Documentos de Académico
Documentos de Profesional
Documentos de Cultura
Dr.N.Selvakumar2
2
Supervisor
Abstract-
1.0 Introduction
The global economy has been exerting an increasing demand
for novel processes, new products and innovative technologies
to resolve sustainability issues. For the automobile industry,
the issues that are attracting more and more attention are gas
saving, CO2 emission and recycling. One approach to solve
the gas and emission issue is to reduce the weight of the
vehicle without decreasing material performances [1-3].
Metal Matrix Composites (MMCs) reinforced with ceramic
particulate offer significant performance over pure metals and
alloys. MMCs tailor the best properties of the two
components, such as ductility and toughness of the matrix and
high modulus and strength of the reinforcements [4-16]. These
prominent properties of these materials enable them to be
potential for numerous applications such as automotive,
aerospace and military industries [17-20].
MMCs can be divided into three categories: particle reinforced
MMCs, short fiber reinforced MMCs and continuous fiber
reinforced MMCs. Compared to other two types of
ISBN 978-93-80609-17-1
1496
International Conference on Recent Advances in Mechanical Engineering and Interdisciplinary Developments [ICRAMID - 2014]
ISBN 978-93-80609-17-1
1497
International Conference on Recent Advances in Mechanical Engineering and Interdisciplinary Developments [ICRAMID - 2014]
MPa and yield strength of 143.7 MPa, which are much higher
than those of the monolithic aluminum.
Peng et al. [32] produced 2 to 35 volume percent of Al2O3
reinforced aluminum matrix nano-composites using a creative
method. Instead of adding nano Al2O3 particles in a direct step
of the metal matrix, they used aluminum powder with nanoscale surface as the initial material. The volume percent of
Al2O3 is determined by the particle size distribution and the
thickness of the Al2O3 layer. The Al2O3 surface layers or
shells are broken up and are uniformly distributed throughout
the nano-composite after the powder consolidation into billet
and the hot and/or cold metal working of the billet.
A good distribution has been achieved, although the process
does not allow a satisfactory control of the phase of layers
break-up and spreading. Moreover, the effectiveness and the
scalability of the method have not been proved yet.
ISBN 978-93-80609-17-1
1498
International Conference on Recent Advances in Mechanical Engineering and Interdisciplinary Developments [ICRAMID - 2014]
ISBN 978-93-80609-17-1
1499
International Conference on Recent Advances in Mechanical Engineering and Interdisciplinary Developments [ICRAMID - 2014]
= 0.5NA
Where N is the number of the broken bonds, is half of the
bond strength and A the number of atoms per unit area on the
new surface.
Particle Size
(cm)
0.1
0.01
280
5.6 x 10-3
3
5.6 x10-4
5.6 x 10-2
0.001
2.8 x 10
10-4(1m)
2.8 x 104
0.56
2.8 x 107
560
-7
10 (1nm)
Gierlotka et al. [56] used a toroid high-pressure hightemperature cell at pressures up to 8 GPa and temperatures up
to 2000C for the infiltration of a nanoporous matrix prepared
by compacting nanopowders of high-hardness materials such
as SiC and diamond. The preform grain size was about 10 nm.
ISBN 978-93-80609-17-1
1500
International Conference on Recent Advances in Mechanical Engineering and Interdisciplinary Developments [ICRAMID - 2014]
Fig.8 Tensile stress, yield stress and elongations vs. different wt. %. [62]
ISBN 978-93-80609-17-1
1501
International Conference on Recent Advances in Mechanical Engineering and Interdisciplinary Developments [ICRAMID - 2014]
ISBN 978-93-80609-17-1
1502
D. In-situ Techniques
In-situ techniques refer to a series of fabrication routes in
which the reinforcing phase is formed in the matrix. Chemical
reaction is always involved in in-situ techniques. Compared
with ex-situ techniques in which second phase is manually
introduced into the primary phase, the reinforcements formed
in-situ are thermodynamically stable at the matrix, leading to
less degradation in elevated-temperature. Besides, the
reinforcement-matrix interfaces are clean, resulting in a strong
interfacial bonding. Moreover, the in-situ formed reinforcing
International Conference on Recent Advances in Mechanical Engineering and Interdisciplinary Developments [ICRAMID - 2014]
OF
METAL
MATRIX
ISBN 978-93-80609-17-1
1503
Selflubricating
USE IN AUTOMOTIVE
Application
Bearing surfaces, cylinder
liners, pistons, cam shafts,
tappets, lifters, rockers,
brake components.
Crumple zones, frame
members and
reinforcements, pedestrian
impact zones, batteries
Water pumps, water
jackets, exposed metallic
components.
Bearing journals, cylinder
liners, pistons, cv joints,
gear surfaces.
International Conference on Recent Advances in Mechanical Engineering and Interdisciplinary Developments [ICRAMID - 2014]
Self-healing
MMCs incorporating
shape memory alloys or
hollow reinforcements
filled with low-melting
healing agents.
High thermal
conductivity
High strength
Low cost
Difficult-to-access, fatigue
prone and critical
components, such as drive
shafts, wheels, steering
knuckles and columns, and
connecting rods.
Cylinder liners, water
passages,
brakecomponents,
turbo/supercharger
components, catalytic
converters, electronics
packaging.
Connecting rods, brake
calipers, brake rotors,
brake calipers.
Intake manifolds,
accessory brackets, lowload brackets, oil pans,
valve covers, alternator
covers, water pumps.
D.CONNECTING RODS
With the advent of nanostructured materials, new materials
have been developed with exceptional properties exceeding
those expected for monolithic alloys or composites containing
micron-scale reinforcements. For example, carbon nanotubes
have ultrahigh strength and modulus; when included in a
matrix, they could impart significant property improvements
to the resulting nano-composite.
In another example [73], incorporating only 10 vol% of 50-nm
alumina (Al2O3) particles to an aluminum alloy matrix using
the powder metallurgy process increased yield strength to 515
MPa. This is 15 times stronger than the base alloy, six times
stronger than the base alloy containing 46 vol% of Al2O3, and
over 1.5 times stronger than AISI 304 stainless steel.
E.ACCESSORIES
For components not exposed to extreme loading, further cost
and weight reductions can be realized by incorporating fly ash
(a waste by-product of coal power plants) in metal (e.g.,
aluminum, magnesium, lead, and zinc) matrices. Replacing
components such as A/C pump brackets, timing belt/chain
covers, alternator housings, transmission housing, valve
covers, and intake manifolds with aluminum-fly ash
composites can reduce the vehicle cost and weight, and
thereby improve emissions and save energy [74, 75]. Adding
fly ash to aluminum also reduces its coefficient of thermal
expansion and increases its wear resistance along with making
lighter and less expensive material.
F. Suspension
Many automakers started to use aluminum and lightgage steel
for suspension components to reduce unsprung weight and
improve vehicle dynamics, but many components are still
made of cast iron. Components such as control arms or wheel
hubs made of strong silicon carbide (SiC) reinforced
aluminum or aluminum nano-composites can further improve
aluminum alloy designs by improving strength characteristics
ISBN 978-93-80609-17-1
1504
G.Brakes
Automotive disk brakes and brake calipers, typically made of
cast iron, are an area where significant weight reduction can
be realized. SiC-reinforced aluminum brake rotors are
incorporated in vehicles such as the Lotus Elise, Chrysler
Prowler, General Motors EV1, Volkswagen Lupo 3L, and the
Toyota RAV4-EV [25]. Widespread use of aluminum
composite brake rotors requires their costs to come down and
improved machinability. Aluminum-silicon carbide-graphite
composites, aluminum alumina-graphite, and hypereutectic
aluminum-silicon graphite alloys with reduced silicon carbide
to help overcome cost and machinability barriers.
Aluminum calipers are also used in performance applications
because of the weight advantage, but require additional
bridging between the two halves of the caliper to increase
rigidity. Strength improvements seen in aluminum nanocomposites being developed at UWM can provide significant
improvements in component rigidity without adding a
significant amount of material, resulting in lower weight
components.
4.0 Previous Research
R. Narayanasamy and K.S. Pandey (76) developed evaluation
of cold upset-forming and densification features in
aluminium3.5% alumina sintered powder preforms.
Cylindrical preforms of three initial theoretical densities (75,
80 and 90%) and three initial aspect ratios (0.36, 0.54 and
0.72) were prepared using a suitable die, a punch and a die
bottom insert on a 0.60 MN capacity hydraulic press. The
preforms were coated with an indigenously developed ceramic
coating and dried for a period of 9 h under room-temperature
conditions. The ceramic-coated preforms were sintered in an
electric muffle furnace for a period of 1.5 h at 550C and then
furnace-cooled. It has been established that the stresses,
namely, the axial (z), the hoop () and the hydrostatic (m),
can be calculated. They are found to have an increasing trend
with enhanced level of deformation. However, the flow
stresses increased rapidly in the early stages of deformation,
and then continue increase but at a lesser rate, as the
deformation continues.
R. Narayanasamy, N. Selvakumar and K.S. Pandey (77) have
reported that Cold upsetting experiments were carried out on
sintered AlFe composite preforms in order to evaluate their
work-hardening characteristics and from the experiments they
found that the iron content in AlFe composite decreases, the
Strain hardening value increases. For fine iron particle-size
compacts, the strain hardening Obtained is higher for low
aspect ratio. For the coarse iron particle-size, the secondary
strain hardening takes place. The secondary strain hardening
takes place during the early stage of deformation in the case of
coarse iron particle-size in the AlFe composite, because of
more amount of geometric strain hardening. As the iron
International Conference on Recent Advances in Mechanical Engineering and Interdisciplinary Developments [ICRAMID - 2014]
ISBN 978-93-80609-17-1
1505
International Conference on Recent Advances in Mechanical Engineering and Interdisciplinary Developments [ICRAMID - 2014]
ISBN 978-93-80609-17-1
1506
International Conference on Recent Advances in Mechanical Engineering and Interdisciplinary Developments [ICRAMID - 2014]
ISBN 978-93-80609-17-1
1507
International Conference on Recent Advances in Mechanical Engineering and Interdisciplinary Developments [ICRAMID - 2014]
ISBN 978-93-80609-17-1
1508
International Conference on Recent Advances in Mechanical Engineering and Interdisciplinary Developments [ICRAMID - 2014]
[81].
[82].
[83].
[84].
[85].
[86].
ISBN 978-93-80609-17-1
1509