Friction and wear properties of particle-reinforced iron-based composites under continuous high temperature braking
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摘要: 采用粉末冶金烧结工艺制备了颗粒增强铁基复合材料，研究了颗粒增强铁基复合材料在连续高温制动条件下的摩擦磨损性能。通过扫描电子显微镜观察、能谱分析和热电偶测温等方法研究了摩擦系数、力矩、稳定系数和磨损率的变化规律，并分析相应磨损机理。结果表明：随接合次数增加，摩擦副温度显著提高，在表面形成多层结构的摩擦膜，可有效减少黏着倾向和犁沟效应，因此平均摩擦系数和平均力矩呈先上升后下降趋势，稳定系数下降。前期摩擦副接合以黏着磨损和磨粒磨损为主，磨损率较高；后期接合摩擦膜起到保护作用，以摩擦膜层间和边缘的疲劳磨损为主，磨损率较低。Abstract: The particle-reinforced iron-based composites were prepared by powder metallurgy in this paper, and the friction and wear properties of the iron-based composites were investigated under the continuous high-temperature braking conditions. The friction coefficient, torque, stability coefficient, and wear rate of the iron-based composites were studied by the scanning electron microscope, energy dispersive spectroscope, and thermocouple temperature measurement, and the corresponding wear mechanism was analyzed. The results show that, as the increase of joining time, the temperature of friction pairs increases significantly, and the formation of friction films with the multilayer structure on the surface can effectively reduce the adhesion tendency and the furrow effect. Accordingly, the average friction coefficient and average torque show the trend as rising first and then falling, and the stability coefficient decreases. The joining of friction pairs in the early stage is dominated by adhesive wear and abrasive wear with the relatively high wear rate; while in the later stage of joining, the friction films serve as the protective film, and the fatigue wear between the layers and edges of the friction films is mostly found in the process with the lower wear rate.
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Key words:
- iron-based composites /
- continuous high temperature braking /
- friction /
- wear
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图 1 颗粒增强铁基复合材料微观形貌
Figure 1. SEM image of the particle-reinforced iron-based composites
图 2 连续制动条件下颗粒增强铁基复合材料的平均摩擦系数及最高温度
Figure 2. Average friction coefficient and maximum temperature of the particle-reinforced iron-based composites under the continuous braking
图 3 摩擦副表面三维形貌：（a）原始形貌；（b）第3次接合后；（c）第10次接合后
Figure 3. 3D morphology of the friction pair surface: (a) original morphology; (b) after the 3rd contact; (c) after the 10th contact
图 5 制动过程中铁基复合材料的瞬时摩擦系数：（a）第3次接合；（b）第10次接合
Figure 5. Instantaneous friction coefficient of the iron-based composites during braking: (a) the 3rd contact; (b) the 10th contact
图 6 连续制动条件下的平均力矩与稳定系数
Figure 6. Average torque and stability coefficient under the continuous braking
图 7 连续制动条件下的体积磨损率与质量磨损率
Figure 7. Volume wear rate and mass wear rate under the continuous braking
图 8 表层塑性流动受阻区域截面形貌
Figure 8. Morphology of the surface plastic flow blocked area in the cross section
图 9 铁基粉末冶金摩擦副磨痕宏观形貌和显微形貌：（a）宏观形貌；（b）中部区域微观形貌；（c）内侧区域微观形貌；（d）外侧区域微观形貌
Figure 9. Macro morphology and SEM images of the wear scars for the iron-based composites: (a) macro morphology; (b) microstructure of the middle area; (c) microstructure of the inner area; (d) microstructure of the outer area
图 10 摩擦膜断裂处局部放大（a）和摩擦膜层间裂纹截面形貌（b）
Figure 10. Local magnification of the fracture in the friction film (a) and the cross section morphology of the crack between the friction film layers (b)
图 12 石墨层间裂纹（a）和石墨–铁基体间裂纹（b）
Figure 12. Graphite interlaminar cracks (a) and the graphite-iron matrix interface cracks (b)
表 1 实验用铁基粉末冶金材料化学成分（质量分数）
Table 1. Chemical compositions of the iron-based powder metallurgy materials in experimental
% Fe Cu Ni SiC SiO2 C 62 4 10 5 3 16 
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区域 Fe O C 其他 质量分数 / % 原子数分数 / % 质量分数 / % 原子数分数 / % 质量分数 / % 原子数分数 / % 质量分数 / % 原子数分数 / % A 53.32 26.91 30.29 53.36 6.28 14.73 10.11 5.00 B 56.56 28.80 33.80 60.07 3.22 7.62 6.42 3.51 C 6.12 1.44 11.11 9.11 81.34 88.79 1.43 0.66 D 41.14 26.10 20.89 46.26 2.00 5.89 35.97 21.75
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