In the article, the authors analyze and discuss several models used to the calculation of air gauge characteristics. The model based on the actual mass flow (which is smaller than the theoretical one) was proposed, too. Calculations have been performed with a dedicated software with the second critical parameters included. The air gauge static characteristics calculated with 6 different models were compared with the experimental data. It appeared that the second critical parameters model (SCP) provided the characteristics close to the experimental ones, with an error of ca. 3% within the air gauge measuring range.
The FMEA (Failure Mode and Effects Analysis) method consists in analysis of failure modes and evaluation of their effects based on determination of cause-effect relationships for formation of possible product or process defects. Identified irregularities which occur during the production process of piston castings for internal combustion engines were ordered according to their failure rates, and using Pareto-Lorenz analysis, their per cent and cumulated shares were determined. The assessments of risk of defects occurrence and their causes were carried out in ten-point scale of integers, while taking three following criteria into account: significance of effects of the defect occurrence (LPZ), defect occurrence probability (LPW) and detectability of the defect found (LPO). A product of these quantities constituted the risk score index connected with a failure occurrence (a so-called “priority number,” LPR). Based on the observations of the piston casting process and on the knowledge of production supervisors, a set of corrective actions was developed and the FMEA was carried out again. It was shown that the proposed improvements reduce the risk of occurrence of process failures significantly, translating into a decrease in defects and irregularities during the production of piston castings for internal combustion engines.
In spite of the fact that in most applications, magnesium alloys are intended for operation in environments with room temperature, these alloys are subject to elevated temperature and oxidizing atmosphere in various stages of preparation (casting, welding, thermal treatment). At present, the studies focus on development of alloys with magnesium matrix, intended for plastic forming. The paper presents results of studies on oxidation rate of WE43 and ZRE1 magnesium foundry alloys in dry and humidified atmosphere of N2+1%O2. Measurements of the oxidation rate were carried out using a Setaram thermobalance in the temperature range of 350-480°C. Corrosion products were analyzed by SEM-SEI, BSE and EDS. It was found that the oxide layer on the WE43 alloy has a very good resistance to oxidation. The high protective properties of the layer should be attributed to the presence of yttrium in this alloy. On the other hand, a porous, two-layer scale with a low adhesion to the substrate forms on the ZRE1 alloy. The increase in the sample mass in dry gas is lower than that in humidified gas.
The paper presents the results of studies on the effect of the AlSi17Cu5 alloy overheating to atemperature of 920°C and modification with phosphorus (CuP10) on the resultingmechanical (HB, Rm, R0.2) and plastic (A5 and Z) properties. It has been shown that, so-called, "timethermal treatment" (TTT) of an alloy in the liquid state, consisting inoverheating the metal to about 250°C above Tliq,holding at this temperature by 30 minutes improvesthe mechanical properties. It has also been found that overheating of alloy above Tliq.enhances the process of modification, resulting in the formation of fine-grain structure. The primary silicon crystals uniformly distributed in the eutectic and characteristics ofthe α(Al) solution supersaturated with alloying elements present in the starting alloy composition (Cu, Fe) provide not only an increase of strength at ambient temperature but also at elevated temperature (250°C).
The paper presents the influence of modification with phosphorus (CuP10) on the tribological properties of the alloy AlSi17Cu5Mg coupled abrasively with cast-iron EN GJL-350. Tests of coefficient of friction and wear of mass were conducted on tribological tester T-01. An important aspect in the assessment of the tribological properties is the analysis of initial material microstructure in reference to silumin which underwent modification with phosphorus. It was found that the difference in structure of tested materials, mainly sizes of primary silicon crystals significantly influences the tribological properties whereas the speed change of the friction knot does not have such big influence.
The paper presents results of calorimetric studies of foundry nickel superalloys: IN100, IN713C, Mar - M247 and ŻS6 U. Particular attention was paid to determination of phase transiti ons temperatures during heating and cooling. The samples were heated to a temperature of 1500°C with a rate of 10°C ⋅ min – 1 and then held at this temperature for 5 min. After a complete melting, the samples were cooled with the same rat e. Argon with a purity of 99.99% constituted the protective atmosphere. The sample was placed in an alundum crucible with a capacity of 0.45 cm 3 . Temperature and heat calibration was carried out based on the mel ting point of high- purity Ni. The tests were carried out by the differential scanning calorimetry (DSC) using a Multi HTC high -temperature calorimeter from Setaram. Based on the DSC curves, the following temperatures were determined: solidus and liquidus, dissolution and precipitation of the γ ’ phase, MC carbides and melting of the γ ’ /γ eutectic. In the temperature range of 100 -1100°C, specific heat capacity of the investigated superalloys was determined. It was found that the IN713C and IN100 alloys exhibit a higher specific heat while compared to the Mar - M247 and ŻS6 U alloys.
Emergence of new designs for internal combustion engines resulted in a necessity to search for new materials which will rise to excessive technological requirements under operating conditions of modern internal combustion engines of up to 150 kW. Focusing only on material properties, theoretically existing alloys should meet presents requirements. More importantly, existing materials are well fitted to the entire crank-piston system. Thus, there is a need for a more thorough examination of these materials. The paper presents studies on determination of coefficient of friction μ and wear for the A390.0 alloy modified with AlTi5B master alloy combined with EN GJL-350 cast iron. The characteristics of a T-11 tribological tester (pin on disc) used for the tests, as well as the methodology of the tribological tests, were described. Also, the analysis of the surface distribution of elements for the pin and the disc was presented. The studies were realized in order to find whether the analyzed alloy meets the excessive requirements for the materials intended for pistons of modern internal combustion engines. The results show that the A390.0 alloy can only be applied to a load of 1.4 MPa. Above this value was observed destructive wear, which results in the inability to use it in modern internal combustion engines.
In the dissertation it has been shown, that so called “time-thermal treatment” (TTT) of the alloy in liquid state as overheating the metal with around 250o C above Tliq. and detailing it in temperature for 30 to 40 minutes has the influence on changing the crystallization parameters (Tliq., TEmin. , TEmax., TE(Me), TSol.). It was ascertained, that overheating the AlSi17Cu5Mg alloy substantially above Tliq. results with microcrystalline structure. Evenly distributed in the eutectic warp primeval silicon crystals and supersaturated with alloying additives of base content (Cu, Mg, Fe) of α(Al) solution, ensures not only increase durability in ambient temperature, but also at elevated temperature (250o C), what due to it’s use in car industry is an advantage.
In the dissertation it has been shown, that so called „time-thermal treatment” (TTT) of the alloy in liquid state, as overheating the metal with around 250o C above the Tliq. and detaining it in this temperature for around 30 minutes, improves the mechanical properties (HB, Rm, R0,2). It was ascertained, that overheating the AlSi17Cu5Mg alloy aids the modification, resulting with microcrystalline structure. Uniform arrangement of the Si primeval crystals in the warp, and α(Al) solution type, supersaturated with alloying elements present in the base content (Cu, Mg) assures not only increased durability in the ambient temperature, but also at elevated temperature (250o C), what is an advantage, especially due to the use in car industry.
In the dissertation the data modeling has been shown for the data that regards the damages, which value is above zero. With the use of Weibull distribution, with prior regression and correlation analysis chosen parameters that defines the life time and failure level of two populations of AlSi17Cu5 were defined. The calculation sheet of reliability allows to create so called survival diagram, and on the basis of durability data the average warrantee can be determined, on the pre-exploitation period.
In the paper the reasons for steam pipeline’s elbow material rupture, made of steel 13CrMo4-5 (15HM) that is being used in the energetics. Based on the mechanical properties in the ambient temperature (Rm, Rp0,2 and elongation A5) and in the increased temperature (Rp0,2t ) it was found, that the pipeline elbow’s material sampled from the ruptured area has lower Rp0,2 i Rp0,2t by around 2% than it is a requirement for 13CrMo4-5 steel in it’s base state. The damage appeared as a result of complex stress state, that substantially exceeded the admissible tensions, what was the consequence of considerable structure degradation level. As a result of the microstructure tests on HITACHI S4200 microscope, the considerable development of the creeping process associates were found. Also the advances progress of the microstructure degradation was observed, which is substantial decomposition of bainite and multiple, with varied secretion size, and in most cases forming the micro cracks chains. With the use of lateral micro sections the creeping voids were observed, that creates at some places the shrinkage porosities clusters and micro pores.
The paper presents tribological properties of A390.0 (AlSi17Cu5Mg) alloy coupled in abrasive action with EN-GJL-350 grey cast-iron. The silumin was prepared with the use of two different technologies which differed in terms of cooling speed. In the first case the alloy was modified with foundry alloy CuP10 and cast to a standard tester ATD and in case of second option the modified alloy was cast into steel casting die. Due to different speed of heat removal the silumins varied in structure, particularly with size of primary crystals of silicon and their distribution in matrix which had a significant influence of friction coefficient in conditions of dry friction.
The paper presents an analysis of the effect of shape of primary silicon crystals on the sizes of stresses and deformations in a surface layer of A390.0 alloy by Finite Elements Method (FEM). Analysis of stereological characteristics of the studied alloy, performed based on a quantitative metallographic analysis in combination with a statistical analysis, was used for this purpose. The presented simulation tests showed not only the deposition depth of maximum stresses and strains, but also allowed for determining the aforementioned values depending on the shape of the silicon crystals. The studied material is intended for pistons of internal combustion engines, therefore the analysis of the surface layer corresponded to conditions during friction in a piston-cylinder system of an internal combustion engine having power of up to 100 kW. The obtained results showed important differences in the values of stresses and strains up to 15% between various shape of the silicon crystals. Crystals with sharp edges caused higher stresses and deformation locally than those with rounded shapes.