which allows for parts with new innovative design. This is very attractive to the aerospace industry, in which parts could be designed to have reduced weight and improved performance contributing to reduced fuel consumption, increased payload and extended flight range. There are, however, challenges yet to solve before the potential of AM could be fully utilized in aerospace applications. One of the major challenges is how to deal with the poor fatigue behaviour of AM material with rough as-built surface. The aim of this thesis is to increase the knowledge of how AM can be used for high performance industrial parts by investigating the fatigue behaviour of the titanium alloy Ti6Al4V produced with different AM processes. Foremost, the intention is to improve the understanding of how rough as-built AM surfaces in combination with AM built geometrical notches affects the fatigue properties.This was done by performing constant amplitude fatigue testing to compare different combinations of AM material produced by Electron Beam Melting(EBM) and Laser Sintering (LS) with machined or rough as-built surfaces with or without geometrical notches and Hot Isostatic Pressing (HIP) treatment. Furthermore, the material response can be different between constant amplitude and variable amplitude fatigue loading due to effects of overloads and local plastic deformations. The results from constant amplitude testing were used to predict the fatigue life for variable amplitude loading by cumulative damage approach and these predictions were then verified by experimental variable amplitude testing. The constant amplitude fatigue strength of material with rough as-built surfaces was found to be 65-75 % lower, compared to conventional wrought bar, in which HIP treatments had neglectable influence on the fatigue strength. Furthermore, the fatigue life predictions with cumulative damage calculations showed good agreement with the experimental results which indicates that a cumulative damage approach can be used, at least for a tensile dominated load sequences, to predict the fatigue behaviour of additive manufactured Ti6Al4V.
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Solano, Alvarez Wilberth. „Microstructural degradation of bearing steels“. Thesis, University of Cambridge, 2015. https://www.repository.cam.ac.uk/handle/1810/249201.
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The aim of the work presented in this thesis is to clarify one of the most fundamental aspects of fatigue damage in bearings steels through critical experiments, in particular whether damage in the form of cracks precedes hard “white-etching matter" formation, which is carbon supersaturated nanoscaled ferrite. Heat treatments have been designed to create four different crack types and distributions: scarce martensite plate cracks, fine grain boundary cracks, abundant martensite plate cracks, and surface cracks. Subsequent rolling contact fatigue experiments showed that the amount of hard white-etching matter is higher in pre-cracked samples compared to those without prior damage and that its formation mechanism is the frictional contact of disconnected surfaces within the bulk that elevate the temperature and localise deformation. These key experiments indicate that hard white-etching matter is the consequence, not the cause, of damage. Therefore, one way to avoid white-etching matter is by increasing the toughness of the material. The macroscopically homogenous distribution of microcracks proved also to be a useful rolling contact fatigue life enhancer due to damage deflection via crack branching and a powerful trap for diffusible hydrogen. Successful trapping was corroborated by the inability of hydrogen to cause crack propagation via embrittlement or accelerate white-etching matter generation during rolling contact fatigue. By also studying the behaviour of a nanostructured bainitic steel under rolling contact fatigue, it was found that its degradation mechanism is ductile void formation at bainitic ferrite/stress-induced martensite interfaces, followed by growth and coalescence into larger voids that lead to fracture along the direction of the softer phase as opposed to the conventional damage mechanism in 52100 steel of crack initiation at inclusions and propagation. Given the relevance of phase quantification in nanobainite and the possible surface artefacts introduced by preparation, alternative methods to X-ray diffraction such as magnetic measurements were also investigated. The lack of hard white-etching matter obtained in the carbide-free nanostructured bainite led to conclude that an alternative route to mitigate hard white-etching matter could be by eliminating pre-eutectoid carbides from the microstructure, therefore restricting their dissolution and ultimate carbon supersaturation of the mechanically deformed and homogenised nanoferrite.
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Silva, Paula Fernanda da. „Desgaste e fadiga térmica de ligas \'aço matriz + NbC\'“. Universidade de São Paulo, 2006. http://www.teses.usp.br/teses/disponiveis/3/3133/tde-13032007-170403/.
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Utilizou-se o conceito de ?aço matriz + NbC? para produzir ligas com a matriz do aço rápido M2 ( 0,5%C ? 2%W ? 3%Mo ? 4,6%Cr ? 1%V) e variadas frações volumétricas de carbonetos de nióbio. Adicionou-se 2,5 e 5% de nióbio e carbono estequiométrico para a obtenção de carbonetos NbC e titânio (0,1%) para modificação da morfologia dos carbonetos NbC. Os carbonetos NbC apresentaram-se como carbonetos eutéticos com morfologia de escrita chinesa, como carbonetos primários com a morfologia de cruz de malta e como carbonetos eutéticos e primários com morfologia poligonal, estes últimos modificados com a adição de titânio. Após tratamento térmico de têmpera e revenimento para obtenção da máxima dureza, as ligas foram submetidas a ensaios de fadiga térmica (100 ciclos, 650ºC), de abrasão (roda de borracha ? 130N, 200rpm, 30min, hematita como abrasivo) e de deslizamento alternado (disco contra esfera ? 70,6N, amplitude: 6mm, freqüência, 6 Hz, 2h) para estudar o efeito da fração volumétrica e da morfologia dos carbonetos frente a estas solicitações. As ligas com carbonetos com morfologia poligonal e menor fração volumétrica de carbonetos (comparando-se morfologias iguais) apresentaram o melhor desempenho sob fadiga térmica devido ao baixo valor do parâmetro C/Dm da microestrutura (continuidade de carbonetos/distância livre média entre carbonetos). Os corpos-de-prova foram caracterizados por meio de microscopia ótica e eletrônica de varredura para determinar os sítios de nucleação e caminhos de propagação das trincas. Nos ensaios em roda de borracha as ligas com carbonetos eutéticos divorciados com morfologia poligonal apresentaram maior resistência ao desgaste do que os aços contendo carbonetos eutéticos cooperativos. O aumento da fração volumétrica de carbonetos NbC teve um máximo na resistência a abrasão e depois uma queda devido a presença de carbonetos primários grosseiros que fraturaram na superfície ensaiada e foram arrancados aumentanto a perda de massa. Nos ensaios de deslizamento alternado não foi possível hierarquizar o comportamento das ligas. Os corpos-de-prova de abrasão e de deslizamento foram caracterizados por microscopia ótica e eletrônica de varredura para determinar os mecanismos de desgaste atuantes. Um aço rápido para cilindros de laminação a quente (2%C ? 5%Cr ? 5%Mo ? 5%V) foi ensaiado sob condições idênticas às aplicadas às ligas estudadas, objetivando comparar desempenhos. O aço rápido apresentou desempenho superior nos ensaios de abrasão e de deslizamento alternado (devido a alta fração volumétrica de carbonetos eutéticos) e inferior no ensaio de fadiga térmica (devido ao alto parâmetro C/Dm da microestrutura oriundo da alta fração volumétrica de carbonetos eutéticos).The concept of ?matrix steel + NbC? was used to cast alloys with the M2 steel matrix (0,5%C ? 2%W ? 3%Mo ? 4,6%Cr ? 1%V) and different volume fractions of niobium carbides. Niobium (2,5 e 5%) and stoichiometric carbon were added to produce NbC carbides and titanium (0,1%) to modify de NbC carbides morphology. NbC presented three basic morphologies: Chinese script (coupled eutectic); primary carbides with cross morphology and polygonal primary and eutectic carbides (divorced eutectics). After heat treatment of quench and temper in order to obtain the maximum hardness, the alloys were submitted to thermal fatigue test (100 cycles, 650ºC), dry rubber wheel abrasive wear test (130N, 200rpm, 30min, hematite as abrasive) and reciprocating sliding wear test (70,6N, amplitude: 6mm, frequency: 6Hz, 2h). The alloys with polygonal NbC carbides and lower volume fractions of carbides (for the same morphology) showed the best behaviour due to their low ?carbide continuity/carbide free path? ratio of the microstructure. The alloys were characterized by optical microscopy and SEM to investigate de cracks nucleation and propagation. In the dry rubber wheel tests, polygonal NbC eutectic carbides (divorced eutectics) showed better behaviour than Chinese script NbC eutectic carbides. High volume fractions of NbC carbides improved the abrasion resistance until a maximum and after that, the presence of big primary NbC carbides, lowered the abrasion resistance due to cracks in those big carbides. The results of the reciprocating sliding tests have not allowed to rank the performance of the alloys. Abrasion and sliding specimens were submitted to optical microscopy and SEM in order to evaluate the prevalent wear mechanisms. One high speed steel for hot rolling mill rolls (2%C ? 5%Cr ? 5%Mo ? 5%V) was tested under the same conditions that the alloys studied were tested in order to compare their performances. The high speed steel showed better performance in abrasion and reciprocating sliding wear due to the high volume fraction of coupled eutectic carbides and lower performance in thermal fatigue due to the high ?carbide continuity/carbide free path? ratio of the microstructure than the alloys studied.
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Fernandes, Frederico Augusto Pires. „Produção e caracterização de camadas nitretadas e nitrocementadas por plasma nos aços UNS S31603, S31254 e S41425“. Universidade de São Paulo, 2012. http://www.teses.usp.br/teses/disponiveis/88/88131/tde-14032012-122709/.
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A produção de superfícies funcionais sobre componentes, para a obtenção de melhores resistências ao desgaste, à corrosão e à fadiga constitui-se num persistente desafio tecnológico. Os processos termoquímicos de nitretação e nitrocementação por plasma são técnicas de engenharia de superfície usadas para aumentar a dureza superficial e resistência ao desgaste de aços inoxidáveis, sem deteriorar suas resistências à corrosão. O presente trabalho teve como objetivo a avaliação da influência das temperaturas de nitretação e nitrocementação por plasma na estrutura das camadas produzidas nos aços inoxidáveis UNS S31603 (austenítico), S31254 (superaustenítico) e S41425 (supermartensítico) e seus desempenhos quanto ao desgaste, à corrosão e à fadiga. Verificou-se que os tratamentos produziram camadas homogêneas e contínuas, sendo mais espessas, para os aços UNS S31603 e S31254 nitrocementados, e para o aço UNS S41425 nitretado, em uma dada temperatura. As microdurezas das camadas cresceram com o aumento da temperatura, para ambos os tratamentos e para os três aços estudados. A difração de raios X indicou que as fases expandidas, fase-S ou α\'N, foram obtidas nas temperaturas de tratamento mais baixas (400 e 450ºC). O aumento na temperatura de tratamento promoveu a formação de carbonetos e/ou nitretos, para a nitrocementação e nitretação, respectivamente. Para os aços UNS S31603 e S31254, isto ocorreu devido a decomposição da fase-S, em uma microestrutura tipicamente lamelar composta por ferrita e nitretos de cromo. Já no caso do aço UNS S41425, o aumento na temperatura de tratamento proporcionou um aumento na quantidade de carbonetos e/ou nitretos. Tal aumento na temperatura de tratamento também promoveu um decréscimo nas resistências ao desgaste das camadas dos aços UNS S31603 e S31254. A resistência ao desgaste aumentou com a temperatura de tratamento, para o aço UNS S41425, para ambos os tratamentos. A resistência à corrosão em solução de NaCl diminuiu com o aumento da temperatura de tratamento, para os três aços estudados, devido a presença dos carbonetos e/ou nitretos. Os ensaios de fadiga de contato indicaram que nos aços UNS S31603 e S31254 o aumento na temperatura de tratamento não causou mudanças significativas nas tensões de ruptura das camadas. No aço UNS S41425, tal tensão diminuiu com o aumento da temperatura.The production of functional surfaces on engineering components, in order to obtain improved wear, corrosion and fatigue resistance is a persistent technological challenge. The plasma nitriding and nitrocarburizing thermochemical processes are surface engineering techniques used to improve surface hardness and wear resistance of stainless steels, without compromising its corrosion resistance. The main goal of this study is to evaluate the influence of plasma nitriding and nitrocarburizing temperature on the structure of the layers produced on UNS S31603 (austenitic), S31254 (superaustenitic) and S41425 (supermartensitic) stainless steels and in addition their wear, corrosion and fatigue performance. It was found that both treatments produced homogeneous and continuous layers. Of all the samples in this work, the nitrocarburized UNS S31603 and S31254 steels and the nitrided UNS S41425 steel presented the thickest layers at a given temperature. Regardless of the treatment used, the microhardness of the layers increased with the raising of the temperature for all the samples. The X-ray diffraction indicated that expanded phases, either S-phase or α\'N, were obtained at lower treatment temperatures (400 and 450°C). The increase in treatment temperature promoted the formation of carbides and/or nitrides for nitrocarburizing and nitriding, respectively. For the samples of UNS S31603 and S31254 steels, this occurred due to the decomposition of S-phase in a typical lamellar microstructure consisting of ferrite and chromium nitride. In the case of UNS S41425 steel, the increase in treatment temperature caused an increase on the amount of carbides and/or nitrides. This increase in treatment temperature also promoted a decrease of the wear resistance for the layers produced on the UNS S31603 and S31254 steels samples. On the other hand, the wear resistance increased with treatment temperature for the UNS S41425 steel for both treatments. The corrosion resistance in NaCl solution decreased with increasing treatment temperature for all the samples, due to the presence of carbides and/or nitrides. The contact fatigue tests on UNS S31603 and S31254 steels indicated that an increase on treatment temperature did not cause significant changes on rupture stress of the layers. In UNS S41425 steel, such critical stress decreased with increasing temperature.
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Ferré, Romain. „Etude expérimentale et modélisation de la durabilité d'un contact représentatif de l'interface aube / disque de soufflante grenaillé soumis à des chargements de fretting / fatigue / usure“. Thesis, Ecully, Ecole centrale de Lyon, 2013. http://www.theses.fr/2013ECDL0012.
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Ce travail porte sur l’étude du risque d’amorçage de fissure en fretting/fatigue du contact aubes/disque de soufflante en alliage de titane Ti-6Al-4V d’un turboréacteur civil. De part les vibrations du moteur et le passage du flux d’air, le contact aube/disque est sujet à de microdéplacements: le fretting. Ce problème complexe concerne des zones en contact de faibles dimensions subissant des pressions de contact importantes et des micro-déplacements associées à des structures soumises à des chargements eux-mêmes complexes. Des essais de fretting simple, fretting précontraint et fretting fatigue sont réalisés en vue d’identifier les conditions d’amorçage de fissure pour plusieurs géométries présentant des gradients de contraintes différents. Les résultats expérimentaux mettent en évidence l’effet du gradient de contrainte sur l’amorçage. Ainsi, via des essais présentant une gamme étendue de gradient, il a été confirmé que les gradients de contraintes retardent l’initiation de fissure. Une approche non-locale couplée à un critère de fatigue multiaxiale et identifiée sur une unique condition expérimentale de fretting simple a permis la prédiction de l’ensemble des résultats expérimentaux. Ainsi, une méthodologie prédictive des durées de vie à amorçage a été proposée. Cette approche numérique intègre la multiaxialité du chargement, l’effet du gradient des contraintes, la réponse élastoplastique de l’interface et les limites de fatigue en traction/compression et torsion alternée du matériau. L’interface aube/disque grenaillée du moteur subit une alternance de sollicitations de faibles amplitudes générant l’amorçage de fissure, et de grandes amplitudes favorisant l’usure des zones en contact. Le phénomène de compétition usure/fissure a alors été étudié via les courbes en cloches (durée de vie en fonction de l’amplitude de déplacement) ainsi que l’influence des contraintes résiduelles de grenaillage. Une première conclusion sur l’effet bénéfique de l’usure a pu être apportée dans le cas d’un matériau sans traitement de surface. Si les contraintes résiduelles de grenaillage permettent d’apporter un gain notable sur les durées de vie pour des sollicitations de glissement partiel, à l’inverse, il a été observé que le matériau avec le traitement de surface de grenaillage présente des durées de vie plus faibles pour des sollicitations favorisant l’usure. À travers d’essais inédits avec un dispositif expérimental à trois vérins, le chargement complexe de l’interface aube/disque du moteur a pu être reproduit à l’échelle du laboratoire. Ainsi, la durabilité globale du contact représentatif de l’interface aube/disque de soufflante a été étudiée. Une synergie des sollicitations oligocycliques et polycycliques à l’interface a été constatée provoquant des phénomènes de réorganisation de contraintes résiduelles et l’accélération des cinétiques d’usure. Cette étude a montré l’importance de prendre en compte les sollicitations polycycliques dans le dimensionnement des structures aubes/disque. Ces sollicitations couplent les aspects de fatigue « fissuration » aux phénomènes de cumul de dommage et de cinétique d’usure des interfacesThis work aims at studying the crack initiation risk of a blade/disk contact under fretting/fatigue loading. The fan stage of a civil engine is studied and the material used is a titanium alloy: Ti-6Al-4V. This complex issue concerns small contacts which are subjected to high contact pressures and micro-displacements. Thus, a complex multiaxial loading occurs on the structure. Fretting, static stressed fretting and fretting fatigue testing are performed in order to quantify the crack nucleation thresholds. In addition, several geometries which present different stress gradient values are used. The experimental results show a stress gradient effect on the crack initiation. Thus, using a wide range of stress gradient, it has been confirmed that stress gradient delays crack nucleation. A multiaxial fatigue criterion is used to determine the equivalent stress field under the contact. Then, a non-local approach, identified thanks to one fretting experimental condition, is employed in order to consider the stress gradient effect. This approach provides the prediction of the whole experimental results. In this way, a predictive method of the initiation fatigue life has been introduced. This numerical approach takes into account the multiaxial loading, the stress gradient effect, the plastic-elastic behavior of the interface and the fatigue strength limits of the material. The blade/disk contacts of the engine are shot-peened. During the flight, interfaces are subjected to low displacement amplitudes leading to crack initiation. On the other hand, during landing and take-off, contacts are submitted to high displacement amplitudes leading to the interface wear. As a consequence, competition between wear kinetic and nucleation one is studied and “bell curves” are plotted (i.e. fatigue life time versus displacement amplitude).Moreover, the effect of the shot-peening residual stresses on fatigue life time is observed. In case of un-treated material, a beneficial impact on the fatigue life time is observed due to wear process. Compressive residual stresses of shot-peening increase the fatigue life when fretting/fatigue on partial slip regime occurs. Nevertheless, a decrease of the fatigue life time is observed when wear process is activated by the gross slip condition. Finally, the complex loading of the engine blade/disk contact has been reproduced in the laboratory. To achieve this, a new testing, using an experimental machine composed of three hydraulic actuators is developed. Thus, the global life time of the representative interface of the fan stage is studied. Oligocyclic (low frequency) and polycyclic (high frequency) solicitations interact themselves and lead, firstly, to a rearrangement of the residual stresses, and secondly, to an increase of the wear kinetics. This research work highlights the interest to consider the polycyclic loadings to design the blade/disk structure. These solicitations reproduce the “cracking” fatigue phenomenon, the cumulative damages and the wear kinetics of the interface
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Chemkhi, Mahdi. „Nanocristallisation superficielle couplée à la nitruration plasma pour augmenter les propriétés de fatigue et d’usure d’alliages métalliques“. Thesis, Troyes, 2014. http://www.theses.fr/2014TROY0038/document.
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Le couplage des traitements de surface mécaniques et thermochimiques a fait l’objet de nombreuses études ces dernières années. L’objectif d’un tel couplage est l’amélioration des cinétiques de diffusion d’espèces chimiques résultant en une augmentation des profondeurs de diffusion, et/ou une diminution de la température du traitement thermochimique sur les matériaux prétraités mécaniquement. Dans cette thèse, le procédé SMAT (Surface Mechanical Attrition Treatment) de nanocristallisation superficiel par déformation plastique sévère a été combiné avec la nitruration plasma sur un acier inoxydable 316L de qualité médicale. Ce procédé duplex permet une amélioration notable sur la capacité de diffusion de l’azote sous la surface de l’acier SMATé. Une étape intermédiaire entre le SMAT et la nitruration plasma a été proposée ; son rôle significatif pour la diffusion de l’azote a été démontré. Ainsi, la comparaison des résultats obtenus après la nitruration plasma sur les échantillons SMATés avec ceux uniquement nitrurés a permis de constater une augmentation jusqu’à 60% de l’épaisseur des couches nitrurées. Par ailleurs, de nombreux moyens de caractérisation ont été mis en œuvre à travers divers essais mécaniques de fatigue et de tribologie. Un modèle numérique multi-échelle de diffusion a également été développé pour simuler les profils de concentration d’azote après traitement duplex. Les profils de concentration d’azote simulés sont en bon accord avec les résultats expérimentauxCoupled mechanical and thermochemical surface treatments have been the subject of much research effort in recent years. The goal of such a coupling is to improve diffusion kinetics leading to increased penetration depths, and/or to decrease the treatment temperature for mechanically pretreated materials. In this work, SMAT (Surface Mechanical Attrittion Treatment), used to refine the grain size by severe plastic deformation, is combined with plasma nitriding of a 316L medical-grade stainless steel. This duplex process significantly improves nitrogen diffusion. An intermediate treatment between SMAT and plasma nitriding is also proposed and its significant effect on the nitrogen diffusion is demonstrated. Comparisons between nitrided-only samples and duplex-treated samples have shown up to 60% increase of the nitrided layer thickness. In order to better understand the link between the generated microstructures and the mechanical fatigue and tribological responses, the samples have been characterised by many different techniques. Also, a multiscale numerical model of the diffusion process is proposed in order to simulate the nitrogen concentration profiles after duplex treatment. The simulated and experimental profiles correspond rather well
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Forsström, William. „Utredning av frekvensregleringens påverkan på mekanisk utrustning i en kaplanturbin“. Thesis, Uppsala universitet, Elektricitetslära, 2015. http://urn.kb.se/resolve?urn=urn:nbn:se:uu:diva-247261.
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As a consequence of increasing wind power installations in the Nordic grid the last years, the need for regulating power has become larger. In the Nordic grid, regulating power is mainly provided by hydro power. One part of the regulating power is called frequency control, which ensures that the grid frequency is stable and close to 50 Hz. However, setting the turbine into frequency controlled operation may cause stress and wear of the components in the mechanical control system. Frequency controlling implies large and frequent servo forces and longer travelling distance of the sliding bearings in the Kaplan turbine. Based on one selected Kaplan turbine, Selsfors G1, measurements and MATLAB calculations have been performed in order to determine forces and movements of the linkage system. With these forces and movements as input, stresses and fatigue have been determined as well as sliding distances, bearing pressures and wear of bearings during a typical lifetime of 40 years. The results indicate that no severe wear exists on the bearings during 40 years of service. This is valid for Selsfors G1, where self-lubricating greaseless Orkot bearings are installed. The wear is much smaller than the largest allowed bearing clearance, as long as the bearings are mounted correctly and free from dirt and oil. For turbines with grease or oil lubricated bearings, the result might differ. The highest average stresses have been recorded in the links in the runner. A very simple Finite Element Analysis has been made for the links, to estimate risk of fatigue. The stresses are much lower compared to the fatigue limit, and thus the risk of fatigue is considered very small. In situations where wear and large load changes after all are problems, a change in the turbine regulator settings is recommended. A dead band reduces the sliding distances of the bearings and the amount of load changes remarkably, but causes on the other hand lower turbine efficiency and worse quality of the frequency control.
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Wang, Yu. „Mechanical properties and microstructure of laser sintered and starch consolidated iron-based powders“. Doctoral thesis, Karlstad : Faculty of Technology and Science, Materials Engineering, Karlstads universitet, 2008. http://www.diva-portal.org/kau/abstract.xsql?dbid=1593.
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Rec, Matouš. „Návrh testovacího stavu pro stanovení opotřebení u kontaktu železničního kola a kolejnice“. Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2021. http://www.nusl.cz/ntk/nusl-445166.
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This diploma thesis focuses on the issue of a wear of a railway wheel and a rail. The wear of the components depends on a number of parameters including the contact stress, the contact pressure and the contact surface dimensions. Among the factors determining these parameters belongs primarily the wheel driving gauge, the rail profile and the load of the contact area. Furthermore, the material from which the wheels and rail are made, the roughness and hardness of the functional surfaces and the residual stress in the material have a significant impact on the wear. All the parameters mentioned above are designed for the production of the railway wheels and rails and therefore they meet the standards for the production of these components. However, the existence of the changeable parameters has also a significant impact on the wear. These parameters include the presence of contaminants, or lubricants in contact, the changing driving gauge due to the wear, the slip ratio or the friction coefficient. With the wear being an inevitable process during the application it cannot be eliminated but only controlled. Applying the lubricant into the contact when passing through the arc in order to achieve an ideal coefficient or the maintenance grinding for restoring the driving gauge can serve the purpose. If properly optimized, the importance of the wear research lies in the financial savings. Being the crucial factor for optimization of the intervals between the maintenance grinding, the research is also beneficial. A high-quality wear prediction can be seen as the key field in order to increase the safety of the railway vehicles operation as well. Therefore, the wear research is made using several methods, such as the computational models, the multi-body dynamics software and the technical experiments. This thesis introduces a conceptual design of the test, enabling the wear research via experimental approach. The final device is capable of a simulation of both volume and fatigue wear during the states the railway wheel and railway undergo including riding on the straight track, passing through an arc or a wheel slip during braking.
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Fayolle, Caroline. „Influence de la dispersion de la silice sur les propriétés viscoélastiques et mécaniques des élastomères renforcés“. Thesis, Lyon 1, 2015. http://www.theses.fr/2015LYO10059/document.
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L'objectif de ce travail est d'étudier l'influence de l'état de dispersion de la silice sur les propriétés viscoélastiques et mécaniques des élastomères chargés silice pour l'application pneumatique. En effet, il est montré qu'une grande partie de la résistance au roulement dépend de la dissipation d'énergie de l'élastomère chargé. De plus, les propriétés mécaniques pourraient intervenir dans les propriétés ultimes telles la propagation de fissure en fatigue et l'usure : l'étude de ces différentes propriétés est donc primordiale. La première partie s'attèle donc à l'identification des leviers pouvant moduler la dispersion de la silice dans les élastomères. La dispersion pouvant être vue comme la compétition entre les forces de cohésion des charges et les forces appliquées au système pour les rompre, ces paramètres ont été étudiés de manière systématique. Enfin, l'influence des interactions silice-matrice est abordée (modification de l'état de surface de la silice, nature de l'élastomère) : le nombre d'interactions silice-élastomère par chaîne de polymère pourrait intervenir dans les mécanismes de dispersion. Dans la seconde partie, l'influence de ces différents états de dispersion sur les propriétés viscoélastiques et mécaniques est discutée. L'amélioration de la dispersion à iso-formulation permet de diminuer le module élastique linéaire dans le domaine linéaire et entraîne une augmentation des modules aux grandes déformations en traction. Concernant l'étude des propriétés ultimes, notre dispositif expérimental n'a pas permis de mettre en évidence, sur les formulations testées, d'influence de la dispersion sur la dynamique de propagation de fissure en fatigue. En revanche, l'amélioration de la dispersion entraîne une amélioration de la résistance à l'usure et ce malgré une diminution de la duretéFilled elastomers are used in tread tires. It has been demonstrated that most of rolling resistance of tires is due to filled elastomer energy dissipation. In that way, understanding viscoelastic properties of these materials is a key point. Then, filled elastomer behavior at high deformations may be involved in ultimate properties of tire application such as fatigue crack propagation and wear. The aim of this work is to study the impact of silica dispersion on viscoelastic and mechanical properties of filled elastomers. First, levers impacting silica dispersion are evaluated. Dispersion of fillers can be considered as a competition between fillers cohesion forces and applied forces to the system to break them, these parameters have been studied methodically. Finally, the impact of silica-matrix interactions is studied, changing silica surface treatments or elastomer natures. The quantity of interactions possible per polymer chain between the silica and the elastomer may play a role in silica dispersion. Secondly, the impact of silica dispersion on viscoelastic and mechanical properties is discussed. It is shown than increasing silica dispersion leads to a decrease of linear elastic modulus and an increase of reinforcement in tensile at high deformations. Finally, regarding ultimate properties, our experimental device on the selected formulations has not shown any impact of silica dispersion on fatigue crack propagation. Nevertheless, we observe a better wear resistance with increasing dispersion, despite the lower materials hardness
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Mohammadi, Ramona. „Verifieringsmetod för flexibla avgasledande element - Felmodsanalys“. Thesis, KTH, Maskinkonstruktion (Inst.), 2016. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-192488.
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Detta examensarbete utfördes på Scania CV AB och behandlar delar i lastbilens avgassystem som utsätts för korrosion och nötning. Huvudmålet med detta arbete är att utveckla en provmetod för livslängdsundersökning av flexibla slangar. En serie tester utfördes för att förstå grundorsakerna till brott och en FE-analys utfördes för att verifiera resultaten till dessa prov. En stor del av den flexibla slangen blir stel på grund av höga avgastemperaturer och som leder till plastisk deformation av slangen. Men de tre första lindningarna som ligger närmast motorn behåller sin flexibilitet på grund av kontinuerliga motorvibrationer. Slutsatsen är att huvudorsaken som gör att de flexibla slangarna går av, är slitage som leder till sprickinitiering. Den sprickan sprider sig i form av lågcykelutmattning d.v.s att det tar ganska kort tid tills brott sker i den flexibla slangen. Korrosion initierar mellan de icke-flexibla delar av slangen Korrosionshastigheten ökar med tiden och det orsakar små hål på ytorna. Baserat på testresultaten är den mest lämpliga stället för livslängdsundersökningar Scanias komponentprovceller. Genom att mäta slitagedjupet under repeterbara förhållanden som rekommenderas i rapporten och med hjälp av data från kundutfall, kan en livslängd uppskattas. För att kunna förbättra livslängden för de flexibla slangarna, rekommenderas att använda rostfritt stål typ 1.4828 vid tillverkning av dessa slangar bör varmformning användas, samt att avståndet mellan lagrena respektive tjockleken ökas. Flera tester med olika teststidsintervall behöver göras för att ta reda på nötningshastigheten.This thesis was conducted at Scania CV AB with information based on corrosion and wear. The main goal of this work is to develop a test method to investigate the stripwounded hose’s lifetime. A series of tests were performed to understand the reasons of their failure and a FE analysis was performed to verify the results obtained from these tests. It was observed that a large part of stripwounded hose becomes stiff due to high temperatures of the exhaust gas. The high temperature leads to plastic deformation of the hose. In contrast, the three first windings closest to the engine keep their flexibility due to continuously engine vibrations while there is sign of wear between the layers in these three windings more than other parts of the stripwounded hose. Hence, it is concluded that the main reason for stripwounded hose’s unpredictable failures is wear which leads to crack initiation. The crack propagation is in type of low cycle fatigue which means that it takes a short time until the stripewounded hose breaks. Corrosion is initiated between the non-flexible parts of the hose. The rate of corrosion is increased by time and causes small holes on the surfaces. According to results from the experiments the most suitable location for the lifetime investigation is Scania’s component test cells . Several tests with different time spans needs to be performed. By measuring the wear depth rate under repeatable test conditions and bycomparing with stripwounded hoses from customer trucks, a lifetime can be estimated. To improve the fatigue lifetime of the stripwounded hoses, it is recommended to use stainless steel of type 1.4828, manufactured through hot-forming with larger distance between layers and thicker layers to find out the wear rate.
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Lidholm, Oskar, und Daniel Lundgren. „Metodik för identifiering av T-stycke med risk för termisk utmattning“. Thesis, Uppsala universitet, Institutionen för fysik och astronomi, 2014. http://urn.kb.se/resolve?urn=urn:nbn:se:uu:diva-227433.
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Thermal fatigue is a serious problem in todays power plants. A large amount of damages around the world circles around that subject. The damage can come from the mechanism of two flows mixing with different temperatures in a T-junction. It is a fundamental prerequisite that these T-junctions are frequently tested for damages. An amount of criterias steers the rate of testings. This guide/document will provide the process of rating the T-junctions resistance with valid information and ease the course. If a T-junction is stated as very sensetive for thermal fatigue, it will be graded with a low damage index. This value is reliant of the temperature difference between the two flows and can be changed with different actions, for example by adding a mixer to the T-junction. The mixer will blend the two flows so the thermal fatigue reduces or doesn’t occour at all. The T-junction can be tested with several methods, ultra sonic testing or eddy-current testing. The ultra sonic testing method is the most used method and can test the inside of the T-junction pipe without access of the inside.
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Al-Haddad, Ala'A. „Characterisation and performance of fibre-reinforced composite restorations“. Thesis, University of Manchester, 2015. https://www.research.manchester.ac.uk/portal/en/theses/characterisation-and-performance-of-fibrereinforced-composite-restorations(bdcc1685-a341-4b8a-9e4a-542467f4b321).html.
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In the modern era of metal-free minimally-invasive dentistry, there is a growing tendency toward using metal-free restorative alternatives that provide not only excellent aesthetics but also enable superior durability. Fibre-reinforced composite (FRC) is one cost-effective alternative that fulfils the requirements of aesthetics and durability, and offers favourable physico-mechanical properties. Many FRC applications are well-documented in the literature, such as crowns and fixed partial dentures (FPD); however, their clinical implementation is still limited, owing to the lack of significant knowledge about their longevity, deterioration signs, optimum design and overall performance. This in-vitro research aimed to address these uncertainties by investigating the performance of FRC restorations, and the influence of fibre reinforcement on particular physcio-mechanical properties, including surface hardness, edge-strength, shear bond strength, fatigue and wear resistance. Basic testing models were used to investigate the effect of incorporating differently-oriented FRCs on the surface hardness, edge-strength and shear bond strength of particulate-reinforced composite (PRC). The results revealed that the incorporation of FRC significantly enhanced surface hardness (by 12 - 19 %) and edge-strength (by 27 -75 %). However, this incorporation significantly reduced the shear bond strength (SBS) between PRC and other restorative materials, including lithium disilicate ceramic (10.9±3.1 MPa) and Co-Cr metal alloy (12.8±2.3 MPa), compared to the control (15.2±3.6 MPa, 15.0±3.7 MPa). The orientation of FRC was also found to affect the efficiency of reinforcement as bidirectional FRCs exhibited significantly higher hardness (76.8±1.2 VHN), edge-strength (67.7±8.2 N) and SBS (14.1±3.9 MPa) values than unidirectional FRCs (72.4±1.2 VHN, 56.8±5.9 N, 9.8±2.3 MPa).Clinically-relevant testing models, employing accelerated aging techniques, were performed to investigate the fatigue and wear behaviours of anatomically-shaped FRC restorations in-vitro. Direct inlay-retained FRC-FPDs with two framework designs, were tested for their fatigue behaviour and load-bearing capacity. Type-I design (with an additional bidirectional FRC layer incorporated perpendicular to the loading direction) yielded significantly higher fatigue resistance (1144.0±270.9 N) and load-bearing capacity (1598.6±361.8) than Type-II design (with a woven FRC embedded around the pontic core) (716.6±72.1 N, 1125.8±278.2 N, respectively). However, Type-19II design exhibited fewer delamination failures. Both framework design and dynamic fatigue were found to have a significant influence (p < 0.05) on the load-bearing capacity of FRC-FPDs. Additionally, the in-vitro fatigue and wear behaviours of FRC crowns, fabricated conventionally from bidirectional FRC and indirect PRC (Sinfony), were compared with those made of two CAD/CAM alternatives, namely Lava Zirconia (LZ) and Lava Ultimate (LU). A chewing simulator was employed to induce some fatigue wear in crowns, while an intraoral 3D scanner was used to quantify the resultant morphological changes. The results showed that FRC crowns had significantly lower mean cumulative wear (233.9±100.4 μm) than LU crowns (348.2±52.0 μm), but higher than LZ crowns (16.4±1.5 μm). The mean load bearing-capacity after fatigue simulation was also the highest for LZ crowns (1997.8±260.2 N) compared with FRC (1386.5±258.4 N) and LU crowns (756.5±290.9 N).Accordingly, the incorporation of FRC in resin-composite restorations is advocated since it increases surface hardness and marginal integrity, improves fatigue and wear behaviours, and enhances load-bearing capacity and overall performance.
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Mai, Si Hai. „Etude de dégradation des voies ferrées urbaines“. Phd thesis, Université Paris-Est, 2011. http://pastel.archives-ouvertes.fr/pastel-00659068.
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Ce travail réalisé dans le cadre d'une collaboration industrielle avec la société ALSTOM Transport porte sur l'étude de la dégradation des voies ferrées urbaines. Les composantes de voie retenus pour cette étude sont le rail et la dalle de voie en béton. Concernant le rail, différents problèmes sont abordés : contact roue - rail, usure du rail, usure ondulatoire du rail, et fatigue de contact de roulement (RCF) du rail. Un outil numérique avec des interfaces graphiques, nommé CONUS, est développé pour le problème de contact roue - rail et le problème d'usure du rail. Des théories classiques (Hertz, Kalker, Archard, etc.) sont implantées dans cet outil. La méthode stationnaire est implantée dans un code de calcul par éléments finis pour étudier l'état asymptotique de l'acier du rail sous le chargement répété des trains. Ceci nous permet de prédire les régimes de RCF du rail. La mécanique de l'endommagement est utilisée pour prédire la fatigue du matériau béton. Le formalisme de Marigo couplé avec le modèle d'endommagement de Mazars permet de modéliser la dégradation progressive de la rigidité du matériau sous chargement cyclique. Une campagne d'essais de fatigue du béton en flexion a été réalisée. Elle a pour but de valider le modèle théorique et d'identifier les paramètres du matériau. Le dimensionnement d'une dalle de voie en béton a fait l'objet d'une application de cette méthode. Le modèle de réseau de poutres (lattice model) a été utilisé pour étudier la propagation des fissures dans les structures en béton. Ce modèle a été implanté dans le logiciel de calcul par éléments finis, CESAR-LCPC. Les résultats numériques (propagation de fissures) obtenus pour les structures simples sous chargement statique sont en tout point comparables avec les résultats d'essais expérimentaux. Ce modèle a ensuite été utilisé pour étudier la fissuration sous chargement de fatigue. Pour cela un modèle d'endommagement simple modélisant la dégradation des éléments "poutres" s'est avéré suffisant pour décrire la cinématique de propagation des fissures
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Ferreira, Eduardo Prudente. „Estudo do comportamento tribológico em ferros fundidos nodulares austemperados para aplicações em eixo comando de válvulas“. Universidade do Estado de Santa Catarina, 2012. http://tede.udesc.br/handle/handle/1630.
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In this present conducted in wear resistance nodular cast iron subjected to heat treatment at different temperatures isothermal austempering treatment (340 ° C and 320 °), corresponding to the materials of Classes 3 and 4 of ASTM A897, compared with nodular quenched and tempered with same level hardness. The objective was to develop alternatives for future studies on new materials applied camshaft valve internal combustion engines. For this wear tests were conducted pin-on-disc, using as alumina ball against the body, thus considering zero wear on the counter-body. All cast irons tested under the conditions of this work had hardness in the range 40-46 HRc. It was found in analyzes by scanning electron microscopy the effect of graphite nodules and the matrix material, the wear mechanisms, thus observing the effect that stress concentrator nodes imposes the metallic matrix. The damage to the material surface was initially with crack of the matrix surrounding graphite nodules, they generally located subsurface, moreover, it can be seen that the nodules torn metal matrix acted as a lubricant for testing, and the sites left by lumps were previously coated particles detached from the matrix. It was found with the results of wear tests the performance of austempered ductile iron in comparison with the quenched and tempered for distances exceeding 1000 m slip, thereby qualifying the ADI as an alternative material for future studies in manufacturing valve camshafts.
Apresenta-se neste trabalho um estudo de resistência ao desgaste realizado em ferros fundidos nodulares submetidos ao tratamento térmico de austêmpera em duas temperaturas isotérmicas de tratamento (340°C e 320°), correspondendo aos materiais das classes 3 e 4 da norma ASTM A897, comparativamente com o nodular temperado e revenido de nível de dureza similar. Objetivou-se desenvolver alternativas para estudos futuros em novos materiais aplicados a eixo comando de válvula de motores a combustão interna. Para isto foram realizados ensaios de desgaste pino-sobre-disco, utilizando como contra corpo esfera de alumina, considerando assim desgaste zero no contra-corpo. Todos os ferros fundidos ensaiados nas condições deste trabalho tiveram dureza na faixa de 40 46 HRc. Constatou-se em análises por microscopia eletrônica de varredura o efeito dos nódulos de grafita e da matriz do material, sobre os mecanismos de desgaste, observando assim o efeito concentrador de tensão que os nódulos impõe a matriz metálica. O dano à superfície do material ocorreu inicialmente com o tricamento da matriz em torno dos nódulos de grafita, estes geralmente localizados subsuperficialmente, além disto, pode se observar que os nódulos arrancados da matriz metálica atuaram como lubrificantes ao ensaio, e os sítios deixados pelos nódulos foram recobertos por partículas anteriormente desprendidas da matriz. Constatou-se com os resultados dos ensaios de desgaste o bom desempenho do ferro nodular austemperado em comparação com o temperado e revenido para distâncias de deslizamento superiores a 1000 m, qualificando assim o ADI como material alternativo para futuros estudos na fabricação de eixos comando de válvula.
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Osman, Thaer. „Simulation de l'usure et d'avaries sur des dentures d'engrenages cylindriques : Influence sur le comportement statique et dynamique de transmission par engrenages“. Phd thesis, INSA de Lyon, 2012. http://tel.archives-ouvertes.fr/tel-00760062.
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Les systèmes de transmission par engrenages sont largement utilisés pour transmettre de la puissance et adapter les vitesses de rotation entre organes moteurs et récepteurs. Dans ce contexte, les engrenages sont fréquemment les organes parmi les plus sensibles de la chaîne cinématique et peuvent être soumis à un grand nombre d'avaries (fatigue de contact, fatigue de flexion, usure...etc.) apparaissant lors du fonctionnement et dont les causes sont multiples. L'objectif de ce travail est, d'une part, de simuler l'usure abrasive et la fatigue de contact conduisant à de l'écaillage (pitting) et, d'autre part, d'analyser les interactions entre ces avaries et le comportement statique et dynamique de transmission par engrenages. A cette fin, un modèle dynamique tridimensionnel d'engrenages de fortes largeurs est couplé à des modèles d'usure et d'avaries de contact. L'usure est simulée en s'appuyant sur le modèle d'Archard modifié afin de tenir compte de l'influence du régime de lubrification. Les usures obtenues après un certain nombre de cycles de chargement sont considérées comme des écarts initiaux additionnels par rapport à la géométrie idéale du flanc de denture. Les phénomènes de fatigue de contact par pitting sont analysés en deux étapes; a) une période d'initiation de fissure simulée en s'appuyant sur plusieurs critères de fatigue multiaxiaux et b) une phase de propagation de fissure traitée par la mécanique linéaire élastique de la rupture. Les sollicitations dynamiques fournies par le modèle dynamique d'engrenages sont utilisées comme données d'entrée pour la simulation des périodes d'initiation puis de propagation. Un grand nombre d'exemples d'application sont présentés et les interactions entre comportement dynamique, usure et fatigue sur des engrenages cylindriques sont analysées.
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Corne, Pascale. „Contribution à l’étude de l’endommagement des connexions implantaires en odontologie prothétique“. Thesis, Université de Lorraine, 2018. http://www.theses.fr/2018LORR0221.
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Cette recherche est basée sur l’étude de deux niveaux d’endommagements de la connexion implantaire : en premier lieu, l’usure liée aux différents cycles d’insertion/désinsertion nécessaire à l’élaboration d’une prothèse sur des échantillons implantaires ; et d’autre part, les endommagements au cours du temps, réalisés à l’aide d’une étude par fretting-corrosion en salive humaine. Lors des différents cycles de serrage/desserrage, des endommagements sur l’ensemble des composants sont présents. La vis implantaire, qui concentre la majorité des complications thérapeutiques, doit être renouvelée après 20 cycles de serrage maximum. L’utilisation de vis de laboratoire permet ainsi de limiter les dégradations sur cette dernière et d’optimiser la valeur de précontrainte lors du serrage d’usage. Lorsque la prothèse est mise en service, les endommagements sont principalement liés à des usures par tribocorrosion. Ce phénomène est à l’origine d’usure synergique et engendre une modification de la microstructure en regard des surfaces frottéeThis research based on the study of two levels of damage focused on the implant connection: firstly, the wear associated with the opening/closing cycle dedicated to the manufacturing process; secondly, the damage over the time, that is a fretting-corrosion study of dental implants in human saliva. During the tightening/loosening cycles, damage to all the components is present. The screws that include the majority of the complications have to be changed after 20 tightening cycles. The use of laboratory screws limits the damage and optimizes the preload value. When the prosthesis and the implant are assemblies, the damage appears thanks to fretting/corrosion (tribocorrosion) behavior. This phenomenon does involve synergistic wear and a modification of the microstructure on the fretting surfaces