Orientador: Amauri Hassui / Dissertação (mestrado profissional) - Universidade Estadual de Campinas, Faculdade de Engenharia Mecanica, Faculdade de Engenharia Eletrica e de Computação e Instituto de Quimica / Made available in DSpace on 2018-08-15T08:57:27Z (GMT). No. of bitstreams: 1 Costa_AlbertoSimasda_M.pdf: 2473981 bytes, checksum: 5b3a5dc0af1efdd1489bdaf64e048673 (MD5) Previous issue date: 2009 / Resumo: O mercado busca produtos com uma boa relação custo benefício que é percebido pelo consumidor, frente às suas necessidades. As estratégias de marketing têm como uma de suas funções estimular e mesmo criar essa percepção. Portanto, é fundamental que as empresas reduzam seus custos de fabricação, dentre eles o de usinagem. No presente trabalho, foi feito um estudo do processo de fresamento frontal com o objetivo de monitorar a potência de corte e de avanço de uma máquina para indicar o momento ideal para troca de ferramenta. A operação em análise foi realizada no desbaste das faces do carter e do cabeçote de blocos de motores automotivos em ferro fundido cinzento em superfícies que apresentam características severas de corte pela sua descontinuidade. No seguimento dos testes, a avaliação do sobremetal presente, também foi objeto de estudo e indicou a possibilidade de se reduzir o mesmo. A metodologia empregada na aquisição do sinal de potência mostrou-se como um bom indicador do fim de vida da ferramenta, mesmo com as baixas taxas de amostragem possíveis e grandes interrupção do corte. O sinal também foi capaz de detectar variações nas condições de corte e permitiu também visualizar-se o rendimento do motor da máquina nessas diferentes condições. Caso seja necessário ou interessante diminuir-se o consumo de potência, isso pode ser feito de forma mais embasada. Por fim, foi feito um estudo dos mecanismos e tipos de desgaste presentes nas ferramentas. Nessa operação pode ser visualizada a presença de trincas térmicas bem como pontos de adesão na ferramenta / Abstract: The market is looking for products with a cost benefit which is perceived by consumers, compared to their needs. Marketing strategies have as one of its functions to stimulate and even create that perception. Therefore, it is essential that companies reduce their manufacturing costs, among them the machining. In this work, it was done a study of the face milling process in order to monitor the cutting power and progress from one machine to indicate the ideal time for tool change. The operation in question was held in the thinning of the faces of the crankcase and the head of automotive engine blocks, cast iron gray areas which show characteristics of hard-face cut by its discontinuity. Following the tests, the evaluation of an allowance this has also been studied and indicated the possibility of reducing the same. The methodology used in the signal acquisition power proved to be a good indicator of the end of tool life, even with low sampling rates and large possible interruption of the cut. The signal was also able to detect variations in cutting conditions and also allowed to view the engine performance of the machine in these different conditions. If it is interesting or necessary to decrease the power consumption, this can be done in more scientific based way. Finally, a study was made of the mechanisms and types of wear on these tools. In these operations it was visualized the presence of thermal cracks and adhesion points were identified on cutting tools / Mestrado / Materiais e Processos de Fabricação / Mestre em Engenharia Automobilistica

Foi estudado o efeito da variação do teor de cromo, em 3%, 6% e 9% em massa, na microestrutura, dureza e oxidação de um ferro fundido branco multicomponente. O Thermo-Calc versão 5 foi a ferramenta utilizada para cálculos termodinâmicos que resultaram na previsão das fases formadas para cada liga. Experimentalmente, foram realizados os seguintes estudos: i) caracterização microestrutural das ligas fundidas com os diferentes teores de cromo na condição bruta de fundição; ii) ensaio de dureza na matriz duplamente revenida em cinco diferentes temperaturas entre 400 °C e 600 °C; e iii) ensaio de termogravimetria em atmosfera controlada de 71,2 % N2 + 17,8 % O2 + 11% H2O, com temperatura constante em 650 °C e por um tempo de 240 minutos. O resultado da caracterização microestrutural permitiu identificar que, com o aumento do teor de cromo, houve aumento da fração volumétrica de carbonetos eutéticos e redução do espaçamento dendrítico secundário. Com as medidas de dureza da matriz após tratamento térmico verificou-se que, independentemente do teor de cromo, o pico de máxima dureza ocorre na temperatura de duplo revenimento de 550°C e, nessa temperatura, a amostra com 9% de cromo exibiu o maior valor de dureza. O ganho de massa das amostras submetidas ao ensaio de termogravimetria foi inversamente proporcional ao aumento de teor de cromo e todas as ligas apresentaram cinética de oxidação parabólica. A caracterização da seção transversal das amostras oxidadas, realizada por meio de um FIB, permitiu identificar, na amostra com 9% de cromo, uma nano camada de óxido de cromo, estrutura decisiva para a menor taxa de oxidação. Os resultados desse estudo permitem concluir que a variação do teor de cromo afeta de maneira significativa a resistência à oxidação, a dureza da matriz e a fração volumétrica de carbonetos eutéticos. / The effect of chromium variation, 3%, 6% and 9% Cr in mass in the microstructure, hardness and oxidation of a Multicomponent White Cast Iron was studied. The Thermo-Calc software version 5 was the tool used for thermodynamic calculations to predict the phases formed for each alloy. Experimentally, the following studies were carried out: i) microstructure characterization of the as cast alloys with the different chromium contents, ii) hardness test in the double tempered matrix at five different temperature between 400°C and 600° and iii) themogravimetric test with steam atmosphere composed of 71,2 % N2 + 17,8 % O2 + 11% H2O at constant temperature of 650° for 240 minutes. The result of the microstructure characterization allowed to observe that with increasing chromium content, there was an increase in the volume fraction of eutectic carbides and a reduction of the secondary dendritic spacing. Independently of the chromium content, a maximum hardness was observed always for double tempered at 550°C and the alloy with 9% of chromium exhibited the highest hardness average value. The final weight gain was inversely proportional to the increase in chromium content and all alloys showed parabolic oxidation kinetics. The alloy with 9% Cr showed the lowest final mass gain and the surface characterization of the sample after oxidation was carried out and the cross section of the sample was performed by FIB and was observed the formation of a nano-oxide layer on the alloy surface with 9% Cr. The results of this study leads to the conclusion that the chromium content variation significantly affects the oxidation resistance, the final hardness of the matrix and the volume fraction of eutectic carbides.

This research study talks about the possible influence of gray cast iron microstructure on the corrosion properties of the brake rotor and the effect of stiction. Three Gray cast iron rotors with fully pearlitic microstructure and below 5% volume content of ferrite were studied in this research to understand their microstructural influence over corrosion. The selected gray cast iron rotors were friction tested against a 2009 Original Equipment Manufacturer (OEM) Ford F150 brake pad using scaled-down SAE J2522 standard test. Tested samples were later subjected to GMW16696 standard test, to identify the breakaway forces indirectly defining the corrosion resistance of the friction material used. The results show that the degree of corrosion and breakaway forces observed are greatly influenced by the graphite content quantified from quantitative analysis techniques adopted. Rotor with higher graphite content observed higher breakaway force and higher oxygen content compared to the other two studied rotors. Higher graphite content is considered to provide more cathodes, it accelerates the corrosion of the iron element in the rotor. There is no reliable correlation between the pearlite and ferrite of the gray cast iron rotor stiction force. The poor correlation between stiction force and microstructure also shows that the size of stiction force is not determined by a single factor.

Funeral cast iron plastics offer an unique insight into the blending of art and trade in the 19th century. The Brdy region represented a very important centre of iron manufacture at that time, from which artistic ingenuity as well as skilled trade spread. The project Funeral cast iron plastics from the Brdy Region examined considering its Contacts with Cast Iron Manufacturing Centres in Prussia and Moravia in the 19th Century presents the Brdy cast iron within the context of the most important production centres of cast iron in Prussia, Moravia and Austria. 39 sample books were examined and described and photographic documentation of 2020 funeral monuments was gathered. 547 of these were documented in Berlin, 142 in Gliwice, 559 in and around Hořovice, Beroun, Rožmitál, Plzeň, and Plasy, 376 in the region of Blansko and Frýdlant nad Ostravicí, in and around Mariazell, pictures of 396 monuments were taken. Funeral cast iron plastics stand between artistic and commercial cast iron production. Three areas of Funeral cast iron Production in central Europe were identified and examined. The first one arose from the Prussian foundries in Berlin and Gliwice. The foundry of Plasy and also the Fürstenberk foundry in Beroun as well as the older production of the Blansko foundry are linked to the heritage of...

Frictional stability and wear resistance are key performance requirements for heavy truck brake linings. Lining-counterface friction affects the rate of vehicle deceleration, but wear also affects stopping characteristics because uneven or high wear can alter the contact geometry of the lining, change the pattern of frictional heat generation, and degrade the response of the braking system. Inertia dynamometer wear tests are commonly conducted in the linings industry, but are expensive and time consuming. It is therefore of interest to seek more convenient, lower-cost test methods that still enable wear rates of various linings to be effectively differentiated. The purposes of the current study were to determine whether the wear of brake lining materials can be measured in shorter-term laboratory tests, and if so, to determine to what extent the relative ranking of several lining materials' wear resistance depends on the method of testing. To investigate these issues, three commercial truck brake lining materials were worn against gray cast iron using three different laboratory-scale wear testing machines. Assessments of wear by gravimetric methods and dimensional changes using the same test apparatus were compared. The three linings ranked in similar order in all three kinds of wear tests, but the relative differences between the wear of one lining and another differed among the test methods. Results are discussed in terms of what test conditions are required to simulate brake lining wear in trucks, and how in situ lining material aging and transfer film formation can affect the wear of brake lining materials. Differences in the entrapment of third-bodies entering the contact had an important influence on the wear results and an additional set of block-on-ring experiments was conducted to demonstrate that effect. Removing wear debris with a wiper pad altered the relative wear ranking of the three materials.

Friction interaction between brake materials see a rise in temperatures of over 1000 oC contributing to thermal fade of brakes and deterioration/cracking of rotors. Various microstructural features like graphite, ferrite and pearlite could influence the mechanical and thermal properties and related friction performance of the brake materials. Even more relevant impact on properties and friction performance of rotors can be expected after coatings or surface treatments. The primary purpose of this research is to identify the impact of microstructure and surface treatment on properties and friction performance of four types of pearlitic gray cast irons. The C30, C20 and FC150 rotors were surface treated by bombarding with heavy ions which diffused into cast iron and created a coating with different chemistry and properties when compared to the “non-treated” rotors. Complete chemical and material characterization of the brake rotors using optical emission spectrometer (OES), carbon-sulfur combustion analyzer, polarized light microscopy, density (analytical balance and Archimedes principle), Brinell hardness tester, laser flash apparatus, scanning electron microscopy, and energy dispersive X-ray microanalysis. The pearlitic gray cast iron rotors are typified by the presence of graphite, carbides, and inclusions in an almost fully pearlitic matrix with a minimum amount (2-4 vol.%) of “free” ferrite. Graphite can be further classified based on its morphology. The investigated cast irons contained two different graphite types: type VII-E5 for the F150 OEM rotor, and type VII-C5 characteristic for the ASTM A48 classes C30 and C20, as well as the “Japanese” JIS G5501 FC150 rotors. It was identified from the initial curve fitting models that the observed microstructural differences in individual cast iron types are responsible for the observed mechanical (density – decreases with increasing ferrite and decreasing pearlite contents; hardness – decreases with increasing ferrite contents) and thermal properties (increase with increasing ferrite and pearlite contents), and friction performance (increases with increasing ferrite and decreasing graphite contents) of the studied rotors. The applied surface treatment also contributed to the modification of the mechanical and thermal properties, as well as friction performance of the studied rotors. However, there were not enough statistically relevant models developed from the generated data, which could identify the combined influence of various microstructural features observed and applied surface treatment over the properties and friction performance of the studied rotors.

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Scania wants to lower the weight of their trucks, including the goal to reduce the carbon dioxide emissions, and one way to do that is to use laser welding instead of fastenings.This bachelor thesis work is about laser welding of ductile cast iron, or spheroidal graphite cast iron or nodular cast iron, to QT-steels and case hardening steel and evaluation of the mechanical properties of the weld. Also laser welding of cast steel to the same two materials are being evaluated in this work. Tests are done to evaluate the effect on the material from laser welding. The tests are tensile tests and Vickers hardness test; both across and along the weld and in some areas of interest. EDS (Energy Dispersive X-Ray Spectroscopy) is used to analyze the composition in the weld and light optical microscope is used to look at the fusion zone (FZ) and the heat affected zone (HAZ). The results shows that the hardness is high in the heat affected zone due to the formation of martensite and that the materials mix more towards the root of the weld. The materials also mix more if the weld depth is deeper. The width of the heat affected zone seems to be longer if the heat input is higher. It is also clear that welding of cast steel is less complicated than the welding of ductile cast iron. That is because ductile cast iron gets a hard and brittle heat affected zone (HAZ) while the cast steel does not. The cast steel can also be welded without filler wire without getting to hard or to brittle. If laser welding is to be used in the future the component should be constructed in such a way that the fusion zone is not carrying the main load. Tests on fatigue strength should also first be done on a finished component as it cannot be tested on the samples in this work. This work was conducted at Scania AB and the royal institute of technology, KTH, in Sweden. / Scania vill sänka vikten på sina lastbilar, bland annat för att minska utsläppen av koldioxid, och ett sätt att göra det är att lasersvetsa istället för att använda bultar. Detta kandidatexamensarbete handlar om lasersvetsning av segjärn, eller nodulärt gjutjärn som det också kallas, till seghärdningsstål och sätthärdningsstål samt utvärdering av svetsens mekaniska egenskaper. Även lasersvetsning av gjutstål till samma stålsorter som ovan utvärderas i detta arbete.Tester görs för att utvärdera effekten på materialet från lasersvetsningen. Testerna är dragprov och Vickers hårdhetstestning; både tvärs över och längs med svetsen samt även i vissa områden av särskilt intresse. EDS (Energy Dispersive X-Ray Spectroscopy) används för att analysera sammansättningen i svetsen och ljusoptiskt mikroskop används för att se svetsgodset och den värmepåverkade zonen. Resultaten visar att hårdheten går upp i den värmepåverkade zonen på grund av martensit bildning och att materialen blandar sig mer närmare svetsroten. Materialen blandar sig också mer om svetsdjupet är djupare. Den värmepåverkade zonens bredd verkar vara större om sträckenergin är hög. Det står också klart att svetsning av gjutstål är mindre komplicerat än svetsning av segjärn eftersom segjärnet får en hög hårdhet i den värmepåverkade zonen medan det inte alls blir så för gjutstålet. Gjutstålet kunde också svetsas utan tillsatsmaterial utan att få ett för hårt eller sprött svetsgods. Om man vill använda lasersvetsning i framtiden ska komponenter konstrueras så att svetsen inte bär huvudvikten eftersom resultatet visar att svetsgodset får lägre brottgräns. Utmattningstester borde också göras på en färdig komponent eftersom det inte kan testas på proven från det här arbetet. Detta arbete utfördes på Scania AB och Kungliga Tekniska Högskolan, KTH, i Sverige.

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