Mechanical surface preparation is a common technique for removing contaminants from surface metal layers. Unlike chemical preparation, it does not require special safety measures, including those for disposal of by-products or toxic materials, thus making it more accessible for different industries. We investigated tribological testing as the experimental method to determine the quality of the coating and the influence of the initial mechanical surface treatment. Samples were made of aluminium alloy EN AW 5083 H111 that was shot blasted with white cast aluminium with resulting surface roughness of Rz=38.908 μm. Samples were further coated with Lankwitzer EvoCor 164 2-component epoxy primer. Tribological test realised on nanotribometer is described and output parameters have been analysed: friction coefficient and penetration depth. Ball-on-flat, dry contact tribological setup was used, with 100 mN normal load, under linear reciprocating motion. Dynamic friction coefficient and penetration depth curves during one tribological test were analysed indicating the moment when the coating exhibited first failure. The test has shown that tribological tests with low loads can be used for quality testing of thin coatings, including the influence of the mechanical surface preparation on the coating adhesion.
In general, the kinetic friction coefficient can, under any contact loading condition, be determined using methods completely different from the existing methods based on the measurements of contact load and friction force. The proposed method refers to the determination of kinetic friction coefficient using the dynamic equation of motion for a rotating body, where the active force acts on the rotating body only at the initial moment of motion, while body masses, which are concentrically and eccentrically distributed in relation to the axis of rotation, provide a static and dynamic component of a desired 'sleeve-bearing' contact load. If the body angle of rotation change is experimentally determined as a function of time, then, based on the dynamic equation of motion, it is possible to determine the current friction coefficient values for the entire time period from the start of the motion to the rotation stop. It can be said that acceleration is a physical and energy indicator for friction and energy dissipation in tribomechanical systems, and that it defines the complete dynamics of the friction process itself.
This paper deals with vehicle lightweighting, as a strategy to help attain sustainability in the automotive industry by facilitating improved fuel economy. We reviewed innovative materials appropriate for the manufacturing of low-carbon vehicles (LCVs), such as advanced high-strength steel (AHSS), aluminum alloys, magnesium alloys, as well as novel composite materials commonly used for lightweight construction applications. Research shows that vehicle curb weight greatly affects fuel consumption. Primary weight reduction refers to body-in-white (BIW), which can subsequently lead to secondary weight reductions in terms of engine and powertrain size. This review takes into account the environmental aspect of the car body material and the possibility of closed-loop recycling, especially for aluminum and magnesium alloys.
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