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Friction, Wear and Boundary Lubrication 87 faces chemically interact with environment (humid/industrial vapout/acid) duct (like oxide, chlorides, copper sulphide) of reaction product film « Sliding 5 a reaction Pr Wearing aay corrosion films passivate (Fig. .5.19) or cease to grow beyond a certain thickness. This as corrosion process stops on its own. But most corrosion films are brittle and porous, ancl sliding wears away the film, The formation and subsequent loss of sacrificial (Fig. remains a continuous process. Such short life-time corrosion films are the most common e most sg fvouile 4 med so 3520) film of corrosive Wea Amount of eorron Amount of corrasion Fig.25.19 Passivation of corrosion Debris generated by corrosive wear may increase or decrease wear rate. It is well known that the inost of metal surfaces get oxide layers resulting from reactions with the environment. Thickness of these oxide layers is typically 10 microns, and they may have a protective role unless the thickness tends to grow during the cyclic contact process. If the oxide layer grows, it becomes liable to break in brite fracture, producing wear particles. Hard, broken-off oxide particles may then profoundly affect subsequent wear life as abrasive agents. If soft, ductile debris results, however, it may form a protective lubricant layer on the surface. 25.1.4 Erosive wear Erosive wear is caused by the impact of particles (solid/liquid) against a solid surface. For example, dust particles impacting on gas turbine blades and slurry impact on pump impeller. Erosive wear nate (V,) isa function of: + Particles velocity (K.E.) © Impact angle, and * Size of abrasive V, = K-A(a).(particle velocity)"(particle size)’. (2.5.15) 1 Here K, is an empirical constant and n is a velocity exponent. This means that the relationship beeen wear rate and impact velocity, Eq, 2.5.15, is described by a power law. Generally n = 2-2.5 * metals; and n = 2.5~3 for ceramics. / d “Y 88 Fundamentals of Engineering Tribology with Applications nitude of moment transfer. Ang, le of impact (a) decides the magnitud gle a of parle immediately before impact may range from 0° to oa ween erode ‘© Low impact angle: cutting wear prevails, hardness resists wear. * At arge angle fatigue wear prevails Soft (ductile) material may be suitab, 30°F a> Fig.2.5.21 Impingement angle vs. wear rate The knowledge of angle ofimpingementiswefilin designing sir stipe especialy urn landingseg., iene Landing ofan aircraft on its belly (underside without’, landing geen extended) strmed a belly landing, During a belly landing, there is normally once damage the tiplane. pedi tbological materials on the underside ofaepane are sed tered fee, and wear of sean. In addition to that designing airstrips to minimize the ova ane ie the damage to aircraft. The impingement angle is one of the most important fess and is widely recognized in iteratue,For ductile materials the maximum wear rate is found whee ee impingement angle is approximately 30°, whils for non-ductile materials the maximum weer sre ‘occurs when the impingement angle is normal to the surface. Example Pneumatic Transportation: In Fig. 2.5.22 an elbow which carries plastic pellets is tried with steel pellets. Due to metal contact elbow got damaged (worn out). ‘Metal pipe designed to carry plastic 7 pellet Fig.2.5.22 Pneumatic transportation From tribological point of view elbow must be reinforced with rubber inside the elbow to sustain the impact and absorb the additional kinetic energy.

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