Carbonitriding heat treatment

Thermal Processing for EV Components

The advent and increasing adoption of electric vehicles (EVs) has brought a wave of change to the automotive supply chain, including the heat treating industry. While the internal combustion engine (ICE) and all its related components may one day become a thing of the past, there are several key areas of every vehicle that aren’t going anywhere fast. In this Technical Tuesday article, Rob Simons, metallurgical engineering manager at Paulo, discusses the difference between EV and ICE vehicles and the latest heat treating trends to be aware of.


ICE vs. EV Technology

The most apparent difference between EVs and ICE vehicles is that, with EVs, fuel and internal combustion engines are no longer needed. The two vehicle types rely on different sets of key components, and when it comes to making the cars run, EVs use fewer parts that require heat treatment.

Table 1. Existing ICE technology vs. EV technology

Without ICE systems, EVs require fewer fasteners, shafts, gears, and rods — all parts that are typically heat treated. But that doesn’t mean heat treatment is less critical for EVs. In fact, certain parts require additional attention on EVs when compared to ICE vehicles, and many safety-critical parts remain the same across both categories. Let’s begin our discussion with the differences in braking systems between the two technologies and what that means for heat treatment.

Latest Trends in Disc Brake Rotors

How EV Brake Systems Work

There’s no question that electric power innovations have completely revolutionized the way vehicles (and the automotive industry) operate. The regenerative braking system is just one aspect of this. Instead of relying on the conventional hydraulic system every time you press the brakes (which uses friction to decelerate), manufacturers have found a way to use the vehicle’s kinetic energy to put the electric motor into reverse, slowing down the vehicle and returning energy to the battery.

Although regenerative braking is more efficient, hydraulic braking still has one key advantage: stopping power. EVs today are equipped with conventional braking mechanisms for emergency purposes.

The Rust Conundrum

To address recurring rotor corrosion, heat treaters introduced ferritic nitrocarburizing (FNC). FNC is a thermal process traditionally used for case hardening, and for brake rotors, it’s used to achieve corrosion resistance.

The Solution: Corrosion-Resistant Rotors with FNC

To address recurring rotor corrosion, heat treaters introduced ferritic nitrocarburizing (FNC). FNC is a thermal process traditionally used for case hardening, and for brake rotors, it’s used to achieve corrosion resistance.

Figure 1 shows a perfect example of the difference that FNC makes. These are pictures of brake rotors from electric vehicles owned by two Paulo team members — one has brake rotors that were ferritic nitrocarburized and show no signs of rust, whereas the other did not go through the FNC process.

Ferritic Nitrocarbonizing Process

FNC is a case hardening technique that uses heat, nitrogen, and carbon to toughen up the exterior of a steel part, improving its durability, decreasing the potential for corrosion, and enhancing its appearance. FNC is unique in that it offers case hardening without the need to heat metal parts into a phase change (it’s done between 975–1125°F). Within that temperature range, nitrogen atoms can diffuse into the steel, but the risk of distortion is decreased. Due to their shape and size, carbon atoms cannot diffuse into the part in this low-temperature process. However, carbon is necessary in the FNC process to generate desirable properties in the intermetallic layer.

Heat Treated Materials for Automotive Seating Components

Safety-Critical Components

Like brake rotors, many automotive seating components (like mechanisms for seat recliners) are here to stay. Thermal processing is used to achieve stringent specifications that are put in place to keep drivers safe in the event of a collision. EV seat components and the thermal processes used to make them crash-ready are identical to those of ICE vehicle components.

Figure 2. To achieve the stringent specifications for components like seat recliners, identical thermal processing is implemented for both EVs and ICE vehicles.

Seating Components

Generally, these components are case hardened (either carburized or carbonitrided), typically using one of the following materials:

  • 1010 and 1020 carbon steel: These are plain carbon steel with 0.10% carbon content, fairly good formability, and relatively low strength.
  • 1018 carbon steel: 1018 is a grade that’s often chosen for parts that require greater core hardness and better heat treatment response than 1010 or 1020.
  • 10B21 boron steel: Boron steels are becoming more popular in the automotive industry due to their excellent heat treatment response.
  • 4130 alloy steel and 8620 alloy steel: Alloy steels are more responsive to heat treatment than plain carbon steels, so the thermal processing specifications for parts made from these materials are often adjusted to account for the material’s innate strength properties.

Seat Belt Latches

High-strength seat belt latches are usually made from the following materials:

  • 4140 and 4130 alloy steels: 4140 alloy steel is one of the most common engineering steels used in manufacturing. For seat latches and hooks, 4140 and 4130 will be neutral hardened to increase their strength and hardness throughout due to the high performance and precision required of these parts.
  • 1050 carbon steel: 1050 is a medium carbon steel that contains 0.47–0.55% carbon content. Carbon steels are a less expensive choice when compared to alloy steels such as 4140 or 4130.

Seat Frames and Brackets

Seat frames (also known as seat brackets) give car seats their shape using slender pieces of steel joined together to form the skeleton of the seat. These components are often made from boron steels:

  • 10B21 or 15B24 boron steel: These are a good choice for seat brackets because they are only marginally more expensive than other steels used in seating but have impressive toughness, have a good heat treat response, and are weldable.

A Closer Look: Case Hardening for Seating Components

Case hardening diffuses carbon or carbon and nitrogen into the surface of a metal from the atmosphere within a furnace at high temperatures. Adding carbon or carbon and nitrogen to the surface of steel hardens a metal object’s surface while allowing the metal deeper underneath to remain softer, creating a part that is hard and wear-resistant on the surface while retaining a degree of flexibility with a softer, more ductile core. This softness and ductility create toughness in parts, allowing them to respond to stress without failing. Case hardening is a general term for this heat treating method. Depending on the materials and specifications for the part, we apply various case hardening techniques, including carburizing and carbonitriding.

Figure 3. When it comes to heat treating, innovations are rarely exclusive to EVs.

Carbonitriding

During carbonitriding, parts are heated in a sealed chamber well into the austenitic range — around 1600°F — before nitrogen and carbon are added. Because the part is heated into the austenitic range, a phase change occurs, and carbon and nitrogen atoms can diffuse into the part. Carbonitriding is used to harden surfaces of parts made of relatively inexpensive and easily machined or formed steels, which we often see in automotive metal stampings. This process increases wear resistance, surface hardness, and fatigue strength. It is also good for parts that require retention of hardness at elevated temperatures.

Neutral Hardening

Also called through hardening, neutral hardening is a very old method for hardening steel. It involves heating the metal to a specified temperature and then quenching it, usually in oil, to achieve high hardness/strength. In this process, the primary concern is increasing hardness throughout the part, as opposed to generating specific properties between the surface and the core of the part.

All of the metal components of a seat belt, including seat belt loops, tongues, and buckles, are neutral hardened. Specifications typically dictate that these components are hardened to up to 200 thousand pounds per square inch (ksi).

Because seat belt components are visible to the end consumer, their cosmetics are important in addition to their mechanical properties. It’s important to keep the furnace free of soot and thoroughly clean the parts both before and after heat treatment. Proper cleaning readies the part for secondary processing, ensuring the success of activities like polishing and chrome plating.

The Convergence of EV and ICE Vehicles

To learn more about automotive heat treating, download the free Paulo Heat Treat Guide at paulo.com/AutoGuide.

The EV revolution has significantly transformed automotive manufacturing. Despite these changes, EV parts remain remarkably similar to those of their internal combustion engine (ICE) counterparts. Consequently, any advancements in materials or heat treating processes are swiftly adopted across the entire automotive sector. When it comes to heat treating, innovations are rarely exclusive to EVs.

About the Author:

Rob Simons
Metallurgical Engineering Manager
Paulo

Rob provides internal and external customer support on process design, material behavior, job development, reduction of variation, and physical analyses at Paulo. He holds a Bachelor of Science in Metallurgical Engineering from the Missouri University of Science & Technology (formerly known as the University of Mines and Metallurgy) and has worked at Paulo since 1987. Rob has analyzed several million hardness data points and/or process behaviors, leading him to develop many process innovations in the metallurgical field.


For more information: Contact Rob at rsimons@paulo.com.


Find Heat Treating Products And Services When You Search On Heat Treat Buyers Guide.Com


Thermal Processing for EV Components Read More »

Dig into the Archives: 5 Technical Articles for Fresh Heat Treaters in Auto

OCAre you a relatively new reader in automotive heat treat? Welcome. Enjoy this archive of articles from the automotive industry, which provides years of technical knowledge to fill any information gaps. Even the "OG" readers with Heat Treat Today will want to investigate this Technical Tuesday original content compilation that plumbs the depths of the archives.


1. What Heat Treatment To Use for Truck Gear Boxes?

Fig. 2. Schematic depiction of pusher furnace (l.) and 3D batch of helical gears (r.)This paper reveals the investigation and conclusions of distortion potentials for case hardening processes. Mainly, the focus was on how the SyncroTherm® concept method compared to conventional case-hardening processes for gears and sliding sleeves.

Contact us with your Reader Feedback!

Read about how the results effected the bottom line: reduced costs, quicker processes, and less distortion. Also, be sure to examine each of the charts and figures for further understanding of each test.

This article entered the Automotive Heat Treat archive in 2016, and was written by Andreas Schüler, Dr.-Ing. Jörg Kleff, Dr. Volker Heuer, Gunther Schmitt, and Dr. Thorsten Leist.

Read about here: "Distortion of Gears and Sliding Sleeves for Truck Gear Boxes – a Systematical Analysis of Different Heat Treatment Concepts"

 

2. Cracking the Case

Problems in heat treating result in the loss of valuable time and money. Getting to the bottom of those problems also usually takes time and money to investigate what's happening and how to fix it. What is a heat treater to do?

In this article, we follow a case study from the automotive industry to understand how to pinpoint a heat treating problem. This article specifically looks at what was causing cracking in variable valve timing (VVT) plates.

Read the 2018 article, "Part Failure Investigation & Resolution — A Case Study," by Rob Simons.

 

3. Carburizing: The Importance of Temperature Monitoring and Surveying

Temperature Monitoring and Surveying Solutions for Carburizing Auto Components: IntroductionLow pressure carburizing (LPC) furnaces play an important role in the automotive heat treating industry. During LPC, it is essential that processing temperature stays consistent and critical that the processing time frame is monitored.

This article discusses the importance of collecting temperature data and what to do with the data when it's been collected.

Throughout 2019, Dr. Steve Offley wrote for this series, beginning with this part 1, "Temperature Monitoring and Surveying Solutions for Carburizing Auto Components: Introduction." When you're through, enjoy part 2, part 3, and part 4.

 

4. Vacuum Brazing --- Back to the (Automotive) Basics

Vacuum Brazing for Automotive ApplicationsTime to brush up on a vacuum brazing furnace, but automotive industry style. Review the terms, parts, function, and more that are involved in a successful vacuum braze for automotive parts.

This study covers a semi-automatic TAV vacuum brazing furnaces, details the makeup of the furnace, and gives an idea of what happens with a load from start to finish.

Read this 2019 article by Alessandro Fiorese here: "Vacuum Brazing for Automotive Applications."

 

5. Saving Time --- Automation Versus Manual Hardness Tests

If you've ever heat treated automotive crank pins, you're probably familiar with at least one type of hardness test that case hardened crank pins are tested against. The big question is, which hardness testing method is better: automated or manual? This article compares these two methods to make and measure Vickers indentations.

Evaluate for yourself the comparisons between an experienced operator manually entering data to Wilson VH3100 series Vickers Microhardness Tester and a DiaMet software entry. Some additional findings show that the crank pins could be examined by the Wilson tester with far less manipulation in the vice as well as reduction in data recording mistakes.

When you read this 2020 article by Buehler, "Manual Versus Automated Hardness Testing", learn exactly how much time, exactly, is saved with automation.


Find heat treating products and services when you search on Heat Treat Buyers Guide.com


 

Dig into the Archives: 5 Technical Articles for Fresh Heat Treaters in Auto Read More »

Elevate Your Knowledge: 5 Need-to-Know Case Hardening Processes

OCYour parts need heat treated to herculean surface hardness but with a soft, ductile core. That is to say, you are looking at case hardening processes, most likely one of these: gas carburizing, low-pressure carburizing, carbonitriding, gas nitriding, and ferritic nitrocarburizing.

Mike Harrison at Gasbarre Thermal Processing Systems brings us a Technical Tuesday article about what case hardening is and how five of the most common processes vary by (1) comparing the specific guidelines for each temp and time, (2) identifying equipment used to perform each process, and (3) providing a chart (at the end!) to understand different process considerations.


Mike Harrison
Engineering Manager of Industrial Furnace Systems Division
Gasbarre Thermal Processing Systems

Case hardening falls into a class of heat treatment processes that typically involve the addition of carbon and/or nitrogen to the material through solid-gas reactions at the surface followed by diffusion. These processes are performed for any number of reasons that generally include increasing strength and wear resistance, but in all cases the end result is a harder, higher-strength surface with a softer, more ductile core.

Case hardening processes can be divided into two subsets: those that include quenching to harden, such as gas carburizing, low-pressure carburizing (LPC), and carbonitriding; and those that do not include quenching, such as gas nitriding and ferritic nitrocarburizing (FNC). This article will provide a brief look into each process, the types of equipment used, and considerations for implementation.

Diffusion + Quenching Processes

These processes involve heating the workload to austenitizing temperature, which is above the upper critical temperature for the material in question, then supplying and allowing the desired element(s) to diffuse into the part surface, followed by rapid cooling (quenching) to create a phase change to martensite that strengthens the material. Tempering is then performed to create a material that has the desired final strength and ductility properties. The result is a high concentration of added elements on the surface that continually decreases through diffusion until eventually matching the same concentration as the base material; this gradient similarly produces a hardness that is higher at the surface, gradually diminishing until reaching the core. Higher alloyed steels may also see a microstructural change in the core from quenching that produces a core with higher hardness than the previously untreated material, but lower than the surface hardness produced.

Atmosphere Gas Carburizing

Gas carburizing is a process where carbon is added to the material’s surface. The process is typically performed between 1550-1750°F, with carburizing times commonly between 2-8 hours; of course, these values can vary depending on the material, process, and equipment. The most common atmosphere used for atmosphere gas carburizing is endothermic gas with additions of either natural gas or propane to increase the carbon potential of the furnace atmosphere. Common case depths achieved are around 0.005-0.040”, with deeper cases possible through a combination of longer treatment times and/or higher temperatures.

Fig. 1 – Integral quench furnace: "The atmosphere gas carburizing process can be performed both in batch and continuous equipment."

The atmosphere gas carburizing process can be performed both in batch and continuous equipment. On the batch side, traditionally an integral quench (IQ) furnace is used (Fig. 1); it consists of a heating chamber where the workload is heated and exposed to the carburizing atmosphere, then the workload is transferred to an attached quench tank for cooling. The entire furnace system is sealed and under protective atmosphere to preserve the part surface and maintain safe control of any combustible gases. For batches of large product, a pit furnace can be used for carburizing with the workload being transferred via an overhead crane into and out of the furnace to a quench tank.

For continuous processing, a belt furnace can be used. The product is placed on a belt and then progresses through the furnace at the desired temperature and atmosphere composition; the carburizing time can be varied by adjusting the belt speed through the furnace. At the end of the furnace, the parts drop off the belt into the quench tank. Then, a conveyor pulls the parts out of the tank and drops them on another belt to be washed and tempered. For continuous processing of heavier loads pusher furnaces, rotary retort, rotary hearth, and roller hearth furnaces can be used.

Fig. 2 – Endothermic gas generator: "To achieve a carburizing atmosphere endothermic gas is typically used, which is produced by an endothermic gas generator that heats a combination of natural gas and air to create a mixture that is approximately 40% hydrogen, 40% nitrogen, and 20% carbon monoxide."

To achieve a carburizing atmosphere endothermic gas is typically used, which is produced by an endothermic gas generator (Fig. 2) that heats a combination of natural gas and air to create a mixture that is approximately 40% hydrogen, 40% nitrogen, and 20% carbon monoxide. This mixture is generally considered carbon-neutral, meaning it will neither add nor deplete carbon from the surface. To increase the carbon concentration the endothermic gas needs to be enriched with a gas (typically natural gas or propane) that will help produce additional carbon monoxide, which will “boost” the carbon potential and drive carbon diffusion into the material.

A less common carburizing atmosphere comes from a nitrogen-methanol system, where nitrogen gas and liquid methanol are combined and injected into the furnace. Upon exposure to the high furnace temperature the methanol will decompose to hydrogen and carbon monoxide. Natural gas or propane additions are still required in order to provide carbon for absorption into the surface of the steel.

Low-Pressure Carburizing

Low-pressure carburizing (LPC), or vacuum carburizing, is a variation of carburizing performed in a vacuum furnace. Instead of the atmospheres mentioned previously, a partial pressure of hydrocarbon gas (such as propane or acetylene) is used that directly dissociates at the part surface to provide carbon for diffusion. After LPC, the workload is transferred to a quench system that could use oil or high-pressure gas, typically nitrogen. LPC with gas quenching can be an attractive option for distortion prone complex geometries as the cooling rates are slower than oil quenching; however, given the slower cooling rate, it becomes very important to choose a higher alloyed steel that will achieve the desired hardness.

Fig. 3 – Vacuum furnace with oil quench

LPC typically provides faster carburizing times when compared to traditional gas carburizing. This can be attributed to a more efficient reaction of the hydrocarbon gas used and to the option of using higher carburizing temperatures, typically up to 1900°F. This is made possible by the type of internal furnace construction of vacuum furnace design, although care must be taken at higher temperatures to avoid undesirable grain growth in the material. LPC also has the benefit of eliminating the potential for intergranular oxidation, since it is running in a vacuum system.

LPC is typically performed in a single-chamber vacuum furnace, with oil quenching or high-pressure gas quenching done in a separate chamber (Fig. 3). Continuous vacuum furnaces can also be used in applications that require increased throughput (Fig. 4).

Fig. 4 – Continuous vacuum furnace

Carbonitriding

Despite its name, carbonitriding is more closely related to carburizing than it is to nitriding. Carbonitriding is a process where both carbon and nitrogen are added to the material surface. This process is typically performed in a range of 1450-1600°F and generally produces a shallower case depth than carburizing. Carbonitriding is used instead of carburizing for plain carbon steels that do not contain enough alloying content to respond well to quenching, as the added nitrogen can provide a higher hardenability in the case to allow for proper hardness development.

Atmosphere carbonitriding can be performed in the same equipment as is used for carburizing. The furnace atmosphere is still typically endothermic gas-based and includes the addition of ammonia to provide the nitrogen. Vacuum carbonitriding with both hydrocarbon and ammonia additions can also be performed in the same equipment as used for vacuum hardening and low pressure carburizing.

Diffusion Only Processes

These processes involve heating the workload to a temperature below the austenitizing temperature, allowing the desired element(s) to diffuse into the part surface, then slow cooling. The increase in hardness at the material surface comes only from the addition of the diffused element(s), and not from a phase change due to quenching. As these processes are performed below the lower critical temperature (i.e., below the austenitizing range), the desired core hardness and microstructure need to be developed through a separate heat treatment prior to case hardening. Generally, the process temperature selected should be at least 50°F below any prior treatment temperatures to avoid impact to the core properties.

Gas Nitriding

Gas nitriding is a process where nitrogen is added to the material surface. The process is typically performed between 925-1050°F; cycle times can be quite long as the diffusion of the nitrogen is slow at these temperatures, with nitriding times typically ranging from 16 - 96 hours or more depending on the material and case depth required. Nitriding can be performed in either a single or two-stage process and has the potential to produce two types of case, the first being a nitrogen-rich compound layer (or “white layer”) at the surface that is extremely hard and wear-resistant but also very brittle. This compound layer depth is dependent on processing time. In the more traditional two-stage process, the case depth produces a gradient of hardness from surface to core that commonly ranges from 0.010-0.025”, with minimal white layer, typically between 0-0.0005”. Nitriding is typically performed on higher alloyed steels or steels specifically designed for the nitriding process (e.g., Nitralloy®) as it relies on the formation of nitrides to create the increased hardness, which is achieved through the use of nitride-forming alloys such as aluminum, molybdenum and chromium. Pre and post oxidation treatments can be incorporated into the cycle to achieve certain benefits. Since the process does not require quenching to harden, it has the potential of producing a product that is more dimensionally stable and may not require any post-process finishing.

Fig. 5 – Horizontal retort nitriding furnace: "Traditionally, pit furnaces have been used for nitriding as they can accommodate larger load sizes and can be easier to seal as gravity helps keep the lid sealed; however, horizontal designs have gained in popularity in recent years."

This process is most commonly performed in batch equipment; while it is possible to use a continuous furnace, keeping the ends of furnace sealed to contain the atmosphere can be challenging. Traditionally, pit furnaces have been used for nitriding as they can accommodate larger load sizes and can be easier to seal as gravity helps keep the lid sealed; however, horizontal designs have gained in popularity in recent years (Fig. 5). In either case, the furnaces are usually a single-chamber design with the load sealed inside an Inconel or stainless steel retort.

To achieve a nitriding atmosphere, ammonia (not nitrogen) is used to supply the atomic nitrogen necessary for diffusion. At the process temperatures used, ammonia does not readily dissociate on its own; rather, it dissociates when exposed to a heated steel surface (iron acting as a catalyst) into atomic nitrogen and hydrogen. To control the amount of nitrogen available for nitriding, the dissociation rate of the ammonia can be measured with high dissociation rates (high hydrogen content) providing a lower nitriding potential and low dissociation rates (low hydrogen content) leading to more nitriding potential. The depth of the compound layer can be varied through control of the nitriding potential, with higher nitriding potentials producing a thicker compound layer.

For more precise atmosphere control, an ammonia dissociator can be used to provide gas to the furnace that has already been split to dilute the atmosphere with hydrogen to more quickly achieve a high dissociation rate in the furnace. The ammonia dissociator is a heated box with a small retort inside; the ammonia is passed through this retort that contains a catalyst to promote the dissociation of the ammonia, and the resulting gas mixture is cooled and then injected into the furnace.

Ferritic Nitrocarburizing

In the author’s opinion, just like with carbonitriding, ferritic nitrocarburizing (FNC) is named incorrectly as it is more closely related to nitriding than it is with carburizing. FNC is a process that is still mostly nitrogen-based but with a slight carbon addition as well. The added carbon helps promote compound layer formation, particularly in plain carbon and low alloy steels that do not contain significant nitride-forming alloys. This process is typically performed in a range of 1025-1125°F with cycle times much shorter than nitriding, typically 1-4 hours. The compound layer produced is usually much deeper than nitriding at 0.0005-0.0012”, with case depths reaching up to 0.025”, although in many applications a case depth may be difficult to measure. FNC is usually performed instead of nitriding in applications where the deeper compound layer is needed to increase wear resistance, but the added strength of a deep case depth is not as critical.

FNC can be performed in the same equipment used for nitriding, as long as a hydrocarbon gas is available to the furnace such as carbon dioxide or endothermic gas. FNC can also be performed in an IQ furnace using a mixture of ammonia and endothermic gas; for cooling, the parts can be oil quenched or slow cooled in a top cool chamber (if equipped).

Considerations

Case hardening processes are some of the most common heat treatments performed, but each process has its own unique needs. The table below provides a summary of the considerations that need to be made when selecting the optimum process. This list is by no means exhaustive; it is encouraged to work with a furnace manufacturer familiar with each process to help select the correct process and equipment needed.

Screenshot 2023-12-27 at 1.19.41 PM

About the Author: Mike Harrison is the engineering manager of the Industrial Furnace Systems division at Gasbarre. Mike has a materials science and engineering degree from the University of Michigan and received his M.B.A. from Walsh College. Prior to joining Gasbarre, Mike had roles in metallurgy, quality, and management at both captive and commercial heat treat facilities, gaining nearly 20 years of experience in the thermal processing industry. Gasbarre provides thermal processing equipment solutions for both atmosphere and vacuum furnace applications, as well as associated auxiliary equipment and aftermarket parts & service.

For more information: Contact Mike at mharrison@gasbarre.com

Elevate Your Knowledge: 5 Need-to-Know Case Hardening Processes Read More »