Auswahl der wissenschaftlichen Literatur zum Thema „Volume wear“

This thesis project was carried out at Sandvik Coromant in Västberga, Sweden with the purpose of developing a new laboratory test method for volumetric assessment of crater wear on inserts for steel turning. The test method was developed with the Sandvik Coromant´s existing crater wear measurement method as a starting point. Crater wear is currently measured as the projected area of exposed substrate, meaning where all coating layers have been removed. Based on earlier research on volume wear assessment, a focus variation microscope was selected to carry out 3D scans. To accurately measure the removed volume, an initial reference scan is required to capture individual variations existing on samples. The insert is then scanned after turning and compared with its reference. Factors affecting accuracy as well as possible improvements were identified as: Sample preparation, scan settings (resolution, quality) and data processing (alignment of scans, volume calculation etc.). Guiding alignment markers were created by laser ablation to help with alignment.  CloudCompare software was used to process the scanned 3D point clouds. A step by step routine was developed to ensure consistent results. The repeatability was assessed showing 8% standard deviation in volume for a shallow crater within the coating to 2% for a large crater worn into the substrate. The new method provides the possibility to measure wear while still inside the coating, which has been previously unavailable data. This enables measurement of the contribution of each specific coating layer on the wear resistance such as wear rate of a single layer instead of a combined wear rate for all layers. Detailed coating wear analysis is a valuable tool for development of optimized coatings. The developed wear measurement method was implemented on a case study which demonstrated the capabilities regarding its ability to resolve performance differences in experimental coatings. Additional wear parameters were used beside crater volume to support wear rate analysis and novel ways of representing volume wear parameters were presented.

High chromium cast iron (HCCI) is considered as one of the most useful wear resistance materials and their usage are widely spread in industry. The wear resistance and mechanical properties of HCCI mainly depend on type, size, number, morphology of hard carbides and the matrix structure (γ or α). The Hypereutectic HCCI with large volume fractions of hard carbides is preferred to apply in wear applications. However, the coarser and larger primary M7C3 carbides will be precipitated during the solidification of the hypereutectic alloy and these will have a negative influence on the wear resistance. In this thesis, the Ti-added hypereutectic HCCI with a main composition of Fe-17mass%Cr-4mass%C is quantitatively studied based on the type, size distribution, composition and morphology of hard carbides and martensite units. A 11.2μm border size is suggested to classify the primary M7C3 carbides and eutectic M7C3 carbides. Thereafter, the change of the solidification structure and especially the refinement of carbides (M7C3 and TiC) size by changing the cooling rates and Ti addition is determined and discussed. Furthermore, the mechanical properties of hypereutectic HCCI related to the solidification structure are discussed. Mechanical properties of HCCI can normally be improved by a heat treatment process. The size distribution and the volume fraction of carbides (M7C3 and TiC) as well as the matrix structure (martensite) were examined by means of scanning electron microscopy (SEM) and electron backscattered diffraction (EBSD). Especially for the matrix structure, EBSD is a useful tool to classify the fcc (γ) and bcc (α) phases. In conclusion, low holding temperatures close to the eutectic temperature and long holding times are the best heat treatment strategies in order to improve wear resistance and hardness of Ti-alloyed hypereutectic HCCI.<br><p>QC 20121130</p>

High chromium cast iron (HCCI) is considered as one of the most useful wear resistance materials and their usage are widely spread in industry. The mechanical properties of HCCI mainly depend on type, size, number, morphology of hard carbides and the matrix structure (γ or α). The hypereutectic HCCI with large volume fractions of hard carbides is preferred to apply in wear applications. However, the coarser and larger primary M7C3 carbides will be precipitated during the solidification of the hypereutectic alloy and these will have a negative influence on the wear resistance. In this thesis, the Ti-alloyed hypereutectic HCCI with a main composition of Fe-17mass%Cr-4mass%C is studied based on the experimental results and calculation results. The type, size distribution, composition and morphology of hard carbides and martensite units are discussed quantitatively. For a as-cast condition, a 11.2μm border size is suggested to classify the primary M7C3 carbides and eutectic M7C3 carbides. Thereafter, the change of the solidification structure and especially the refinement of carbides (M7C3 and TiC) size by changing the cooling rates and Ti addition is determined and discussed. Furthermore, the mechanical properties of hypereutectic HCCI related to the solidification structure are discussed. Mechanical properties of HCCI can normally be improved by a heat treatment process. The size distribution and the volume fraction of carbides (M7C3 and TiC) as well as the matrix structure (martensite) were examined by means of scanning electron microscopy (SEM), in-situ observation by using Confocal Laser Scanning Microscope (CLSM), Transmission electron microscopy (TEM) and electron backscattered diffraction (EBSD). Especially for the matrix structure and secondary M7C3 carbides, EBSD and CLSM are useful tools to classify the fcc (γ) and bcc (α) phases and to study the dynamic behavior of secondary M7C3 carbides. In conclusion, low holding temperatures close to the eutectic temperature and long holding times are the best heat treatment strategies in order to improve wear resistance and hardness of Ti-alloyed hypereutectic HCCI. Finally, the maximum carbides size is estimated by using statistics of extreme values (SEV) method in order to complete the size distribution results. Meanwhile, the characteristic of different carbides types will be summarized and classified based on the shape factor.<br><p>QC 20130913</p>

Le matériau composite carbone/carbone ou C/C est utilisé en temps que matériau de friction en freinage aéronautique. Matériau complexe tant du point de vue de sa description microstructurale que de son comportement sous sollicitations tribologiques, il a été l’objet de nombreuses études visant à mieux comprendre les mécanismes régissant sa réponse (frottement, endommagement, usure) à ces sollicitations. Dans cette étude nous nous focalisons sur l’aspect mécanique de cette réponse. En particulier, nous nous intéressons aux endommagements présents dans le matériau : nous souhaitons étudier tant leurs origines que leur influence sur le comportement du matériau. Pour cela, nous choisissons une approche combinée numérique et expérimentale, nous permettant d’identifier de façon exhaustive ces endommagements puis de construire un modèle numérique tribologique permettant d’étudier les mécanismes d’usure du matériau. Nous montrons comment les mécanismes d’accommodation en volume du 1er corps influent sur les détachements de particules en surface, nous conduisant à parler de dialogue tribologique surface/volume. Le modèle numérique utilise la méthode des éléments discrets pour représenter 1er et 3ième corps simultanément. Un travail est réalisé autour de la représentativité du modèle vis-à-vis des caractéristiques mécaniques du composite C/C. Nous proposons également une démarche de recherche d’un Volume Elémentaire Représentatif sous condition de contact. Ce modèle ainsi que les observations du matériau nous permettent de proposer un scenario de comportement tribologique du composite C/C, en fonction des sollicitations thermomécaniques qui lui sont appliquées et correspondant aux différents types de freinages aéronautiques. Les endommagements identifiés dans le volume du matériau se révèlent être bénéfiques dans certains cas de figure au travers d’un mécanisme de rigidification du matériau intervenant à haute température, ce qui nous conduit à parler d’ « endommagement utile ». Le scenario intègre donc ce phénomène, ainsi que d’autres tant mécaniques que physicochimiques et identifiés par cette étude ou dans la littérature, et montre comment leur équilibre « dynamique » produit le comportement tribologique identifié du matériau pour les différentes gammes de sollicitations qui lui sont appliquées<br>Carbon/Carbon (or C/C) composite is used as a friction material in aeronautical braking applications. This is a complex material from both microstructural and tribological behavior points of view. Thus, it has been studied through various works for several years, aiming at understanding what mechanisms guide this material response (friction, damage, wear) under tribological conditions. In this study, a focus is performed on mechanical aspects such as damages that occur in the numerical and experimental approach, in view to identify and classify the damages as well as to build a numerical model used to investigate wear mechanisms. It is underlined how first-body accommodation mechanisms have a great influence on particles detachment at the interface, as a surface/volume tribological dialogue take place. This model is based on the Discrete Elements method and represents simultaneously first- and third-body; such model is able to represent fist-body degradation as well as creation and flow of third-body particles. Its representativeness is ensured through experimental comparisons, particularly on mechanical aspects. A procedure is proposed for the research of a Representative Elementary Volume under contact conditions. Model results and material observations allow proposing a global scenario explaining C/C composite behavior under tribological conditions, which are representative of different aeronautical braking cases. Damages, identified in the volume of the first-body, reveal themselves to be sometimes beneficial, and could be characterized as “useful damages”. The scenario takes into account this phenomenon, as well as thermal, mechanical and physicochemical ones, identified from this work or literature. It explains the influences of these parameters on C/C tribology and show how the dynamic equilibrium between them results on the C/C response, particularly its wear mechanism

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.

The dissertation focuses on the problems associated with determining the amount of wear (finding the remaining technical values) that are being addressed. It deals with an overview of the different methods used. The basic premise of the thesis is a comprehensive overview of the calculation procedure and the methods used. This area of wear does not except the price regulation precisely defined procedure, nor are they addressed the circumstances in which that would be the method to be used. Various possible methods or inaccuracies may result in questioning the expert opinions as at trial. In conclusion of this dissertation is shown how the calculation procedure should wear for what purpose should be used and it is also proposed several alternatives.

Comprehensive rehabilitation projects of dam spillways are made in Sweden, due to stricter dam safety guidelines for their discharge capacity. The Piano Key Weir (PKW) is an innovative design which has proven effective through several renovation projects made in many countries including France. In this study we investigate the flow patterns around a prototype PKW, located in Escouloubre dam in southern France, with numerical simulations through three different flow cases in Ansys Fluent. A computational domain containing the PKW is created in the CAD software Ansys SpaceClaim for the simulations. Three polyhexcore meshes are further generated using Ansys Fluent Meshing. The three flow cases are then simulated with a Reynolds-averaged Navier-Stokes (RANS) model, coupled with realizable k-epsilon and volume of fluid models. Through an assessment of the discretization error between three meshes, a relative error of one percent is obtained for the discharge rate. The numerical results are qualitatively compared with results from previously conducted physical experiments on this PKW. The RANS model does not capture the water surface undulations (due to turbulence) around the PKW. The effects from under modelled surface undulations are alleviated by inserting an air vent to the PKW, which results in a flow behaviour in good agreement with the physical experiments. Through this alteration, water discharge rates are computed with a maximum discrepancy of five percent compared with the corresponding experimental values. A large eddy simulation should be conducted in the future, to bring further light on air exchange and water interaction phenomena present in the PKW flow pattern.

Dans le but d’évaluer la performance et de comprendre les mécanismes d'usure, à haute température, de matériaux céramiques, de compositions chimiques différentes (Al2O3, base ZrO2, mullite), à différentes échelles de structure (finement structuré, microstructuré et submillimétrique) et de configurations différentes (monocouche, bicouche et en volume), des revêtements céramiques ont été réalisés par projection plasma à pression atmosphérique sur un substrat céramique silico-alumineux. Les revêtements d’Al2O3, de ZrO2-Al2O3 et de ZrO2- Y2O3 correspondant à la configuration monocouche ont été élaborés avec deux échelles de structure : finement structurée et microstructurée. Tandis que les revêtements de mullite/Al2O3, mullite/ ZrO2-Al2O3 et mullite/ ZrO2-Y2O3 correspondant à la configuration bicouche, ont été réalisés avec la couche supérieure (top coat) de mullite microstructurée sur les sous-couches (bond coat) finement structurés et microstructurés. Les revêtements ont été comparés à des réfractaires électrofondus d’Al2O3 et d’AZS correspondant à la configuration en volume à l’échelle submillimétrique, utilisés comme références en raison de leur grande résistance à l’usure à haute température dans les industries de fabrication du verre et des ciments. Tous les matériaux céramiques ont été exposés à des conditions d’usure par contact glissant (5 N, 20000 tours et 0,10 m.s-1) avec un tribomètre de type bille sur disque à des températures de 25, 500, 750 et 1000 °C. Les résultats indiquent que l’usure des revêtements d’Al2O3, de ZrO2- Al2O3 et de ZrO2-Y2O3 à 25 et 1000 °C est due à une déformation ductile, avec des taux d’usure respectifs de l’ordre de 10-4-10-6 et 10-4-10-5 mm3.N-1.m-1, tandis qu’à 500 et 750 °C l’usure se fait par déformation fragile avec des taux d’usure de l’ordre de 10-3-10-4 mm3.N-1.m-1 pour les deux températures. La résistance à l’usure a été trouvée légèrement supérieure dans les revêtements finement structurés principalement en raison de la ténacité plus élevée. Pour les deux réfractaires électrofondus en volume à échelle submillimétrique, l’usure par déformation ductile est prépondérante à 1000 °C, avec des taux d’usure de l’ordre de 10-4 mm3.N-1.m-1. Pour les systèmes bicouches de mullite, l’usure par déformation fragile a été observée à toutes les températures évaluées, avec des taux d’usure de l’ordre de 10-3-10-4 mm3.N-1.m-1, sans montrer aucune amélioration du fait de la présence d’une sous-couche céramique. En cherchant des solutions plus économiques et pour d’autres applications, le comportement tribologique à haute température a également été étudié sur des revêtements d’Al2O3 finement structurés et microstructurés, réalisés par projection à la flamme oxyacétylénique, plus économique que la projection plasma, ainsi que sur les mêmes revêtements d’Al2O3 réalisés par projection plasma sur un substrat métallique d’Inconel 718, couramment utilisé dans les industries spatiale et aéronautique. Dans les deux cas, les résultats étaient similaires à ceux obtenus par projection plasma sur un substrat réfractaire<br>In order to evaluate and to understand the wear performance and mechanisms at high temperatures that take place when different chemical compositions (Al2O3, ZrO2, mullite), scales (finely structured, microstructured and submillimetric) and configurations (single layer, bilayer and volume) interact, atmospheric plasma sprayed coatings manufactured on a silicoaluminous ceramic substrate were used. The Al2O3, ZrO2-Al2O3 and ZrO2-Y2O3 coatings correspond to the monolayer configuration, as well as the finely and microstructured scales, while the Mullite/Al2O3, Mullite/ ZrO2-Al2O3 and of Mullite/ ZrO2-Y2O3 correspond to the bilayer configuration, where the outer mullite layer is microstructured and the sub-layers can correspond to finely and microstructured scales. In the same way, the Al2O3 and AZS commercial refractories correspond to the volume configuration and the submillimeter scale, taking into account that these have also been used as references because of the high resistance to wear that they show in glass and cement industries. Subsequently, these ceramic materials were subjected to sliding contact wear conditions (5 N, 20000 rpm and 0,10 ms-1) with a ball on disk tribometer at temperatures of: 25, 500, 750 and 1000 °C. The results indicate that the wear of the Al2O3, ZrO2-Al2O3 and ZrO2-Y2O3 coatings at 25 and 1000 ° C was by ductile deformation, showing wear rates of the order of 10-4-10- 6 and 10-4-10-5 mm3.N-1.m-1 respectively, while at 500 and 750 °C was by brittle deformation with wear rates of the order of 10-3-10-4 mm3.N-1.m-1 for both temperatures, finding a slightly higher wear resistance in finely structured coatings due primarily to toughness. Regarding the two electro-melted volume refractories at submillimetric scale, they showed wear by ductile deformation only at 1000 °C, showing wear rates of the order of 10-4 mm3.N-1.m-1. On the other hand, the mullite bilayer systems showed wear by brittle deformation at all evaluated temperatures, with wear rates of the order of 10-3-10-4 mm3.N-1.m-1, without showing any improvement at all because of the presence of the sub-layers. Finally, aiming to seek more economical options, as well as to give other applications to the materials studied, it has also been determined the influence on wear at high temperature of Al2O3 coatings, finely and microstructured, manufactured by the chep technique of oxy-flame spraying, as well as the same Al2O3 coatings manufactured by plasma spraying on a metallic substrate of Inconel 718, which is used by the space and aerospace industries, obtaining for both cases comparable and similar results to all those obtained previously<br>Con el fin de evaluar el desempeño y comprender los mecanismos de desgaste de materiales cerámicos que se producen a alta temperatura cuando diferentes composiciones químicas (Al2O3, base ZrO2, mullita), diferentes escalas de estructura (finamente estructurado, microestructurado y submilimétrico) y diferentes configuraciones (mono-capa, bi-capa y en volumen) interactúan, fueron realizados recubrimientos cerámicos por proyección térmica de plasma sobre un sustrato cerámico silico-aluminoso. Los recubrimientos de Al2O3, ZrO2-Al2O3 y ZrO2-Y2O3 corresponden con la configuración mono-capa y con las escalas finamente estructurada y microestructurada. Mientras que los recubrimientos de mullita/Al2O3, mullita/ ZrO2-Al2O3 y mullita/ ZrO2-Y2O3 corresponden con la configuración bi-capa, donde la capa superior de los recubrimientos es de mullita microstructurada y las subcapas pueden ser finamente estructuradas y microestructuradas. Dichos recubrimientos fueron comparados con refractarios electrofundidos de Al2O3 y AZS correspondientes con la configuración en volumen y con la escala submilimétrica, los cuales también fueron utilizados como referencias debido a sus altas resistencias al desgaste a altas temperaturas en industrias tales como: la del vidrio y el cemento. Todos los materiales cerámicos fueron sometidos a condiciones de desgaste por contacto deslizante (5 N, 20000 vueltas y 0,10 m.s-1) con un tribómetro de tipo bola-disco a temperaturas de 25, 500, 750 y 1000 °C. Los resultados indican que el desgaste en los recubrimientos de Al2O3 y base ZrO2 a 25 y 1000 °C fue por deformación dúctil, con tasas de desgaste de 10-4-10-6 et 10-4-10-5 mm3.N-1.m-1 respectivamente, mientras que a 500 y 750 °C el desgaste fue por deformación frágil con tasas de desgaste del orden de 10-3-10-4 mm3.N- 1.m-1 para ambas temperaturas y ambos materiales. La resistencia al desgaste en los recubrimientos finamente estructurados fue ligeramente superior debido principalmente a la mayor tenacidad tenacidad a la fractura. Para los dos refractarios electrofundidos en volumen a escala submilimétrica, el desgaste por deformación dúctil fue detectado solo a 1000 °C, con tasas de desgaste del orden de 10-4 mm3.N-1.m-1. Para los sistemas bi-capa de mullita, el desgaste por deformación frágil se observó a todas las temperaturas evaluadas, con tasas de desgaste del orden de 10-3-10-4 mm3.N-1.m-1, sin mostrar ninguna mejora debido a la presencia de una subcapa cerámica. Finalmente, en aras de buscar tanto soluciones más económicas como otras aplicaciones, el comportamiento tribológico a alta temperatura se estudió también en recubrimientos de Al2O3 finamente estructurados y microestructurados, realizados mediante proyección térmica de llama oxiacetilénica, más económica que la proyección de plasma, así como sobre los mismos recubrimientos de Al2O3 realizados mediante proyección de plasma sobre un sustrato metálico de Inconel 718, utilizado comúnmente en las industrias espacial y aeronáutica. En ambos casos, los resultados fueron similares a los obtenidos por plasma o por sustrato refractario