Effect of particle characteristics on the two-body abrasive wear behaviour of a pearlitic steel

The specific wear rate and friction coefficient of a pearlitic microstructure subjected to different abrasive environments (i.e. SiC and alumina) were examined. A CSM high temperature pin-on-disc tribometer was used to simulate the two-body abrasive condition (i.e. the metallic surface abrading against the abrasive particles). The characteristics of the abrasive particles (i.e. particle size and density) revealed a significant impact on the amount of material loss. The specific wear rate of the pearlitic microstructure decreased with a reduction in the abrasive particle size, irrespective of the particle type. In addition, distinct particle deterioration mechanisms were observed during the abrasion process, which was largely determined by the abrasive particle size. Attrition, shelling and fracture were some of the dominant particle deterioration mechanisms occurring in both of the abrasive environments. SEM and EDX analysis on the wear debris displayed a unique metallic chip formation with respect to the particle type. Furthermore, the abrading efficiency (i.e. threshold level) of the abrasive particles was identified by means of interrupted abrasive wear tests. The dense packing nature of the alumina abrasive particles resulted in a significantly higher material removal rate than the SiC abrasive environment.

Comparisons of the two-body abrasive wear behaviour of four different ferrous microstructures with similar hardness levels

The abrasive wear resistance of four distinct metallurgical steel microstructures - bainite, pearlite, martensite and tempered martensite, with similar hardness levels was investigated. A pin-on-disc tribometer was used to simulate the two-body abrasive condition (i.e. the metallic surface abrading against the silicon carbide abrasive particles) and evaluate the specific wear rate of the microstructures. Each microstructure had a unique response towards the abrasion behaviour and this was largely evident in the friction curve. However, the multi-phase microstructures (i.e. bainite and pearlite) demonstrated better abrasion resistance than the single-phase microstructures (i.e. martensite and tempered martensite). Abrasion induced microstructural changes at the deformed surfaces were studied using sub-surface and topographical techniques. The properties of these layers (i.e. surface profile measurements) determined the amount of material loss for each microstructure. These were directly linked to the single-wear track analysis that highlighted a marked difference in their mode of material removal. Ploughing and wedge formation modes were dominant in the case of bainite and pearlite microstructures, whereas the cutting mode could be attributed to the higher material loss in the single-phase microstructures. The combination of brittle and ductile phases in the multi-phase microstructure matrix could be one of the driving factors for their superior abrasion resistance.

Effect of retained austenite on wear resistance of nanostructured dual phase steels

Nanostructured super bainitic and quenching-partitioning (Q&P) martensitic steels with a significant amount of retained austenite obtained by low temperature bainitic transformation and Q&P respectively were studied to explore the effect of retained austenite on stirring wear resistance. The results suggest that the Q&P martensitic steel significantly enhanced the hardness of the worn surface (from 674 to 762 HV1) and increased the thickness of the deformed layer (,3.3 mm), compared to the nanostructured bainitic steel. The underlying reason is that the Q&P martensitic steel has a higher stability of retained austenite thereby providing a superior transformation induced plasticity effect to increase surface hardness and reduce wear rate during the wear process.

The effect of sliding speed on the wear of steel-tool steel pairs

This study examines the effect of sliding speed and surface temperature on the wear behavior of an unlubricated mild steel-tool steel contact pair using the pin-on-disc test. The operating conditions and contact pair are of interest to the automotive sheet metal stamping industry and the broader metal forming community, where high contact pressures and moderate forming speeds can result in significant frictional heating and thus affect tool life. It will be shown that, while adhesive wear is dominant at the tool steel surface for all sliding speeds examined, the adhesive wear rate is very sensitive to sliding speed during slow speed conditions but relatively insensitive to sliding speed during higher speed conditions. These higher sliding speeds result in high frictional heating, however, the effect of increasing bulk temperature results in a transition from adhesive wear to material removal-dominated mechanisms. It is concluded that there is a distinct difference in the wear response for comparable surface temperature and bulk temperature conditions, at the low to moderate sliding speeds and temperatures examined in this study. The SEM and profilometry analysis show that the technique of increasing sliding speed to replicate bulk temperature conditions (or vice versa), may not result in equivalent wear rates and mechanisms.

The impact of retained austenite characteristics on the two-body abrasive wear behavior of ultrahigh strength bainitic steels

In the current study, a high-carbon, high-alloy steel (0.79 pct C, 1.5 pct Si, 1.98 pct Mn, 0.98 pct Cr, 0.24 pct Mo, 1.06 pct Al, and 1.58 pct Co in wt pct) was subjected to an isothermal bainitic transformation at a temperature range of 473 K to 623 K (200 °C to 350 °C), resulting in different fully bainitic microstructures consisting of bainitic ferrite and retained austenite. With a decrease in the transformation temperature, the microstructure was significantly refined from ~300 nm at 623 K (350 °C) to less than 60 nm at 473 K (200 °C), forming nanostructured bainitic microstructure. In addition, the morphology of retained austenite was progressively altered from film + blocky to an exclusive film morphology with a decrease in the temperature. This resulted in an enhanced wear resistance in nanobainitic microstructures formed at low transformation temperature, e.g., 473 K (200 °C). Meanwhile, it gradually deteriorated with an increase in the phase transformation temperature. This was mostly attributed to the retained austenite characteristics (i.e., thin film vs blocky), which significantly altered their mechanical stability. The presence of blocky retained austenite at high transformation temperature, e.g., 623 K (350 °C) resulted in an early onset of TRIPing phenomenon during abrasion. This led to the formation of coarse martensite with irregular morphology, which is more vulnerable to crack initiation and propagation than that of martensite formed from the thin film austenite, e.g., 473 K (200 °C). This resulted in a pronounced material loss for the fully bainitic microstructures transformed at high temperature, e.g., 623 K (350 °C), leading to distinct sub-surface layer and friction coefficient curve characteristics. A comparison of the abrasive behavior of the fully bainitic microstructure formed at 623 K (350 °C) and fully pearlitic microstructure demonstrated a detrimental effect of blocky retained austenite with low mechanical stability on the two-body abrasion.

Tool wear and surface integrity analysis of machined heat treated selective laser melted Ti-6Al-4V

In this study, the tool wear and surface integrity during machining of wrought and Selective LaserMelted (SLM) titanium alloy (after heat treatment) are studied. Face turning trails were carried out onboth the materials at different cutting speeds of 60,120 and 180 m/min. Cutting tools and machinedspecimens collected are characterized using scanning electron microscope, surface profiler and opticalmicroscope to study the tool wear, machined surface quality and machining induced microstructuralalterations. It was found that high cutting speeds lead to rapid tool wear during machining of SLMTi-6Al-4V materials. Rapid tool wear observed at high cutting speeds in machining SLM Ti-6Al-4Vresulted in damaging the surface integrity by 1) Deposition of chip/work material on the machinedsurface giving rise to higher surface roughness and 2) Increasing the depth of plastic deformationon the machined sub surface.

Impacts of wear and geometry response of the cutting tool on machinability of super austenitic stainless steel

This paper presents a study of tool wear and geometry response whenmachinability tests were applied under milling operations onthe Super Austenitic Stainless Steel alloy AL-6XN. Eight milling trials were executed under two cutting speeds, two feed rates, andtwo depths of cuts. Cutting edge profile measurements were performed to reveal response of cutting edge geometry to the cuttingparameters and wear. A scanning electron microscope (SEM) was used to inspect the cutting edges. Results showed the presenceof various types of wear such as adhesion wear and abrasion wear on the tool rake and flank faces. Adhesion wear represents theformation of the built-up edge, crater wear, and chipping, whereas abrasion wear represents flank wear.Thecommonly formed wearwas crater wear. Therefore, the optimum tool life among the executed cutting trails was identified according to minimum lengthand depth of the crater wear.The profile measurements showed the formation of new geometries for the worn cutting edges due toadhesion and abrasion wear and the cutting parameters.The formation of the built-up edge was observed on the rake face of thecutting tool. The microstructure of the built-up edge was investigated using SEM. The built-up edge was found to have the austeniteshear lamellar structure which is identical to the formed shear lamellae of the produced chip.

Exploration of Ground Penetrating Radar and Time Domain Reflectometry Methods for the Determination of Pavement Dielectric Constant

Traditionally, densities of newly built roadways are checked by direct sampling (cores) or by nuclear density gauge measurements. For roadway engineers, density of asphalt pavement surfaces is essential to determine pavement quality. Unfortunately, field measurements of density by direct sampling or by nuclear measurement are slow processes. Therefore, I have explored the use of rapidly-deployed ground penetrating radar (GPR) as an alternative means of determining pavement quality. The dielectric constant of pavement surface may be a substructure parameter that correlates with pavement density, and can be used as a proxy when density of asphalt is not known from nuclear or destructive methods. The dielectric constant of the asphalt can be determined using ground penetrating radar (GPR). In order to use GPR for evaluation of road surface quality, the relationship between dielectric constants of asphalt and their densities must be established. Field measurements of GPR were taken at four highway sites in Houghton and Keweenaw Counties, Michigan, where density values were also obtained using nuclear methods in the field. Laboratory studies involved asphalt samples taken from the field sites and samples created in the laboratory. These were tested in various ways, including, density, thickness, and time domain reflectometry (TDR). In the field, GPR data was acquired using a 1000 MHz air-launched unit and a ground-coupled unit at 200 and 500 MHz. The equipment used was owned and operated by the Michigan Department of Transportation (MDOT) and available for this study for a total of four days during summer 2005 and spring 2006. The analysis of the reflected waveforms included “routine” processing for velocity using commercial software and direct evaluation of reflection coefficients to determine a dielectric constant. The dielectric constants computed from velocities do not agree well with those obtained from reflection coefficients. Perhaps due to the limited range of asphalt types studied, no correlation between density and dielectric constant was evident. Laboratory measurements were taken with samples removed from the field and samples created for this study. Samples from the field were studied using TDR, in order to obtain dielectric constant directly, and these correlated well with the estimates made from reflection coefficients. Samples created in the laboratory were measured using 1000 MHz air-launched GPR, and 400 MHz ground-coupled GPR, each under both wet and dry conditions. On the basis of these observations, I conclude that dielectric constant of asphalt can be reliably measured from waveform amplitude analysis of GJPR data, based on the consistent agreement with that obtained in the laboratory using TDR. Because of the uniformity of asphalts studied here, any correlation between dielectric constant and density is not yet apparent.

THE PERFORMANCE AND MODIFICATION OF RECYCLED ELECTRONIC WASTE PLASTICS FOR THE IMPROVEMENT OF ASPHALT PAVEMENT MATERIALS

Bulk electric waste plastics were recycled and reduced in size into plastic chips before pulverization or cryogenic grinding into powders. Two major types of electronic waste plastics were used in this investigation: acrylonitrile butadiene styrene (ABS) and high impact polystyrene (HIPS). This research investigation utilized two approaches for incorporating electronic waste plastics into asphalt pavement materials. The first approach was blending and integrating recycled and processed electronic waste powders directly into asphalt mixtures and binders; and the second approach was to chemically treat recycled and processed electronic waste powders with hydro-peroxide before blending into asphalt mixtures and binders. The chemical treatment of electronic waste (e-waste) powders was intended to strengthen molecular bonding between e-waste plastics and asphalt binders for improved low and high temperature performance. Superpave asphalt binder and mixture testing techniques were conducted to determine the rheological and mechanical performance of the e-waste modified asphalt binders and mixtures. This investigation included a limited emissions-performance assessment to compare electronic waste modified asphalt pavement mixture emissions using SimaPro and performance using MEPDG software. Carbon dioxide emissions for e-waste modified pavement mixtures were compared with conventional asphalt pavement mixtures using SimaPro. MEPDG analysis was used to determine rutting potential between the various e-waste modified pavement mixtures and the control asphalt mixture. The results from this investigation showed the following: treating the electronic waste plastics delayed the onset of tertiary flow for electronic waste mixtures, electronic waste mixtures showed some improvement in dynamic modulus results at low temperatures versus the control mixture, and tensile strength ratio values for treated e-waste asphalt mixtures were improved versus the control mixture.

Effect of Pavement-Vehicle Interaction on Highway Fuel Consumption and Emission

Vehicle fuel consumption and emission are two important effectiveness measurements of sustainable transportation development. Pavement plays an essential role in goals of fuel economy improvement and greenhouse gas (GHG) emission reduction. The main objective of this dissertation study is to experimentally investigate the effect of pavement-vehicle interaction (PVI) on vehicle fuel consumption under highway driving conditions. The goal is to provide a better understanding on the role of pavement in the green transportation initiates. Four study phases are carried out. The first phase involves a preliminary field investigation to detect the fuel consumption differences between paired flexible-rigid pavement sections with repeat measurements. The second phase continues the field investigation by a more detailed and comprehensive experimental design and independently investigates the effect of pavement type on vehicle fuel consumption. The third study phase calibrates the HDM-IV fuel consumption model with data collected in the second field phase. The purpose is to understand how pavement deflection affects vehicle fuel consumption from a mechanistic approach. The last phase applies the calibrated HDM-IV model to Florida’s interstate network and estimates the total annual fuel consumption and CO2 emissions on different scenarios. The potential annual fuel savings and emission reductions are derived based on the estimation results. Statistical results from the two field studies both show fuel savings on rigid pavement compared to flexible pavement with the test conditions specified. The savings derived from the first phase are 2.50% for the passenger car at 112km/h, and 4.04% for 18-wheel tractor-trailer at 93km/h. The savings resulted from the second phase are 2.25% and 2.22% for passenger car at 93km/h and 112km/h, and 3.57% and 3.15% for the 6-wheel medium-duty truck at 89km/h and 105km/h. All savings are statistically significant at 95% Confidence Level (C.L.). From the calibrated HDM-IV model, one unit of pavement deflection (1mm) on flexible pavement can cause an excess fuel consumption by 0.234-0.311 L/100km for the passenger car and by 1.123-1.277 L/100km for the truck. The effect is more evident at lower highway speed than at higher highway speed. From the network level estimation, approximately 40 million gallons of fuel (combined gasoline and diesel) and 0.39 million tons of CO2 emission can be saved/reduced annually if all Florida’s interstate flexible pavement are converted to rigid pavement with the same roughness levels. Moreover, each 1-mile of flexible-rigid conversion can result in a reduction of 29 thousand gallons of fuel and 258 tons of CO2 emission yearly.

Long-term efficacy of orthokeratology contact lens wear in controlling the progression of childhood myopia

Purpose: The primary outcome of this study is to compare the axial length growth of white European myopic children wearing orthokeratology contact lenses (OK) to a control group (CT) over a 7-year period. Methods: Subjects 6–12 years of age with myopia −0.75 to −4.00DS and astigmatism ≤1.00DC were prospectively allocated OK or distance single-vision spectacles (SV) correction. Measurements of axial length (Zeiss IOLMaster), corneal topography, and cycloplegic refraction were taken at 6-month intervals over a 2-year period. Subjects were invited to return to the clinic approximately 5 years later (i.e., 7 years after the beginning of the study) for assessment of their ocular refractive and biometric components. The CT consisted of 4 SV and 12 subjects who switched from SV to soft contact lens wear after the initial 2 years of SV lens wear. Changes in axial length relative to baseline over a 7-year period were compared between groups. Results: Fourteen and 16 subjects from the OK and CT groups, respectively, were examined 6.7 ± 0.5 years after the beginning of the study. Statistically significant changes in the axial length were found over time and between groups (both p <0.001), but not for the time*group interaction (p = 0.125). The change in the axial length for the OK group was 22% (p = 0.328), 42% (p = 0.007), 40% (p = 0.020), 41% (p = 0.013), and 33% (p = 0.062) lower than the CT group following 6, 12, 18, 24, and 84 months of lens wear, respectively. Conclusion: A trend toward a reduction in the rate of axial elongation of the order of 33% was found in the OK group in comparison to the CT group following 7 years of lens wear.

A Microdata Analysis Approach to Transport Infrastructure Maintenance

Maintenance of transport infrastructure assets is widely advocated as the key in minimizing current and future costs of the transportation network. While effective maintenance decisions are often a result of engineering skills and practical knowledge, efficient decisions must also account for the net result over an asset's life-cycle. One essential aspect in the long term perspective of transport infrastructure maintenance is to proactively estimate maintenance needs. In dealing with immediate maintenance actions, support tools that can prioritize potential maintenance candidates are important to obtain an efficient maintenance strategy. This dissertation consists of five individual research papers presenting a microdata analysis approach to transport infrastructure maintenance. Microdata analysis is a multidisciplinary field in which large quantities of data is collected, analyzed, and interpreted to improve decision-making. Increased access to transport infrastructure data enables a deeper understanding of causal effects and a possibility to make predictions of future outcomes. The microdata analysis approach covers the complete process from data collection to actual decisions and is therefore well suited for the task of improving efficiency in transport infrastructure maintenance. Statistical modeling was the selected analysis method in this dissertation and provided solutions to the different problems presented in each of the five papers. In Paper I, a time-to-event model was used to estimate remaining road pavement lifetimes in Sweden. In Paper II, an extension of the model in Paper I assessed the impact of latent variables on road lifetimes; displaying the sections in a road network that are weaker due to e.g. subsoil conditions or undetected heavy traffic. The study in Paper III incorporated a probabilistic parametric distribution as a representation of road lifetimes into an equation for the marginal cost of road wear. Differentiated road wear marginal costs for heavy and light vehicles are an important information basis for decisions regarding vehicle miles traveled (VMT) taxation policies. In Paper IV, a distribution based clustering method was used to distinguish between road segments that are deteriorating and road segments that have a stationary road condition. Within railway networks, temporary speed restrictions are often imposed because of maintenance and must be addressed in order to keep punctuality. The study in Paper V evaluated the empirical effect on running time of speed restrictions on a Norwegian railway line using a generalized linear mixed model.

Understanding wear conditions during hot stamping

Wear and galling are significant issues during production hot stamping processes. This paper uses thermo-mechanical finite element analysis to study the contact pressure, sliding distance and temperature conditions that occur at the wearing interface during hot stamping. Several hot stamping processes are studied, representing the numerous methods that are used in industry to form a typical hat-shaped channel component. These process include crash forming (without blankholder), stamping with a blank holder with an applied blank holder pressure, and stamping with a clearance blank holder (i.e. with spacer blocks). This paper identifies the distinct contact pressure and temperature conditions that occur for each of these forming methods. The regions of the most severe contact conditions are notably different for each of the forming methods. The work from this paper will form the basis for the development of suitable temperature dependent wear models and low cost wear tests for industrial hot stamping applications.

In-situ precipitation of TiC upon PTA hardfacing with grey cast iron and titanium for enhanced wear resistance

Titanium and grey cast iron powders were blended and deposited by plasma transferred arc onto mild steel substrates. The powders were injected directly into the arc by a stream of inert gas. The grey cast iron provided the iron matrix and the excess carbon content for reaction and precipitation of titanium carbides. The microstructure of the overlay was analysed by optical microscopy and scanning electron microscopy, and the respective phases were identified by X-ray diffraction. Microhardness measurements were taken from representative areas and the wear behaviour was assessed under low-stress abrasion conditions. The results show that the addition of titanium produced a significant change in the microstructure of the overlays, increased surface hardness and enhanced wear resistance compared to overlays produced without titanium.

Dry sliding wear of active screen plasma carburised austenitic stainless steel

Low temperature diffusion treatments with nitrogen and carbon have been widely used to increase the tribological performance of austenitic stainless steels. These processes produce a layer of supersaturated austenite, usually called expanded austenite or S-phase, which exhibits good corrosion and wear resistance. The novel active screen technology is said to provide benefits over the conventional DC plasma technology. The improvements result from the reduction in the electric potential applied to the treated components, and the elimination of such defects and processing instabilities as edge effects, hollow cathode effects and arcing. In this study, AISI 316 coupon samples were plasma carburised in DC and active screen plasma furnaces. The respective layers of carbon expanded austenite were characterised and their tribological performance was studied and compared. Detailed post-test examinations included SEM observations of the wear tracks and of the wear debris, EDX mapping of the wear track, EBSD crystal orientation mapping of the cross sections of the wear tracks, and cross-sectional TEM. Based on the results of wear tests and post-test examinations, the wear mechanisms involved are discussed.