Page 94 - 摩擦学学报2025年第10期

第 10 期 李奕宁, 等: 3J1与G95Cr18配副在15#航空液压油润滑下的摩擦学行为 1491

system at different speeds. The results revealed that as the speed increases, the system enters a state of mixed lubrication.
Observations from the microscope showed that as the speed increased, the carbon film gradually wears away and a new
friction reaction film gradually forms at a rate faster than its consumption. Therefore, the friction coefficient was at its
lowest at this point, but the wear scar enlarged. Calculations from 3D-light topography interferometer data showed that
-7 3
the wear rate was at its lowest at 75 mm/s, being only 4.1×10 mm /(N·m). As the speed changed, the primary wear
mechanisms were abrasive wear and adhesive wear. The system exhibited the same trend with increased load as it does
with increased speed. As the load increased, the friction coefficient of the system increased from 0.092 (1 N) to 0.133 (3 N),
then decreased to 0.095 (5 N), and finally increased to 0.102 (10 N). Additionally, a long-wear experiment was
conducted for 30 minutes under conditions of 5 N, 75 mm/s, and room temperature, followed by testing the friction
coefficient of the system at different loads. The results showed that as the load increased, the system remained in a state
of mixed lubrication. As the load increased, the wear rate gradually decreased. When the load is 10 N, the wear rate was
−8 3
at its lowest, being only 9.8×10 mm /(N·m). As the load changed, the primary wear mechanisms remained abrasive
wear and adhesive wear. We also investigated the impact of temperature on the system’s friction performance. The
friction coefficient showed a trend of first decreasing, then increasing, and then decreasing with the increase of
temperature. As the temperature increased, the friction coefficient of the system increased from 0.095 (room
temperature) to 0.131 (95 ℃) and finally decreased to 0.107 (155 ℃). This was due to the formation of carbides in the
contact area, which significantly reduced the friction coefficient and fluctuates greatly. The friction coefficient showed a
trend of first decreasing, then increasing and then decreasing again as the temperature increased. Notably, when the
temperature rises to 155 ℃, 15# aviation hydraulic oil carbonized, and the generated carbon benefited friction wear.
However, the consumption of carbon intensifies the friction in the wear area, therefore the friction coefficient began to
−8 3
rise again. When the temperature was at 75 ℃, the wear rate was at its lowest, being only 4.3×10 mm /(N·m), which
was 13.9% of the wear rate at 35 ℃. As the temperature changed, the primary wear mechanisms were abrasive wear and
adhesive wear, and as the temperature rose, the characteristics of adhesive wear became more apparent. Optimal friction
performance was achieved when the speed was 75 mm/s, the load was 5 N, and the temperature was at room level.
Further exploration of the friction mechanism via X-ray photoelectron spectroscopy (XPS) revealed the formation of a
reactive oxide film in the friction area. This was key to achieving high-performance friction and wear. Our study
provided theoretical guidance from a tribological perspective for material research in the next generation of aviation.
Key words: 3J1; G95Cr18; 15# aviation hydraulic oil; friction and wear; friction mechanism

随着航空工业领域技术的不断发展，材料需要具 锈钢 ，可广泛应用于航空领域中的轴承和阀门等领
[11]
有高强度、耐高温以及优异的耐摩擦磨损等性能，急 域，其本身具有优异的耐腐蚀及耐磨性 [12-13] ，可用作3J1
需开发出新的航空航天材料 [1-4] . 目前更高速度、载荷 材料的摩擦配副材料，满足日益增加的高速、高载及
及温度的飞机需要更为精密的电液伺服阀，作为电液 高温的飞机液压作动器的需求.

伺服控制系统中的关键设备，其可靠性直接关系到整 目前需要使用润滑油作为常见体系的润滑介质，
个飞行器的飞行安全和稳定性. 在伺服阀工作的过程 而15#航空液压油由于具有良好的润滑性能及优异的
[14]
[15]
中，反馈杆末端的小球与阀芯槽需要产生往复碰撞， 黏温性能，被广泛应用于航空系统 . 孙等 研究了15#
使得小球末端受到巨大的冲击应力，接触区域产生磨 航空液压油的主要成分与黏度和耐腐蚀性的影响，具
[16]
损. 随着冲击次数的增多，接触区的磨损加剧，原配合 有重要的指导意义. 黄河等 通过测试15#航空液压
关系出现间隙配合，导致反馈杆无法形成精确的力反 油在−55~135 ℃时的流变性能，发现当温度大于60 ℃
[5]
馈，影响伺服阀的精密控制性能 . 而Ni36CrTiAl (3J1) 时，此时液压油的黏度会升高直至趋于平缓. 赵辉等 [17]
合金作为1种合金材料，具有优异的高耐蚀及高强度 使用四球摩擦磨损试验机，探究GCr15钢球在不同速
等特点 [6-7] . 经过热处理后的3J1材料具有优异的力学 度、载荷及温度下，以15#航空液压油为润滑介质时的
[8]
性能 ，可在高速、高载及高温的条件下使用，可用作 摩擦磨损性能，随着条件的变化，其润滑状态确实也
现役飞机电液伺服阀反馈杆材料. 目前，对于3J1材料 会出现变化.
的研究主要集中在材料的加工工艺方面 [9-10] ，缺少对 3J1与G95Cr18作为1种新型材料，虽然具有优异
其摩擦磨损性能的探究. G95Cr18作为高氮马氏体不 的耐摩性能，但其磨损机理尚不明确，尤其是在15#航