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Steel Making

Annealing To Relieve Internal Stresses
Work quenched from a high temperature and not afterward tempe...

Properties Of Steel
Steels are known by certain tests. Early tests were more or l...

Affinity Of Nickel Steel For Carbon
The carbon- and nickel-steel gears are carburized separately...

Carbon In Tool Steel
Carbon tool steel, or tool steel as it is commonly called, us...

Rate Of Absorption
According to Guillet, the absorption of carbon is favored by ...

Shrinking And Enlarging Work
Steel can be shrunk or enlarged by proper heating and cooling...

Pyrometers For Molten Metal
Pyrometers for molten metal are connected to portable thermoc...

Carburizing Low-carbon Sleeves
Low-carbon sleeves are carburized and pushed on malleable-ir...

Flange Shields For Furnaces
Such portable flame shields as the one illustrated in Fig. 1...

Calibration Of Pyrometer With Common Salt
An easy and convenient method for standardization and one whi...

Hardness Testing
The word hardness is used to express various properties of me...

Uses Of The Various Tempers Of Carbon Tool Steel
DIE TEMPER.--No. 3: All kinds of dies for deep stamping, pres...

Open Hearth Process
The open hearth furnace consists of a big brick room with a l...

Steel Can Be Worked Cold
As noted above, steel can be worked cold, as in the case of ...

Double Annealing
Water annealing consists in heating the piece, allowing it to...

The Packing Department
In Fig. 56 is shown the packing pots where the work is packe...

Annealing Alloy Steel
The term alloy steel, from the steel maker's point of view, r...

Application To The Automotive Industry
The information given on the various parts of the Liberty eng...

High-carbon Machinery Steel
The carbon content of this steel is above 30 points and is ha...

Manganese
Manganese adds considerably to the tensile strength of steel,...



Rate Of Cooling






Category: 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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