Internal friction and elastic modulus of Fe-30.30 Mn-6.10 Si, Fe-29.05 Mn-6.27 S1-0.024 RE (rare earth elements) and Fe-26.40 Mn-6.02 Si- 5.20 Cr shape memory alloys were measured as a function of temperature from 150 t0 600 K using an electrostatic audio-frequency internal friction instrument. The Neel temperature, TN, and Ms temperature of these alloys were determined. By calculating the area covering the internal friction peak of theε →ν reversion transformation, effects of the Neel temperature, TN, on the ν→ε martensitic transformation were investigated. The results show that alloy compositions evidently affect the TN temperature, and RE and Cr reduce the TN temperature. With the decrease of the TN temperature and the increase of Ms-TN, the repressive effect of the TN temperature on the ν→ε martensitic transformation decreases, and the amount of the martensitic ε phase and the area of the internal friction peak of the ε →ν transformation increase.

Internal friction and elastic modulus of Fe-Mn-Si, Fe-Mn-Si-RE and Fe-Mn-Si-Cr shape memory alloys were measured from 150 K to 600 K by using an electrostatic audio-frequency internal friction instrument. The internal friction characteristics of the antiferromagnetie transition and γ→εmartensitic transformation as well as the interaction between these two transitions have been investigated. The results show that theγ→εmartensitic Lransformation is partly restrained, but can still continue below the Neel temperature (Tγ). When the temperature TN is slighdy below the Ms temperature, the internal friction peak associaled with the paramagnetic → antiferromagnetic transition disappears upon cooling due to the occurrence of the γ→ε martensitic transformation, and only the mteal friction peak associated with the γ→ε martensitic transformation can be observed. When the Neel temperature (Tγ) is much helow the temperature Ms, the internal friction peaks appear near Tγ and Ms respectively upon cooling. The rare earth elements reduce the Tv and raise the temperature Tγ, thus in Fe-Mn-Si-RE, the amount of the martensitic phaseεincases and two internal friction peaks appear near temperatures Tγ and Tγ respectively upon heating.

16Mn钢在离子渗氮基础上采用S-C-N的离子共渗技术制备出一层硫化物层，在半润滑条件下，以LY12铝合金圆环为对摩下试样，分别与16Mn钢表面渗碳和渗硫试样进行对摩试验；采用了CCr15钢为对摩下试样来测定16Mn钢表面渗碳和渗硫试样的磨损规律。用扫描电子显微镜，EDAX和XRD对磨损试样的磨痕形貌及成分做了分析。结果表明：与渗硫试样对摩的LY12铝合金圆环的表面粗糙度、磨损率、平均摩擦系数以及摩擦系数波动的幅度都比与渗碳试样对摩的要低：与LY12铝合金对摩过程中，渗硫层能够有效地避免粘着磨损，并且GCr15钢对摩过程中，渗硫层能够有效地降低16Mn钢的磨损程度。

采用离子渗N和S、C、N复合共渗技术在Cr12moV钢表面制备了由硫化物组成的改性层，考察了改性层在不同润滑条件下的摩擦磨损性能，并采用扫描电子显微镜观察分析试样磨损表面形貌结果表明：Cr12moV钢表面经复合共渗处理后形成具有良好储油能力的多孔硫化物层，硫化物层在油润滑条件下可以显著提高Cr12moV钢表面的摩擦磨损性能

研制了由EFD感应加热电源和自制的冷却系统、温控系统组成的汽车模具专用可移动式感应加热淬火设备。通过对灰口铸铁和球墨铸铁材料的表面感应淬火工艺的试验，证实该设备操作简便、稳定性强，具有很高的实用价值；实际生产试验表明，采用该工艺淬火后的汽车模具表面硬度在47～55HRC之间，淬硬层深度在2.5～3.5mm之间，达到汽车模具的技术要求。

采用自约束热疲劳试验方法，研究对比了不同回火温度对4Cr5MoSiV1、8407钢热疲劳性能的影响，观察分析了热疲劳裂纹形貌，采用热疲劳损伤因子定量地研究了两种钢的热疲劳过程。结果表明，两种钢的热疲劳裂纹萌生发生在冷热疲劳循环次数为100～200次之间；在1600次冷热循环前，二者的热疲劳损伤程度无明显的差别，在1600次冷热循环后，8407钢的热疲劳损伤程度低于4Cr5MoSiV1钢。在较低的回火温度条件下，8407钢的热疲劳抗力稍优于4Cr5MoSiV1钢。而在高温回火时，8407钢的热疲劳抗力高于4Cr5MoSiV1钢。分析了这两种钢的热疲劳机制，指出决定材料热疲劳裂纹抗力的是钢的热稳定性和钢的强度或硬度。

铝合金压铸模承受炽热压铸合金与模具润滑剂的激冷激热反复作用，极易在表面发生失效。本文探讨了在铝合金压铸模中常见的焊合及熔损现象，比较了生成的金属间化合物的不同之处，提出了使用蒸汽氧化、离子渗氮、PVD/ CVD表面镀覆和渗硼等表面处理手段以及使用合适的模具润滑剂来预防模具表面的焊合和熔损。