A U.S. automaker recently announced plans to expand production capacity in Michigan which will include electrifying key brands.
Fiat Chrysler Automobiles (FCA) confirmed plans to invest a total of $4.5 billion in five of its existing Michigan plants and to work with the city of Detroit and state of Michigan on building a new assembly plant within city limits.
FCA has committed to invest in expanding Jeep® and Ram brands, enabling electrification of new Jeep models, converting the Mack Avenue Engine Complex into manufacturing site for next-generation Jeep Grand Cherokee and a new full-size Jeep SUV. In addition, FCA looks to retool and modernize the Jefferson North plant for continued production of Dodge Durango and next-generation Jeep Grand Cherokee and increase production of all-new Jeep Wagoneer and Grand Wagoneer as well as continued assembly of Ram 1500 Classic. All three assembly sites would also produce plug-in hybrid versions of their respective Jeep models with flexibility to build fully battery electric models in the future.
Other than plans for vehicle production, FCA will support additional operations at Sterling Stamping and Warren Stamping plants and relocate Pentastar engine production currently at Mack I to the Dundee Engine Plant.
Mike Manley, Chief Executive Officer, FCA N.V.
The plant actions detailed in the announcement represent the next steps in a U.S. manufacturing realignment FCA began in 2016. In response to a shift in consumer demand toward SUVs and trucks, the company discontinued compact car production.
“Three years ago, FCA set a course to grow our profitability based on the strength of the Jeep and Ram brands by realigning our U.S. manufacturing operations,” said Mike Manley, Chief Executive Officer, FCA N.V. “[This] announcement represents the next step in that strategy. It allows Jeep to enter two white space segments that offer significant margin opportunities and will enable new electrified Jeep products, including at least four plug-in hybrid vehicles and the flexibility to produce fully battery electric vehicles.”
One of the rules in metallurgy is: “As strength increases, ductility decreases.”
What if it were possible to combine both strength and ductility in the same material? This is the challenge that a team of metallurgists took on at a leading heat treating company located in Willoughby, Ohio, starting with tests that compared enhanced property 4140 steel to vacuum arc re-melted (VAR) 4340 steel.
When all was said and done, Paulo Heat Treating, Brazing and Metal Finishing “developed a family of enhanced property processes that allow manufacturers to replace costly high-performance materials with much more cost effective 4140 steel.”
“Manufacturers could save time and money if lower-cost materials like 4140 exhibited the enhanced mechanical properties of VAR 4340 or other similar alloys.
It motivated us to develop a family of processes that would overcome one of metallurgy’s general rules: As strength increases, ductility decreases. Our goal was to enhance both strength and ductility, and we developed treatments featuring both gas and oil quenches to do it.” ~ Paulo
Here is just a peek at the results:
The chart above compares a sample 4140 part treated this way versus a conventionally heat treated 4140 part and a VAR 4340 part.
A worldwide supplier of drivetrain, sealing, and thermal-management technologies, based in Maumee, Ohio, recently announced that it has completed the acquisition of the Drive Systems segment of a leading global technology and engineering group providing solutions and services for surfaces and drive technologies in diverse industries, including aerospace, automotive, tooling, energy, and general industries.
Dana Incorporated’s acquisition of the Drive Systems segment of the Oerlikon Group, including the Graziano and Fairfield brands, expands the company’s capabilities in electrification, including:
extending Dana’s current technology portfolio, especially in the area of high-precision helical gears for the light- and commercial-vehicle markets, as well as planetary hub drives for wheeled and tracked vehicles in the off-highway market;
growing Dana’s electronic controls capability for transmissions and drivelines through the acquisition of VOCIS, a wholly owned business of Oerlikon Drive Systems, and further expanding its motors technologies through Ashwoods Electric Motors;
increasing Dana’s product offerings that support vehicle electrification in each of Dana’s end markets – light vehicle, commercial vehicle, and off-highway;
optimizing Dana’s global manufacturing presence to be closer to customers in key growth markets such as China and India, as well as the United States;
and adding four research and development facilities to Dana’s extensive network of technology centers, as well as 12 facilities to the company’s global manufacturing footprint.
James Kamsickas, president and CEO of Dana
“Dana’s acquisition of the Drive Systems segment of Oerlikon enables us to support our customers’ shift toward vehicle electrification across nearly every vehicle architecture in the light vehicle, commercial vehicle, and off-highway segments,” said James Kamsickas, president and chief executive officer of Dana. “The Drive Systems business’ highly talented team is also strategically positioned to give our customers access to critical manufacturing capabilities in key growth markets, such as India, China, and the United States.”
The Drive Systems business serves a global roster of original-equipment manufacturers with a portfolio of high-tech products that can be found in a wide range of applications for operating machinery and equipment used in agriculture, construction, energy, mining, on-road transportation, and high-performance sports cars.
Selected customers include, but are not limited to AGCO, Ashok Leyland, Aston Martin, BMW, Caterpillar, CNH, Daimler, John Deere, Ferrari, Fiat Chrysler Automobiles, MAN, McLaren, Oshkosh, SANY, Scania, Terex, Volkswagen, and AB Volvo.
This is the third in a 4-part series by Dr. Steve Offley (“Dr. O”) on the technical challenges of monitoring low-pressure carburizing (LPC) furnaces. The previous articles explained the LPC process and explored general monitoring needs and challenges (part 1) and the use of data loggers in thru-process temperature monitoring (part 2). In this segment, Dr. O discusses the thermal barrier with a detailed overview of the thermal barrier design for both LPC with gas or oil quench. You can find Part 1 here and Part 2 here.
Low-Pressure Carburizing (LPC) with High-Pressure Gas Quench – the Design Challenge
A range of thermal barriers is available to cover the different carburizing process specifications. As shown in Figure 1 the performance needs to be matched to temperature, pressure and obviously space limitations in the LPC chamber.
Fig 1: Thermal Barrier Designed Specifically for LPC with Gas Quench.
(i) TS02-130 low height barrier designed for space limiting LPC furnaces with low-performance gas quenches (<1 bar). Only 130 mm/5.1-inch high so ideal for small parts. Available with Quench Deflector kit. (0.9 hours at 1740°F/950°C).
(ii) Open barrier showing PTM1220 logger installed within phase change heatsink.
(iii) TS02-350 High-Performance LPC barrier fitted with quench deflector capable of withstanding 20 bar N2 quench. (350 mm/13.8-inch WOQD 4.5 hours at 1740°F /950°C).
(iv) Quench Deflect Kit showing that lid supported on its own support legs so pressure not applied to barrier lid.
The barrier design is made to allow robust operation run after run, where conditions are demanding in terms of material warpage.
Some of the key design features are listed below.
I. Barrier – Reinforced 310 SS strengthened and reinforced at critical points to minimize distortion (>1000°C / 1832°F HT or ultra HT microporous insulation to reduce shrinkage issues)
III. High-temperature heavy duty robust and distortion resistant catches. No thread seizure issue.
IV. Barrier lid expansion plate reduces distortion from rapid temperature changes.
V. Phase change heat sink providing additional thermal protection in barrier cavity.
VI. Dual probe exits for 20 probes with replaceable wear strips. (low-cost maintenance)
LPC or Continuous Carburizing with Oil Quench – the Design Challenge
Although commonly used in carburizing, oil quenches have historically been impossible to monitor. In most situations, monitoring equipment has been necessarily removed from the process between carburizing and quenching steps to prevent equipment damage and potential process safety issues. As the quench is a critical part of the complete carburizing process, many companies have longed for a means by which they can monitor and control their quench hardening process. Such information is critical to avoid part distortion and allow full optimization of hardening operation.
When designing a quench system (thermal barrier) the following important considerations need to be taken into account.
Data logger must be safe working temperature and dry (oil-free) throughout the process.
The internal pressure of the sealed system needs to be minimized.
The complexity of the operation and any distortion needs to be minimized.
Cost per trial has to be realistic to make it a viable proposition.
To address the challenges of the oil quench, PhoenixTM developed a radical new barrier design concept summarized in Figure 2 below. This design has successfully been applied to many different oil quench processes providing protection through the complete carburizing furnace, oil quench and part wash cycles.
(i) Sacrificial replaceable insulation block replaced each run.
(ii) Robust outer structural frame keeping insulation and inner barrier secure.
(iii) Internal completely sealed thermal barrier.
(iv) Thermocouples exit through water/oil tight compression fittings.
In the next and final installment in this series, Dr. O will address AMS2750E and CQI-9 Temperature Uniformity Surveys, which often prove to be challenging for many heat treaters. "To achieve this accreditation, Furnace Temperature Uniformity Surveys (TUS) must be performed at regular intervals to prove that the furnace set-point temperatures are both accurate and stable over the working volume of the furnace. Historically the furnace survey has been performed with great difficulty trailing thermocouples into the heat zone. Although possible in a batch process when considering a semi-batch or continuous process this is a significant technical challenge with considerable compromises." Stay tuned for the next article in the series of Temperature Monitoring and Surveying Solutions for Carburizing Auto Components.
The use of aluminum has rapidly increased in the manufacturing of automotive and commercial vehicles, thanks in part to the speed with which aluminum producers are developing stronger and more ductile metals from advanced alloys recently hitting the market.
Goran Djukanovic at Aluminum Insider has handily set up a guide to aluminum alloys applicable to use in the automotive industry.
We know aluminum is lighter (and therefore more energy efficient) and durable and offers superior corrosion resistance. But which alloys are best for the production of vehicle parts and components? Djukanovic wades past the marketing hype and assesses the metals on the market to provide this “Aluminum 101” basic overview of the products available to automakers, reviewing in particular:
Aluminum alloy series 6xxxx v 5xxxx;
Main alloys used in the industry, such as AA6016A, AA6111, AA6451, AA181A, AA6022, AA6061, AA5182, AA5754, RC5754; and
Alloys currently being developed or in the testing phase.
An excerpt:
New, superior and improved aluminum alloys have become – and are likely to stay – the main lightweighting materials in vehicles. The only obstacle remains their relatively high price compared to steel, but still affordable compared to carbon fiber reinforced plastics (CFRPs). What’s more, prices are expected to decrease in the future thanks to increased use, new recycling procedures, and techniques as well as lower input costs (Sc,Zr,Li etc).
In the heavy-duty truck sector, the components of a 400-hp, 1000-lb-ft engine have been boosted with additional heat treating as part of the overhaul to update the company’s 6-speed automatic line and appeal to modern truck customers.
The 2019 Ram 3500 houses the first engine in the heavy-duty pickup class to reach 1,000 lb-ft of peak torque, powered by an all-new optional high-output turbo-diesel 6.7-liter Cummins inline-six-cylinder workhorse.
The new transmission benefits from stronger planetary gears and a new heat treatment system designed to significantly widen the range of optimum operating temperatures. ~ PickupTrucks.com
Arconic Inc., which specializes in lightweight metals engineering and manufacturing, recently announced plans to separate the company’s portfolio into Engineered Products & Forgings and Global Rolled Products, with a spin-off of one of the businesses. In addition, it will also explore the potential sale of businesses that do not best fit into engineered products & forgings or global rolled products.
The Global Rolled Products segment produces a range of aluminum sheet and plate products for the aerospace, automotive, commercial transportation, brazing, and industrial markets. The Engineered Products and Solutions (EP&S) represents Arconic’s downstream operations and produces products that are used mostly in the aerospace (commercial and defense), commercial transportation, and power generation end markets.
The New York City-based company’s decision to separate its portfolio comes after rejecting a $10 billion offer for the entire company and abruptly replacing its Chief Executive. John Plant, the newly appointed CEO, stated during the company’s 4Q18 conference call that he expects the spin-off would be completed within the next 9 to 15 months.
Arconic has also released investment plans to expand its hot mill capability and add downstream equipment capabilities to manufacture industrial and automotive aluminum products in its Tennessee Operations facility near Knoxville, Tennessee.
Tim Myers.
“This investment will add capacity to meet the growing demand for industrial products and automotive aluminum sheet,” said Tim Myers, President of Arconic’s Global Rolled Products business. “With this expansion, we are further diversifying the portfolio of one of our largest North American facilities.” The industrial market consists of products made with common alloy aluminum sheet, which is used in applications for commercial transportation, appliances, machinery, and construction.
Photo credit/caption: Bloomberg News / A worker controls a crane to move an aluminum coil at the Arconic Inc. manufacturing facility in Alcoa, Tennessee.
A major U.S. automaker recently announced plans to transform its Chicago manufacturing facility to expand capacity for the production of three new SUVs.
Ford Motor Company is investing $1 billion in Chicago Assembly and Stamping Plants, the company’s oldest continually-operated automobile manufacturing plant, to prepare for the Ford Explorer, Police Interceptor Utility and Lincoln Aviator.
Joe Hinrichs, president, Global Operations
With the Chicago investment, to begin in March and be completed later in the spring, Ford is building an all-new body shop and paint shop at Chicago Assembly and making major modifications to the final assembly area. At Chicago Stamping, the company is adding all-new stamping lines. Advanced manufacturing technologies at the plants include a collaborative robot with a camera that inspects electrical connections during the manufacturing process. In addition, several 3D printed tools will be installed to help employees build these vehicles with even higher quality for customers.
“We are proud to be America’s top producer of automobiles. Today, we are furthering our commitment to America with this billion dollar manufacturing investment in Chicago and 500 more good-paying jobs,” said Joe Hinrichs, president, Global Operations. “We reinvented the Explorer from the ground up, and this investment will further strengthen Ford’s SUV market leadership.”
Chicago Assembly, located on the city’s south side, is Ford’s longest continually operating vehicle assembly plant. The factory started producing the Model T in 1924 and was converted to war production during World War II.
Photo credit/caption: Ford/Jason Hoskins, Ford employee, learns to build the all-new 2020 Ford Explorer.
This is the second in a 4-part series by Dr. Steve Offley (“Dr. O”), Product Marketing Manager at PhoenixTM, on the technical challenges of monitoring low-pressure carburizing (LPC) furnaces. The previous article explained the LPC process and explored general monitoring needs and challenges. In this segment, Dr. O talks about the data logger and its monitoring capabilities.
A data logger, an electronic device that records data over time or in relation to locatio, can be useful in a variety of configurations and modified to suit the specific demands of the process being monitored. A range of models are on the market. At PhoenixTM they include 6 to 20 channels with a variety of thermocouple options (types K, N, R, S, B) to suit measurement temperature and accuracy demands (AMS2750 & CQI-9). Provided with Bluetooth wireless connection for short-range localized download and reset (direct from within the barrier) the logger memory of 3.8M allows even the longest processes to be measured with the highest resolution to deliver the detail you need. An optional unique 2-way telemetry package offers live real-time logger control and process monitoring with the benefits detailed in a later section.
Live Radio Communication
Figure 3: Schematic of RF telemetry real-time monitoring network
The logger is available with a unique 2-way RF system option allowing live monitoring of temperatures as the system travels through the carburizing processes. Furthermore, if necessary using the RF system it is possible to communicate with the logger, installed in the barrier, to reset/download at any point pre, during and post-run.
Provided with a high performance “Lwmesh” networking protocol the RF signal can be transmitted through a series of routers linked back to the main coordinator connected to the monitoring PC. The routers are located at convenient points in the process, positioned to maximize signal reception. Being wirelessly connected they eliminate the inconvenience of routing communication cables or providing external power as needed on other commercial RF systems.
In many processes, there will be locations where it is physically impossible to transmit a strong RF signal. In carburizing obviously within the oil quench, the RF signal is not capable of escaping when the system is submerged. With conventional systems, this results in process data gaps. For the PhoenixTM system, this is prevented using a unique fully automatic ‘catch up’ feature. Any data that is missed will be sent when the RF signal is re-established post-quench guaranteeing in most applications 100% thru-process data review.
Thru-Process Data Analysis and Temperature Uniformity Surveys (TUS)
Figure 3: Thermal view SW displaying the temperature profile from a carburizing with gas quench process
In thru-process temperature monitoring, the data logger collects raw process data directly from the product or furnace as it follows the standard production flow. To understand the data to allow process control and optimization, a Thermal View software analysis is used.
Using a range of analysis tools, the engineer can interpret the raw data. Key analysis calculations can be performed such as:
Max / Min — Check maximum and minimum product temperature over whole product or product basket through phases of process carburizing, diffusion and quench.
Time @Temp — Confirm that the soak time above required carburizing temperature is sufficient for correct carbon diffusion and surface properties.
Temperature Slopes —Measure the quench rate of the product to ensure that the hardening process is performed correctly.
Next up in the series: Designing an Innovative Thermal Barrier — The carburizing process by its nature is very demanding when considering protection of the datalogger from high temperatures and rapid temperature and pressure changes experienced in either the gas or oil quench.
A global leader in materials science recently celebrated the grand opening of its new multi-million dollar development center which will pioneer research into carbon materials and technologies.
Neil Sharkey, Vice President for Research at Penn State
Morgan Advanced Materials has opened the doors to its Carbon Science Center of Excellence (CoE) research and development facility at Penn State University. The CoE, which is a collaboration between the manufacturer and the university, will focus on carbon-based materials used in a wide range of industries and engineering applications, including aerospace, healthcare, industrial, power generation and more.
Among many projects, the company is working on electrified rail products including carbon current collectors used at the top of train carriages to connect to overhead wires.
“The work undertaken at our facility with Morgan will be truly revolutionary,” said Neil Sharkey, Vice President for Research at Penn State. “The electrified rail carbon strips that Morgan is already working on, for example, will change how train transport works, making it both safer and more reliable, and decreasing downtime. Our partnership with Morgan places us at the forefront of developing new methodologies, in line with Morgan’s mission and values as well as our own. Their existing expertise and insights will help our researchers and students turn new ideas into commercially viable solutions. The Center itself is a huge attraction for other businesses to join the Innovation Park, furthering job creation and economic development in Pennsylvania.”
Located at the Penn State Innovation Park, Morgan’s CoE is close to the university staff, students and facilities. Penn State’s reputation as a world-renowned institution for carbon and materials science-focused research and its collaborative approach to working with business was key when choosing a partner for the project. The partnership brings together resources, experience, and knowledge from both sides, with researchers and scientists on site, many of whom have existing ties to Penn State.
Despite specializing in carbon science materials, the CoE will be utilized by Morgan’s wider businesses and, to date, has also become the home of research projects for the company’s Thermal Ceramics, Technical Ceramics, and Braze Alloys businesses.
“We’re incredibly proud to have launched this ground-breaking Center of Excellence with Penn State,” said Mike Murray, Chief Technology Officer at Morgan Advanced Materials. “It marks an important milestone in both organizations’ history, as we both strive for excellence and understanding of the properties and uses of carbon. With brilliant science minds on our doorstep, we hope the synergies created between us can accelerate our engineering and solutions for our customers, while benefitting more and more industries going forward.”
“Our Centers of Excellence ensure Morgan remains at the forefront of materials development on a global scale,” said Pete Raby, Chief Executive Officer at Morgan Advanced Materials. “In addition to helping us to create world-leading materials, our partnership with Penn State also allows us to recruit some of the best talent in carbon science and provide unrivaled training to our technologists and engineers.”
Photo credit and caption: INVENT PENN STATE / From left to right: Vern Squier, president and CEO of the Chamber of Business & Industry of Centre County; Andrew Goshe, global technical director at Morgan Advanced Materials; Neil Sharkey, Penn State vice president for research; Pete Raby, CEO at Morgan Advanced Materials; Phil Armstrong, CoE lead at Morgan Advanced Materials; and Nick Jones, Penn State executive vice president and provost, celebrate the opening of the Carbon Science Research Centre for Excellence with a ribbon-cutting ceremony.
