發(fā)布時間：2018-06-14 06:16

  本文選題：摩擦襯墊 + 原位觀測��； 參考：《中國礦業(yè)大學》2017年碩士論文

【摘要】：摩擦襯墊作為摩擦式提升機的關鍵部件,提升機主要依靠摩擦輪上的摩擦襯墊來承受鋼絲繩及繩端載荷,并依靠其與鋼絲繩之間的摩擦力進行傳動,其摩擦性能的優(yōu)劣直接關系到提升機的工作能力、提升效率和安全可靠性。本文基于白箱理論,模擬摩擦襯墊的工作狀態(tài),利用VW9000高速攝像攝像儀原位觀測K25摩擦襯墊在不同載荷、速度下的摩擦過程,獲得實時的微觀的界面接觸形貌,揭示各種微觀現(xiàn)象的發(fā)生、發(fā)展的動態(tài)過程,以及多因數(shù)下襯墊材料的摩擦機理,進而為研究摩擦襯墊與鋼絲繩間的摩擦機理提供基礎依據(jù)。以目前國內(nèi)摩擦式提升機廣泛采用的K25、GM-3和G30摩擦襯墊為研究對象,開展襯墊材料在不同動態(tài)加載力下摩擦實驗的實時觀測,獲得摩擦界面的接觸狀態(tài)與微觀磨損形貌,結(jié)合襯墊磨屑的成分變化,揭示襯墊的磨損機理。建立襯墊的粘彈性與其摩擦系數(shù)之間的關聯(lián)關系,分析在動態(tài)載荷條件下摩擦襯墊與鋼絲繩實際接觸滑移的摩擦系數(shù)特征。最終獲得了以下主要結(jié)論:(1)K25摩擦襯墊的定載滑移實驗表明,粘著摩擦與滯后摩擦導致摩擦系數(shù)隨時間呈現(xiàn)指數(shù)增長現(xiàn)象。隨著滑移速度的增加,摩擦系數(shù)呈現(xiàn)上升的趨勢。在高速、高載的條件下襯墊表面的摩擦機理主要為粘著摩擦;在低載、低速條件下襯墊表面的摩擦機理主要為滯后摩擦;從高載、高速工況向低載、低速工況過渡中襯墊表面的摩擦機理為粘著與滯后摩擦的混合摩擦機理。(2)加載和卸載階段內(nèi),K25摩擦襯墊界面存在明顯的粘著、半粘著和滑移三種接觸狀態(tài);GM-3與G30摩擦襯墊摩擦界面只存在明顯的粘著和滑移兩種接觸狀態(tài)。此外,K25摩擦襯墊的加載與卸載過程中粘著階段的摩擦機理主要為粘著摩擦,同時半粘著與加載滑移階段內(nèi)襯墊的摩擦機理主要為粘著摩擦和滯后摩擦的混合摩擦機制,而卸載滑移階段內(nèi)襯墊的摩擦機理主要為粘著摩擦。GM-3摩擦襯墊與G30摩擦襯墊的瞬時摩擦機理相同,粘著階段的摩擦機理主要為粘著摩擦,加載滑移階段內(nèi)襯墊的摩擦機理主要為粘著摩擦和滯后摩擦的混合摩擦機制,而卸載滑移階段內(nèi)襯墊的摩擦機理主要為粘著摩擦。(3)K25、GM-3及G30襯墊與鋼絲繩的摩擦面均分布著條狀的具有較高方向性的凸峰和凹谷。K25摩擦襯墊凹谷內(nèi)基體材料發(fā)生嚴重的塑型變形,同時凹谷邊緣分布著犁溝劃痕,凸峰位置分布著大量團聚的磨屑。GM-3摩擦襯墊凹谷內(nèi)基體材料同樣發(fā)生嚴重的塑型變形,同時表面產(chǎn)生大量的貝殼狀的剝落坑,但只有極少數(shù)的磨屑粒子產(chǎn)生。G30摩擦襯墊凹谷內(nèi)基體材料的塑型變形最嚴重,表面已出現(xiàn)黑化,但磨損面無明顯的剝落坑與團聚磨屑產(chǎn)生。(4)隨著動態(tài)載荷的增加,K25摩擦襯墊接觸界面產(chǎn)生的磨屑逐漸增加,形成致密第三體,造成摩擦系數(shù)減小。此外,微觀磨屑形貌表明動態(tài)載荷下襯墊表面磨損主要為粘著磨損。隨著動態(tài)拉伸力提升至2-13KN,不斷地在接觸表面聚集的摩擦熱,促使摩擦襯墊表面材料發(fā)生軟化、改性,導致摩擦襯墊表面磨屑分子內(nèi)氫鍵發(fā)生氧化斷裂,形成游離羥基,引起磨屑表面部分黑化,磨屑數(shù)量明顯增加,產(chǎn)生明顯的熱粘著磨損。(5)隨著動態(tài)拉伸力幅值的增加,粘著摩擦導致了K25摩擦襯墊滑移階段內(nèi)摩擦系數(shù)的減小,而動態(tài)拉伸力由3-5KN增加到3-8KN過程內(nèi)滯后摩擦主導GM-3與G30摩擦襯墊滑移摩擦系數(shù)的增加,動態(tài)拉伸力由3-8KN增加到3-10KN過程內(nèi)粘著摩擦主導GM-3與G30摩擦襯墊滑移摩擦系數(shù)的減小。隨著加載速度的增加,滯后摩擦導致了K25摩擦襯墊滑移摩擦系數(shù)的下降,而粘著摩擦導致了GM-3摩擦襯墊滑移摩擦系數(shù)的增大,粘著與滯后摩擦導致了G30摩擦襯墊呈現(xiàn)先增加后減小的趨勢。
[Abstract]:As the key component of the friction hoist, the friction liner relies mainly on the friction pad on the friction wheel to bear the load of the wire rope and the rope end, and depends on the friction between the steel wire and the wire rope. The friction performance of the hoist is directly related to the working energy of the hoist, the lifting efficiency and the safety and reliability. Box theory, simulating the working state of friction lining, using VW9000 high-speed camera camera in situ to observe the friction process of K25 friction pad under different load and speed, obtain real time micro interface contact morphology, reveal the occurrence of various microcosmic phenomena, the dynamic process of development, and the friction mechanism of the liner material under multi cause, and then The basic basis for the study of friction mechanism between friction gaskets and wire rope is provided. K25, GM-3 and G30 friction gaskets widely used in domestic friction hoists are used as the research objects. The real time observation of the friction experiment of the lining material under different dynamic loading forces is carried out, the contact state and the micro wear morphology of the friction interface are obtained, and the liner is combined with the liner. The wear mechanism of the debris is revealed. The relationship between the viscoelasticity and the friction coefficient of the liner is established, and the frictional coefficient characteristics of the actual contact slip between the friction lining and the wire rope under the dynamic load are analyzed. The following main conclusions are obtained: (1) the constant load slip experiment of the K25 friction pad shows that the adhesive friction is worn. Friction coefficient increases exponentially with time. With the increase of slip velocity, the friction coefficient presents an upward trend. Under high speed and high load, the friction mechanism of the surface of the liner is mainly adhesive friction; the friction mechanism of the surface of the liner is mainly lagging friction under low load and low speed; from high load to high speed, the friction mechanism of the lining surface is mainly lagging friction. The friction mechanism of the liner surface in the transition of low speed conditions is a mixed friction mechanism of adhesion and lag friction. (2) there are obvious adhesion, semi adhesive and sliding contact state in the interface of K25 friction pad during loading and unloading stage, and there are only two kinds of contact and slip contact between GM-3 and G30 friction pad. In addition, the friction mechanism of the adhesion stage in the loading and unloading process of the K25 friction pad is mainly adhesive friction, while the friction mechanism of the liner in the stage of semi adhesive and loading slip is mainly the mixed friction mechanism of adhesive friction and lag friction, while the friction mechanism of the liner in the unloading and slip stage is mainly the adhesive friction.GM-3 friction. The instantaneous friction mechanism of the friction lining and the G30 friction pad is the same. The friction mechanism of the adhesion stage is mainly adhesive friction. The friction mechanism of the liner in the stage of loading slip is mainly the mixed friction mechanism of adhesive friction and lagging friction, while the friction mechanism of the lining in the unloading and slip stage is mainly adhesive friction. (3) K25, GM-3 and G30 liner and its liner. The friction surfaces of the wire ropes are distributed in a strip of high directional and concave Valley.K25 friction pads with a serious plastic deformation, while the edge of the concave Valley is distributed in the furrow scratches. The position of the convex peak is distributed in a large number of debris.GM-3 friction pads in the concave valley. At the same time, a large number of shell shaped pits are produced on the surface, but only a few debris particles produce the most serious plastic deformation of the matrix material in the concave valley of the.G30 friction pad. The surface has appeared blackening, but there is no obvious peeling pit and agglomeration debris in the wear surface. (4) with the increase of dynamic load, the contact interface of the K25 friction pad is produced. In addition, the microchip morphology indicates that the surface wear of the liner is mainly adhesive wear. With the dynamic tensile force rising to 2-13KN, the frictional heat of the contact surface is constantly improved and the friction lining surface materials are softened and modified, resulting in friction pads. The internal hydrogen bonds in the surface of the surface debris are oxidized and fractured, forming free hydroxyl groups, causing partial blackening of the debris surface and increasing the number of debris. (5) with the increase of the amplitude of the dynamic tensile force, the adhesion friction leads to the decrease of the friction coefficient within the sliding stage of the K25 friction pad, and the dynamic tensile force increases from 3-5KN. In the process of 3-8KN, the sliding friction coefficient of the friction dominant GM-3 and the G30 friction pad is increased, and the sliding friction coefficient of the adhesive friction dominant GM-3 and the G30 friction liner is reduced by the increase of the dynamic tensile force from 3-8KN to the 3-10KN. With the increase of the loading speed, the lag friction leads to the decrease of the sliding friction coefficient of the K25 friction pad. Friction resulted in the increase of the sliding friction coefficient of GM-3 friction pad, and the friction and wear of G30 friction pad increased first and then decreased.
【學位授予單位】：中國礦業(yè)大學
【學位級別】：碩士
【學位授予年份】：2017
【分類號】：TD534.3

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