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Tribology in the Automotive Sector
Published in Jitendra Kumar Katiyar, Alessandro Ruggiero, T.V.V.L.N. Rao, J. Paulo Davim, Industrial Tribology, 2023
Sudheer Reddy Beyanagari, P. Kumaravelu, Dhiraj Kumar Reddy Gongati, Yashwanth Maddini, S. Arulvel, Jayakrishna Kandasamy
The wheel drum is often made of alloy steel, whereas the brake drum is made of cast iron having high strength and ductility, which can absorb shocks and resists wear and tear. The wheels are made up of steels are longevity, high strength and toughness. The steel wheels are quite cheaper than the alloy wheels because the manufacturing process consists of stamping the wheels into the desired shape. However, the steel wheels possess many disadvantages because the weight of the wheels is heavy and thus this will increase the unsprung weight of the vehicle; such conditions force to trash out the suspension system after a certain period. Moreover, steels are easily oxidised and corroded due to environmental changes leading to the formation of corrosion and pitting wears. With the growth of automobile industries, alloy wheels have come into existence, which are made up of Al and Mg alloys. This is because they are lightweight and thus help to reduce the overall weight of the vehicle and improves millage, braking system and acceleration. Furthermore, it distributes the minimal load to the coil spring, resulting in improved grip and traction. In comparison to steel wheels, the alloy wheels transfer heat faster; thereby, it helps to improve the life of the tyre. Moreover, these wheels are corrosion-proof.
Wheels and Tyres
Published in G. K. Awari, V. S. Kumbhar, R. B. Tirpude, Automotive Systems, 2021
G. K. Awari, V. S. Kumbhar, R. B. Tirpude
These wheels are made of magnesium and aluminium, the main purpose of which is to reduce weight. Compared to steel, magnesium alloy is 50% lighter but has similar strength. Reduced weight enhances fuel economy. Light alloys are better conductors of heat than steel, so that they transfer any heat generated by the tyre or brake more quickly, which improves tyre life. Magnesium alloys exhibit very good fatigue properties and excellent resilience, due to which they are capable of resisting vibrational and shock loading better than both aluminium alloy and steel. These wheels are manufactured with a single-piece rim and disc. As regards the cost, light alloy wheels are more expensive to manufacture than pressed steel wheels. Aluminium alloy wheels are cheaper than magnesium alloy wheels. Usually aluminium alloy wheels are preferred for passenger cars and trucks, and magnesium alloy wheels for sports and racing cars.
The influence of mechanical grinding on the microstructure and corrosion behaviour of A356 aluminium alloys
Published in Corrosion Engineering, Science and Technology, 2022
M. D. Goodall, S. Pawar, M. Curioni, S. Morsch, M. G. Unthank, S. R. Gibbon, X. Zhou
The high filiform/cosmetic corrosion susceptibility of the near-surface deformed layer on aluminium alloys is of significant relevance to the automotive industry as aluminium alloys are increasingly used for vehicle body structure and alloy wheels with the aim of reducing vehicle weight and, consequently, reducing CO2 emission. Alloy wheels are mostly made of A356 cast aluminium alloy. In alloy wheel production, surface finishing operations including machining and mechanical grinding are carried out to enhance appearance. Machining is employed to generate the ‘diamond cut’ finish and mechanical grinding is used to remove small burrs and defects left over from casting stage [28]. As described above, such operations can introduce a near-surface deformed layer to wrought aluminium alloys. However, A356 cast alloy consists of primary α-aluminium and eutectic regions, which is different from previous work on the near-surface deformed layer formed on wrought aluminium alloys. Thus, the formation of near-surface deformed layer on A356 cast alloy and its influence on corrosion property might be different, particularly within the eutectic regions where a relatively high volume fraction of hard and brittle silicon phase is present, which is difficult to be deformed and has different electrochemical property from α-aluminium. In the present study, the effect of mechanical grinding on the microstructure in the near-surface region of A356 cast aluminium alloy and its influence on the corrosion behaviour of the alloy are investigated, with a focus on comparing the microstructure modification and the associated corrosion behaviour in primary α-aluminium and eutectic regions.