适用于TBM驱动离合器摩擦片的摩擦材料研究
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摘要
全断面岩石掘进机(Tunnel boring machine,TBM)是目前世界上最先进的大型现代化隧道掘进作业系统,TBM工作时冲击振动剧烈,关键零部件(如刀具、刮渣板、摩擦片等)损毁严重。目前,我国使用的TBM关键易损件完全依赖进口。TBM驱动离合器摩擦片是其重要的动力传输部件之一,本论文将结合TBM驱动离合器的工况条件和失效形式,从摩擦材料组份特点出发,通过理论分析和试验研究,研究一种摩擦磨损性能优异、机械强度高、热稳定性好、环保无污染、能够满足TBM驱动离合器摩擦片使用性能要求的混杂纤维增强聚醚醚酮基复合摩擦材料,实现TBM驱动离合器摩擦片的国产化。
通过对TBM驱动离合器摩擦片工况分析和现有摩擦材料的分析,确定了材料体系;通过采用均匀设计的组分筛选试验确定了材料最佳配比(质量百分比,wt.%):基体聚醚醚酮(PEEK)16.1%,304不锈钢纤维含量为4.7%,碳纤维含量为12.5%,腰果壳粉含量为13.6%,填料中重晶石粉11.1%,铬铁矿粉5.1%,石墨和硫化锑为11.5 %,铝粉6.2 %,高岭土和萤石为10.7%。
通过对成型工艺特点的分析,依据正交试验设计原理,对热压和固化工艺参数进行了正交试验,以密度、硬度和冲击强度为指标进行了性能试验,确定了最佳成型工艺;成型工艺采用干法工艺,包括干混合、预压、热压成型、热处理及机加工等工序。热压处理工艺为:温度310～340℃,压力25～40 MPa,保温时间3～5 min/mm。固化处理工艺为:80℃×30 min,150℃×30 min,270℃×30 min,310～320℃×12 h。
在最佳成型工艺和最佳配比的条件下,材料在100-350℃时摩擦系数稳定在0.394-0.476,热衰退率4.8%,具有很好的热恢复性。材料的磨损率在350℃时为0.310×10-7 cm3(N·m)-1,具有良好的摩擦磨损性能及良好的抗弯强度和冲击韧性。
通过扫描电子显微镜(SEM)、原子力显微镜(AFM)、红外光谱分析仪(FT-IR)、X射线光电子能谱(XPS)等微观分析,转移膜是该材料具有优异性能的关键。结果表明:低于200℃时,以磨粒磨损机理为主;在200～350℃时,表面形成较完整的转移膜,以粘着磨损为主,兼有磨粒磨损;高温阶段未发生基体的热分解,磨屑大多为细小片状。表面膜的形成可以稳定摩擦系数和降低磨损,表面膜主要是钡、铁的氧化物或硫化物。表面膜结构有两种:一种是单晶或多晶粉末填料包围PEEK基体的胞状结构,另一种是PEEK基体和摩擦填料形成的网状结构。
通过人工神经网络预测材料组分与材料摩擦磨损性能间的关系。结果表明:对于由材料组分预测材料摩擦磨损性能的网络,确定的最佳网络结构为5-[29]1-2,训练函数为trainlm,输入与隐含层、隐含层与输出层之间的传递函数分别为对数型函数logsig和直线型函数purelin。根据材料摩擦磨损性能预测材料组分的最佳网络结构为2-[300]1-[150]2-4,训练函数为trainscg,输入与隐含层、隐含层与输出层之间的传递函数分别为对数型函数logsig、tansig和直线型函数purelin。用人工神经网络对复合摩擦材料的配方与性能进行预测有较高的准确度。
通过对研制的复合纤维增强聚醚醚酮复合摩擦片材料在TBM驱动离合器上的应用试验,结果表明:不锈钢/碳纤维复合纤维增强聚醚醚酮复合摩擦材料能满足TBM离合器正常工作状态下传递扭距的使用要求,而且具有过载保护功能,可以在TBM上推广使用。
Tunnel boring machine (TBM) is the most advanced system for great tunnel grubbing, and TBM clutch friction plate is one of the most important parts for power transferring. When boring, TBM suffered heavy impact and librating loading, the main parts, such as scraper, scratch plates and friction plates, etc., are easy damaged and these accessories have to depend on imports at present. TBM clutch plates are one of the most important driving transfer parts. TBM clutch plates are worn heavily due to the complicated geologic condition. With the development of long and great tunnels in railways, highways and undergrounds, it is a key problem to develop friction materials with high properties. The purpose of this dissertation is to develop a new kind of friction composites suitable for TBM clutch plates.
The work state and failure form of TBM clutch friction plates,as well as the present friction materials, were analyzed in this paper. The uniform design method of 5 factors and 27 levels was used to design and optimize the match composition (wt%) : bonder Polyether-ether-ketone (PEEK) 16.1%, 304 stainless steel fiber 4.7%, carbon fiber 12.5%, cashew nut powder 13.6%, chromite powder FeCr2O4 11.1%, barite powder BaSO4 5.1%, graphite and sulfide stibium Sb2S3 11.5%, aluminum powder 6.2%, kaolin powder and fluorite CaF2 10.7%.
According to the orthogonal test, the parameters of hot-press and curing process were determined by testing density, hardness and impact strength. Specimens were manufactured by the conventional dry-processing procedure for friction linings, comprising mixing, pre-heating, hot pressing and heat treatment. The specimens were hot-pressed at 310-340°C and 25-40 MPa, holding 3-5 min/mm, then the molded specimens were post-cured at 80°C, 150°C, 270°C for 30min respectively and 310°C for 12 hours.
For samples of the optimized match composition, the friction coefficient was stable between 0.394-0.476 at 100-350°C, and the heat-fading ratio was 4.8%. The wear loss was 0.31×10-7 cm3(N·m)-1 at temperature of 350°C. meaning the perfect properties of stability and recovery with higher bending strength and impact toughness.
The friction and wear mechanism was analyzed through observing the worn surface morphology by scanning electron microscope (SEM), Field-emission Scanning Electron Microscopy (FE-SEM), Atomic Force Microscopy (AFM), X-ray diffraction (XRD), X-ray photoelectron spectroscopy (XPS) and infrared spectrometry (IR). The results showed that the wear mechanism is that the particle abrasion occurs at low temperature, the adherence abrasion and particle abrasion take place at the temperature between 200～350°C. The transferred layer is formed, and big debris particles of lath-shape and sheet-shape are found on the worn surface. The thermal degradation of the PEEK does not occur until its temperature rises to higher than 350°C.
The process of abrasion is the repeating cycles that the friction materials undergo continuous furrowing, mechanical abrasion, adhesion, formation of transfer film, deformation, propagating and growing of microcrack, delamination, fatigue and wear. The friction film exerts a great impact on the tribological properties of the friction couple. In sliding process, plate shaped transfer films are a compositional mix of components including barite (BaSO4), sulfide stibium (Sb2S3), chromite powder(FeCr2O4), steel fibres and grey cast disc of the mate materials. The composite materials undergo a series of mechanical, thermal and chemical changes that compounds of barium, iron and sulfur formed on the contact interface. Two kinds of surface film structure are formed: one is cystiform microstructure with PEEK matrix surrounded by single or multi-crystal powder of fillers; the other is meshwork generated by resin base and friction fillings. The superficial structure of friction material after wear test is composed of three layers. The first is surface film that was worn and torn continually during abrasion process as a result of friction force and heat. The second is transition layer with a thickness of about 0.3mm and could be translated into film incessantly. The third layer is friction material keeping the initial state before abrasion test.
The BP artificial neural network is adopted to develop an intelligent design system for semi-metallic friction material. For the network of property forecast, the best network architecture is decided as 5-[29]1-2. The train function is trainlm,and logsig is the functions between input and hidden layers, purelin between hidden and output layers. For the network of ingredient forecast, the best network architecture is 2-[300]1-[150]2-4. The train function is trainscg,and logsig, tansig are the functions between input and hidden layers, purelin between hidden and output layers.Test results showed that the trained network can accurately forecast the friction coefficient and wear rate, the error between forecast results and the experimental results is small and sufficient to meet the needs of practical application.
The developed stainless/carbon fibers reinforced PEEK friction plates were used in Tunnel Boring Machine and their wear loss was smaller than that of asbestos friction facings. The developed friction materials exhibited stable friction coefficient and lower wear ratio and are suitable for clutch Disc either in normal or in sliding conditions.
通过对TBM驱动离合器摩擦片工况分析和现有摩擦材料的分析,确定了材料体系;通过采用均匀设计的组分筛选试验确定了材料最佳配比(质量百分比,wt.%):基体聚醚醚酮(PEEK)16.1%,304不锈钢纤维含量为4.7%,碳纤维含量为12.5%,腰果壳粉含量为13.6%,填料中重晶石粉11.1%,铬铁矿粉5.1%,石墨和硫化锑为11.5 %,铝粉6.2 %,高岭土和萤石为10.7%。
通过对成型工艺特点的分析,依据正交试验设计原理,对热压和固化工艺参数进行了正交试验,以密度、硬度和冲击强度为指标进行了性能试验,确定了最佳成型工艺;成型工艺采用干法工艺,包括干混合、预压、热压成型、热处理及机加工等工序。热压处理工艺为:温度310～340℃,压力25～40 MPa,保温时间3～5 min/mm。固化处理工艺为:80℃×30 min,150℃×30 min,270℃×30 min,310～320℃×12 h。
在最佳成型工艺和最佳配比的条件下,材料在100-350℃时摩擦系数稳定在0.394-0.476,热衰退率4.8%,具有很好的热恢复性。材料的磨损率在350℃时为0.310×10-7 cm3(N·m)-1,具有良好的摩擦磨损性能及良好的抗弯强度和冲击韧性。
通过扫描电子显微镜(SEM)、原子力显微镜(AFM)、红外光谱分析仪(FT-IR)、X射线光电子能谱(XPS)等微观分析,转移膜是该材料具有优异性能的关键。结果表明:低于200℃时,以磨粒磨损机理为主;在200～350℃时,表面形成较完整的转移膜,以粘着磨损为主,兼有磨粒磨损;高温阶段未发生基体的热分解,磨屑大多为细小片状。表面膜的形成可以稳定摩擦系数和降低磨损,表面膜主要是钡、铁的氧化物或硫化物。表面膜结构有两种:一种是单晶或多晶粉末填料包围PEEK基体的胞状结构,另一种是PEEK基体和摩擦填料形成的网状结构。
通过人工神经网络预测材料组分与材料摩擦磨损性能间的关系。结果表明:对于由材料组分预测材料摩擦磨损性能的网络,确定的最佳网络结构为5-[29]1-2,训练函数为trainlm,输入与隐含层、隐含层与输出层之间的传递函数分别为对数型函数logsig和直线型函数purelin。根据材料摩擦磨损性能预测材料组分的最佳网络结构为2-[300]1-[150]2-4,训练函数为trainscg,输入与隐含层、隐含层与输出层之间的传递函数分别为对数型函数logsig、tansig和直线型函数purelin。用人工神经网络对复合摩擦材料的配方与性能进行预测有较高的准确度。
通过对研制的复合纤维增强聚醚醚酮复合摩擦片材料在TBM驱动离合器上的应用试验,结果表明:不锈钢/碳纤维复合纤维增强聚醚醚酮复合摩擦材料能满足TBM离合器正常工作状态下传递扭距的使用要求,而且具有过载保护功能,可以在TBM上推广使用。
Tunnel boring machine (TBM) is the most advanced system for great tunnel grubbing, and TBM clutch friction plate is one of the most important parts for power transferring. When boring, TBM suffered heavy impact and librating loading, the main parts, such as scraper, scratch plates and friction plates, etc., are easy damaged and these accessories have to depend on imports at present. TBM clutch plates are one of the most important driving transfer parts. TBM clutch plates are worn heavily due to the complicated geologic condition. With the development of long and great tunnels in railways, highways and undergrounds, it is a key problem to develop friction materials with high properties. The purpose of this dissertation is to develop a new kind of friction composites suitable for TBM clutch plates.
The work state and failure form of TBM clutch friction plates,as well as the present friction materials, were analyzed in this paper. The uniform design method of 5 factors and 27 levels was used to design and optimize the match composition (wt%) : bonder Polyether-ether-ketone (PEEK) 16.1%, 304 stainless steel fiber 4.7%, carbon fiber 12.5%, cashew nut powder 13.6%, chromite powder FeCr2O4 11.1%, barite powder BaSO4 5.1%, graphite and sulfide stibium Sb2S3 11.5%, aluminum powder 6.2%, kaolin powder and fluorite CaF2 10.7%.
According to the orthogonal test, the parameters of hot-press and curing process were determined by testing density, hardness and impact strength. Specimens were manufactured by the conventional dry-processing procedure for friction linings, comprising mixing, pre-heating, hot pressing and heat treatment. The specimens were hot-pressed at 310-340°C and 25-40 MPa, holding 3-5 min/mm, then the molded specimens were post-cured at 80°C, 150°C, 270°C for 30min respectively and 310°C for 12 hours.
For samples of the optimized match composition, the friction coefficient was stable between 0.394-0.476 at 100-350°C, and the heat-fading ratio was 4.8%. The wear loss was 0.31×10-7 cm3(N·m)-1 at temperature of 350°C. meaning the perfect properties of stability and recovery with higher bending strength and impact toughness.
The friction and wear mechanism was analyzed through observing the worn surface morphology by scanning electron microscope (SEM), Field-emission Scanning Electron Microscopy (FE-SEM), Atomic Force Microscopy (AFM), X-ray diffraction (XRD), X-ray photoelectron spectroscopy (XPS) and infrared spectrometry (IR). The results showed that the wear mechanism is that the particle abrasion occurs at low temperature, the adherence abrasion and particle abrasion take place at the temperature between 200～350°C. The transferred layer is formed, and big debris particles of lath-shape and sheet-shape are found on the worn surface. The thermal degradation of the PEEK does not occur until its temperature rises to higher than 350°C.
The process of abrasion is the repeating cycles that the friction materials undergo continuous furrowing, mechanical abrasion, adhesion, formation of transfer film, deformation, propagating and growing of microcrack, delamination, fatigue and wear. The friction film exerts a great impact on the tribological properties of the friction couple. In sliding process, plate shaped transfer films are a compositional mix of components including barite (BaSO4), sulfide stibium (Sb2S3), chromite powder(FeCr2O4), steel fibres and grey cast disc of the mate materials. The composite materials undergo a series of mechanical, thermal and chemical changes that compounds of barium, iron and sulfur formed on the contact interface. Two kinds of surface film structure are formed: one is cystiform microstructure with PEEK matrix surrounded by single or multi-crystal powder of fillers; the other is meshwork generated by resin base and friction fillings. The superficial structure of friction material after wear test is composed of three layers. The first is surface film that was worn and torn continually during abrasion process as a result of friction force and heat. The second is transition layer with a thickness of about 0.3mm and could be translated into film incessantly. The third layer is friction material keeping the initial state before abrasion test.
The BP artificial neural network is adopted to develop an intelligent design system for semi-metallic friction material. For the network of property forecast, the best network architecture is decided as 5-[29]1-2. The train function is trainlm,and logsig is the functions between input and hidden layers, purelin between hidden and output layers. For the network of ingredient forecast, the best network architecture is 2-[300]1-[150]2-4. The train function is trainscg,and logsig, tansig are the functions between input and hidden layers, purelin between hidden and output layers.Test results showed that the trained network can accurately forecast the friction coefficient and wear rate, the error between forecast results and the experimental results is small and sufficient to meet the needs of practical application.
The developed stainless/carbon fibers reinforced PEEK friction plates were used in Tunnel Boring Machine and their wear loss was smaller than that of asbestos friction facings. The developed friction materials exhibited stable friction coefficient and lower wear ratio and are suitable for clutch Disc either in normal or in sliding conditions.
引文
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