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Steel MakingIntroduction Of CarbonThe matter to which these notes are primarily directed is the... High-chromium Or Rust-proof Steel High-chromium, or what is called stainless steel containing f... Application Of Liberty Engine Materials To The Automotive Industry The success of the Liberty engine program was an engineer... The Penetration Of Carbon Carburized mild steel is used to a great extent in the manufa... Open Hearth Process The open hearth furnace consists of a big brick room with a l... Phosphorus PHOSPHORUS is an element (symbol P) which enters the metal fr... Hints For Tool Steel Users Do not hesitate to ask for information from the maker as to t... Lathe And Planer Tools TO FORGE.--Gently warm the steel to remove any chill is parti... Composition Of Transmission-gear Steel If the nickel content of this steel is eliminated, and the pe... Alloying Elements Commercial steels of even the simplest types are therefore p... Connecting Rods The material used for all connecting rods on the Liberty engi... Annealing There is no mystery or secret about the proper annealing of d... Corrosion This steel like any other steel when distorted by cold worki... Carbon-steel Forgings Low-stressed, carbon-steel forgings include such parts as car... Classifications Of Steel Among makers and sellers, carbon tool-steels are classed by g... Silicon SILICON is a very widespread element (symbol Si), being an es... The Influence Of Size The size of the piece influences the physical properties obta... Typical Oil-fired Furnaces Several types of standard oil-fired furnaces are shown herew... Testing And Inspection Of Heat Treatment The hard parts of the gear must be so hard that a new mill f... William Kelly's Air-boiling Process An account of Bessemer's address to the British Association w... |
Rate Of CoolingCategory: APPLICATION OF LIBERTY ENGINE MATERIALS TO THE AUTOMOTIVE INDUSTRY At the option of the manufacturer, the above treatment of gear forgings could be substituted by normalizing the forgings at a temperature of from 1,550 to 1,600 deg.F. The most important criterion for proper normalizing, consisted in allowing the forgings to cool through the critical temperature of the steel, at a rate not to exceed 50 deg.F. per hour. For the two standard steels used, this consisted in cooling from the normalizing temperature down to a temperature of 1,100 deg.F., at the rate indicated. Forgings normalized in this manner will show a Brinell hardness of from 177 to 217. The question has been repeatedly asked as to which treatment will produce the higher quality finished part. In answer to this I will state that on simple forgings of comparatively small section, the normalizing treatment will produce a finished part which is of equal quality to that of the quenched and annealed forgings. However, in the case of complex forgings, or those of large section, more uniform physical properties of the finished part will be obtained by quenching and annealing the forgings in the place of normalizing. The heat treatment of the finished gears consisted of quenching in oil from a temperature of from 1,420 to 1,440 deg.F. for the No. X-3,340 steel, or from a temperature of from 1,500 to 1,540 deg.F. for No. 6,140 steel, followed by tempering in saltpeter or in an electric furnace at a temperature of from 650 to 700 deg.F. The question has been asked by many engineers, why is the comparatively low scleroscope hardness specified for gears? The reason for this is that at best the life of an aviation engine is short, as compared with that of an automobile, truck or tractor, and that shock resistance is of vital importance. A sclerescope hardness of from 55 to 65 will give sufficient resistance to wear to prevent replacements during the life of an aviation engine, while at the same time this hardness produces approximately 50 per cent greater shock-resisting properties to the gear. In the case of the automobile, truck or tractor, resistance to wear is the main criterion and for that reason the higher hardness is specified. Great care should be taken in the design of an aviation engine gear to eliminate sharp corners at the bottom of teeth as well as in keyways. Any change of section in any stressed part of an aviation engine must have a radius of at least 1/32 in. to give proper shock and fatigue resistance. This fact has been demonstrated many times during the Liberty engine program. Next: Connecting Rods Previous: Gears
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