Computer simulation and high-specification testing play an important role in the design and manufacture of complete vehicles and components . Today's auto industry puts forward more stringent requirements on engine size, power, fuel injection strategies, and other aspects, coupled with the escalation of emission regulations everywhere, which also poses greater challenges for auto parts suppliers. Federal-Mogul recently conducted a new round of simulation testing and optimization of its piston products, further increasing the technological content of its products. SMCS casting simulation In recent years, Federal-Mogul has proposed a Slow-Motion Foundry Simulation (SMCS) program, which provides more accurate data for material flow, pressure, and piston ring mold filling during piston casting. This party is mainly responsible for the implementation of the Federal-Mogul Powertrain Department. Its main purpose is to further enhance the quality, strength and wear resistance of the piston rings. Steffen Hoppe, Head of Technology for Federal-Mogul Piston Ring and Piston Bushing, stated: "The components around the engine's combustion chambers, especially the piston rings, are being improved in terms of thermal, mechanical, and tribological industry standards." By using thinner piston rings, Reducing engine friction, however, puts more stringent requirements on the bending strength of the piston ring material. In order to meet new requirements, Hoppe said the company is developing new materials, casting processes and new simulation solutions. †In order to make breakthroughs in the traditional stacking process, Federal-Mogul has developed a highly automated vertical pouring process that uses specially designed dies to optimize the design of the filling/pouring area. According to Federal-Mogul, the use of this process increases the homogeneity of the graphite material on the piston ring element by injecting the material fluid around the casting. The use of a high-speed camera in the vertical casting process overcomes the limitations of traditional finite element modeling. Hoppe explained: "The finite element simulation method has one of the biggest drawbacks, that is, no matter how perfect the network architecture, it is always 'simulated'. In the simulation, parameters can be selected to infinitely approach the actual operation, but in the end it is not a real process flow. †The vertical casting process overcomes this problem by providing a very detailed analysis of the injection of the mold, which facilitates optimization of the complex casting process. The vertical pouring process allows the workpiece to be cast at different temperatures, and the speed of the cast workpiece can be monitored in real time through a high-speed camera. This will help engineers have a more intuitive understanding of pressure fluctuations and blasting reactions during the casting process. GOE70 new type cast steel In addition to the new casting process, Federal-Mogul has also developed a highly refined cast material, cast steel GOE70. The material has a martensitic matrix structure, which also incorporates chromium carbides, with a strength of at least 1800 MPa. Once nitrided, its abrasion resistance will be a qualitative leap, with a surface hardness of up to 1300 HV. Hoppe believes that the vertical pouring process can meet the application needs of light vehicles and commercial vehicles. Armin Robota, Federal-Mogul Test Laboratory Manager, said that OEMs demand improved engine performance and durability. Correspondingly, the quality and durability of engine components must also be enhanced. Through the simulation method, various properties of the component can be optimized. The simulation of the piston part includes many aspects: hole deformation, wear, fuel consumption, sealing, etc. Robota said that in the simulation of heat flow, the Federal-Mogul Company conducted a simulation analysis of the degree of hole change under clamping, loosening, cooling, and high temperature conditions. In addition, progress has also been made in fuel consumption measurement, gravity measurement technology and radioactive tracer technology. In addition to simulations of piston components, Federal-Mog’s also includes piston rings, piston liners, piston pins, piston rods, crankshaft systems, ignition systems, cylinder/cylinder head seals, material warping, intake and exhaust manifolds, and joints. Perform simulations. Cylinder tightness optimization Currently, Federal-Mogul has developed special programs for cylinder head gaskets, including dynamic gas leak measurements. Through the engine durability test can directly measure the flow of gas escaping from the cooling system. In addition, Robota and his team also conducted more detailed research. They established a model for the relationship between the deformation of the aperture and the fuel consumption of a three-cylinder gasoline engine. A V6 diesel engine was tested and advanced slip ring technology was used to obtain data on the crankshaft pressure sensor and temperature sensor. On the production side, the Federal-Mogul Powertrain Business Unit uses a new cylinder bore manufacturing process to insert liners and hole coatings into traditional methods. Hoppe said: "Using a direct cylinder bore coating can help reduce weight, reduce hole spacing, and have good thermal conductivity and wear resistance. However, this will bring other problems, such as quality degradation, cost increases." In order to solve the above problems, Federal-Mogul used Sprayfit bushings. It is an ultra-thin bush for spraying mixed materials. Hoppe said that this material provides greater freedom in the development of bushing surface materials. Federal-Mogul stated that all of these spray coating parameters are not geometrically constrained, such as diameter, length, or wall thickness. This technology will be exhibited at the Frankfurt Motor Show in September this year. In addition, Federal-Mogul also introduced the new Elastothermic piston. It is said that it can increase the power density and compression ratio of the engine without affecting the service life of the engine. It is based on the evolution of the fissile Elastoval gasoline engine piston architecture, except that the Elastothermic piston's cooling ring is located closer to the top of the piston. The Elastothermic piston reduces the piston crown temperature and suppresses engine knock. Tests have shown that when the engine is running, the new piston has a crown temperature of 25K and the Elastoval piston is 30K. In addition, the new piston performs better in anti-NVH performance.
Products Description:
1. transmission ratio. The transmission ratio of the
first stage reduction is 1/6 - 1/87. The
transmission ratio of the two stage reduction is 1/99 - 1/7569; the transmission ratio of the three stage is 1/5841 - 1/658503. In addition, according to the need, the speed ratio can be adopted to reach the designated size.
2. high transmission efficiency. As the meshing
parts of the rolling meshing, the general level of transmission
efficiency of 90% - 95%.
3. compact structure, small size, light weight.
Volume can be reduced by 2/1 - 2/3 than the ordinary cylindrical
gear reducer.
4. fewer faults, long life. The main drive meshing
parts are made of bearing steel, so the mechanical properties and wear
resistance are good, and because of the rolling friction, the
fault is less, and the service life is long.
5. smooth and reliable operation. Due to the
transmission process for the multi tooth meshing, so
make the operation stable and reliable, low noise.
6.
easy to assemble and disassemble, easy to repair.
7. overload capacity, impact resistance, inertia
torque is small, suitable for the start of frequent
and forward and reverse transfer characteristics.
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