Abstract:Tribological properties of ultrahigh-molecular weight polyethylene (UHMWPE) and cross-linked polyethylene (XLPE) were studied in two different wear modes. Firstly, reciprocating sliding wear studies under non-conformal contact investigated the effects of counterface surface roughness (polished, lapped and ground) of Ti6Al4V on the friction and wear of the polyethylenes. Secondly, two-body abrasive wear studies in conformal contact against different abrasive grit size papers were also carried out to ascertain t… Show more
“…Observing Figure 9(a)-(i), it is found that the wear depth in the Z -direction of each material increases with the increase of the sliding fluid temperature, which is because the higher sliding fluid temperature affects the mechanical properties of the surface layer of the material, thus intensifying the surface wear. Among them, VE-XLPE has the largest wear depth and XLPE has the smallest wear depth, while the wear resistance of UHMWPE is less affected by the synovial fluid temperature, which is similar to the findings of Harsha et al, 51 who concluded that the frictional wear of XLPE may be more severe under unlubricated, highly abrasive conditions compared to UHMWPE, and therefore the corrosive wear mechanism under higher temperature synovial fluid lubrication should be further explored.Figure 9.Three-dimensional morphology of three polymer mating pairs at different synovial temperatures (37°C, 46°C and 55°C, respectively) under 20 N load. (a)-(c) UHMWPE.…”
In order to investigate the effect of frictional heat on the wear resistance characteristics of polymeric acetabular materials, the tribological tests and wear numerical analysis of three common polymer acetabular materials were carried out under different synovial fluid temperatures. The study results show that XLPE and VE-XLPE exhibit superior wear resistance compared to UHMWPE in high-temperature, heavy load environments. The coefficient of friction of three materials gradually decreases as the temperature of the synovial fluid increases. The wear depth and wear volume of the three materials increased with the increase of the temperature of the synovial fluid, and the forms of wear at 46°C and 55°C were mainly adhesive wear and plastic deformation. The higher temperature of the synovial fluid accelerates the oxidative degradation of the material surface and generates oxidation functional groups, which leads to the breakage of C-C bonds in the surface molecular chains under the sliding shear effect, thus reducing the mechanical properties of the material. Specifically, the surface of the polymer material will soften at a higher ambient temperature, mainly due to the decrease of hardness, and then deteriorate in the friction property, and finally increase the wear rate. Ansys results showed that the volume wear of the three materials increased with the increase of synovial fluid temperature, and the trend could be approximately linear. Numerical calculations predict that VE-XLPE has the highest wear of 0.693 mm3 among the three materials at 37°C, followed by XLPE at 0.568 mm3 and UHMWPE with the lowest wear of 0.478 mm3. At higher synovial fluid temperatures (46°C, 55°C), VE-XLPE still has the largest wear volume among the three materials, while XLPE and UHMWPE have similar wear. The wear cloud pictures showed that the maximum wear volume occurred near the edge of the acetabulum.
“…Observing Figure 9(a)-(i), it is found that the wear depth in the Z -direction of each material increases with the increase of the sliding fluid temperature, which is because the higher sliding fluid temperature affects the mechanical properties of the surface layer of the material, thus intensifying the surface wear. Among them, VE-XLPE has the largest wear depth and XLPE has the smallest wear depth, while the wear resistance of UHMWPE is less affected by the synovial fluid temperature, which is similar to the findings of Harsha et al, 51 who concluded that the frictional wear of XLPE may be more severe under unlubricated, highly abrasive conditions compared to UHMWPE, and therefore the corrosive wear mechanism under higher temperature synovial fluid lubrication should be further explored.Figure 9.Three-dimensional morphology of three polymer mating pairs at different synovial temperatures (37°C, 46°C and 55°C, respectively) under 20 N load. (a)-(c) UHMWPE.…”
In order to investigate the effect of frictional heat on the wear resistance characteristics of polymeric acetabular materials, the tribological tests and wear numerical analysis of three common polymer acetabular materials were carried out under different synovial fluid temperatures. The study results show that XLPE and VE-XLPE exhibit superior wear resistance compared to UHMWPE in high-temperature, heavy load environments. The coefficient of friction of three materials gradually decreases as the temperature of the synovial fluid increases. The wear depth and wear volume of the three materials increased with the increase of the temperature of the synovial fluid, and the forms of wear at 46°C and 55°C were mainly adhesive wear and plastic deformation. The higher temperature of the synovial fluid accelerates the oxidative degradation of the material surface and generates oxidation functional groups, which leads to the breakage of C-C bonds in the surface molecular chains under the sliding shear effect, thus reducing the mechanical properties of the material. Specifically, the surface of the polymer material will soften at a higher ambient temperature, mainly due to the decrease of hardness, and then deteriorate in the friction property, and finally increase the wear rate. Ansys results showed that the volume wear of the three materials increased with the increase of synovial fluid temperature, and the trend could be approximately linear. Numerical calculations predict that VE-XLPE has the highest wear of 0.693 mm3 among the three materials at 37°C, followed by XLPE at 0.568 mm3 and UHMWPE with the lowest wear of 0.478 mm3. At higher synovial fluid temperatures (46°C, 55°C), VE-XLPE still has the largest wear volume among the three materials, while XLPE and UHMWPE have similar wear. The wear cloud pictures showed that the maximum wear volume occurred near the edge of the acetabulum.
“…прочности сцепления хромового покрытия, полученного из холодного ося электролита хромирования следующего состава: хромовый ангидридат никеля -10 г/л, сульфат кобальта -10 г/л, карбонат кальция -50-70 г/л, а -0,65-0,9 г/л, при режимах осаждения: плотность тока 75-200 А/дм 2 и ра электролита 18-35 о С [22,23,24]. ледований прочности сцепления 14 [25,26,27,28,29]…”
Section: ледований и их обсуждениеunclassified
“…чности сцепления хромового покрытия, полученного из холодного электролита хромирования следующего состава: хромовый ангидридикеля -10 г/л, сульфат кобальта -10 г/л, карбонат кальция -50-70 г/л, 0,65-0,9 г/л, при режимах осаждения: плотность тока 75-200 А/дм 2 и лектролита 18-35 о С [22,23,24]. ваний прочности сцепления 14 [25,26,27,28,29] показали, что прочность покрытия из нового состава позволяет получать хромовые покрытия с в пределах 220-270 МПа. При этом поверхность оставалась стабильной, ией, не влияющей на качество покрытия (см.…”
Section: ований и их обсуждениеunclassified
“…Результаты исследований прочности сцепления 14 [25,26,27,28,29] показали, что прочность сцепления хромового покрытия из нового состава позволяет получать хромовые покрытия с прочностью сцепления в пределах 220-270 МПа. При этом поверхность оставалась стабильной, с небольшой деформацией, не влияющей на качество покрытия (см.…”
Section: результаты исследований и их обсуждениеunclassified
Introduction. The use of chrome plating as a method of restoring parts that work with waterjet wear is important for restoring the operability of hydraulic drive units and parts used in specialized vehicles and road construction equipment. The proposed method of chrome recovery has the necessary advantages, it is a sufficiently high performance and microhardness of the resulting chrome coatings. However, for implementation in production, additional studies of the reliability of the chrome coatings obtained, namely, adhesion strength and wear resistance, were required. This will make possible to draw conclusions about the prospects for further implementation and use for the restoration of hydraulic drive parts and other parts that work with waterjet wear.Materials and methods. To conduct the research, equipment meeting the requirements of technical conditions, using existing and developed devices and devices for obtaining chrome precipitation was used. For this purpose, the necessary devices and samples from the appropriate material to approximate the reliability of the obtained research results were made. Also the necessary improvements to digitize the data obtained on the friction machine were made.Results. The performed studies of adhesion strength have shown that the chrome coatings obtained from the new electrolyte composition will make possible to obtain adhesion strength reaching 270 MPa, which is sufficient for parts operating at high pressures (20 MPa) with the necessary margin of safety. Also the studies conducted on the wear resistance of chrome coatings let to conclude that the wear resistance of the chrome coatings obtained is 20-30% higher compared to the reference surface (the material of the spool manufacture).Discussion and conclusion. The studies of the obtained chrome coatings from the new electrolyte composition made possible to establish, which let to establish the regularities of the influence of the electrolyte composition and the modes of testing the wear resistance of the precipitation obtained compared with the existing universal chromium plating electrolyte. The results obtained confirmed the possibility of using a chrome coating from a new chromium plating electrolyte for the restoration of car parts and road construction machines operating under waterjet wear.
“…Polymers are widely used in friction pairs ascribing to their excellent self-lubricating performance or wear resistance. [1][2][3][4] Such as polyimide (PI), polytetrafluoroethylene (PTFE), polyetheretherketone (PEEK), polyethersulfone (PES) and so on. Polymer composites with excellent tribological properties can be obtained by blending different polymers.…”
The synergistic effect of silica (SiO2) and copper (Cu) nanoparticles in polyimide (PI) on the friction interfacial deformation of polyethersulfone/polyimide (PES/PI) blends was studied. Results indicate that the effect of SiO2 and Cu nanoparticles on the tribological performance of PES/PI nanocomposites is quite different from each other. The addition of SiO2 nanoparticles into PI improves the antifriction of PES/PI nanocomposites by 24.4%, but has little effect on the wear resistance. The incorporation of Cu nanoparticles into PI enhances the wear resistance of PES/PI nanocomposites by 55.5%, but has little effect on the antifriction. PES/PI nanocomposites achieve the better comprehensive tribological performance when the content of SiO2 and Cu is 0.8 wt and 0.2 wt%, respectively. The friction interfacial deformation analysis reveals that SiO2 in PI improve the continuity and uniformity of deformation in friction interface and reduce the severe wear of transfer film. Cu nanoparticles in PI improves the continuity but not the ununiformity of deformation. Thus, the abrasive wear of counterpart ball is severe. The synergistic effect of SiO2 and Cu nanoparticles in PI improves the continuity and uniformity of friction interfacial deformation, which contributes to the improvement of friction and wear of PES/PI nanocomposites.
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