Due to the low density and high temperature resistance, the SiCp/A356 composites have great potential for weight reduction and braking performance using the brake disc used in trains and automobiles. But the friction coefficient and braking performance are not stable in the braking process because of temperature rising. In this paper, friction and wear behaviors of SiCp/A356 composite against semimetallic materials were investigated in a ring-on-disc configuration in the temperature range of 30°C to 300°C. Experiments were conducted at a constant sliding speed of 1.4 m/s and an applied load of 200 N. Worn surface, subsurface, and wear debris were also examined by using SEM and EDS techniques. The third body films (TBFs) lubricated wear transferred to the third body abrasive wear above 200°C, which was a transition temperature. The friction coefficient decreased and weight of semimetallic materials increased with the increase of temperature and the temperature had almost no effect on the weight loss of composites. The dominant wear mechanism of the composites was microploughing and slight adhesion below 200°C, while being controlled by cutting grooves, severe adhesion, and delamination above the 200°C.

The thermal fatigue crack initiation and propagation behavior of SiCp/A356 composites which is produced by stirring casting were studied. Specimens with a V-shaped notch were used in the thermal fatigue experiment. Optical microscope (OM) and scanning electron microscope (SEM) were used to observe the crack growth. Crack initiated at the notch tip after about 150 cycles of heating and cooling from room temperature to 250 °C. The crack propagation stage was dominated during the whole crack growth. Cracks mainly propagated along the interface of particle and through the matrix. The propagation stage experienced the cycle of slow propagation and fast propagation, and a Step-Like shape was observed during the crack growth process. The micro cracks appeared in the interface of particle and the matrix after repeated thermal cycles, and induced fast propagation by coalescing with the main cracks. Distributions of the particle play an important role in hindering thermal fatigue crack propagation. Hardness of the composites decreased with the increase of the number of cycles, and decreased by 46.1% after thermal 290 cycles. Keywords: SiCp/A356 composites, Thermal fatigue crack, Stirring casting, Crack propagation, Crack growt

The wear performance of AlSi7Mg0.6 aluminum alloy, a casting aluminum alloy used in positioning devices for catenary systems of high-speed railways which fail frequently on lines where the speed of trains is higher than 300 m/s, is discussed in this study. It was estimated that sliding contact wear occurred and mainly contributed to the failure. To explore the competing mechanism for frictional wear failure, frictional experiments based on three groups of sliding distance (0.5 mm, 1.5 mm and 3.0 mm) and four groups of applied loads (20 N, 50 N, 100 N and 200 N) were implemented. Three-dimensional morphological observation results revealed that the wear volumes at a sliding distance of 0.5 mm were only about 1/10 of that at a sliding distance of 3.0 mm. It was also revealed that the wear volume based on a sliding distance of 3.0 mm and applied load of 20 N was still much larger than the wear volume under a sliding distance of 0.5 mm and applied load of 200 N. SEM observation of the microstructures revealed that abrasive wear was the dominant wear mechanism in dry sliding friction conditions. A simplified positioning device model was also established to study the influence of tension force on wear performance. The simulation results revealed that smaller tension force between the positioning support and positioning hook would lead to higher relative sliding distance and larger wear depth. Sliding contact friction should be avoided due to relatively large wear efficiency compared with rolling contact friction. Both experimental and simulation results suggested that proper tension force was preferred in assembling components which could ensure rolling contact friction rather than sliding contact friction.