Abstract:This paper deals with the determination of the basic corrosion characteristics of metallic materials used as components in car construction to achieve a lighter vehicle with higher rigidity, a more complex “hybrid” of diverse materials is needed for the car body structure. Due to the different types of material used in the manufacture of components and their interactions, the issue of assessing the impact of bimetallic corrosion is currently relevant. Based on the potential difference at the end of the corrosi… Show more
“…They also calculated the percentage of corrosion protection efficiencies (IE %) using the following formula (1) [ 46 ]. where I corr is the corrosion current obtained for bare MS and I corr (c) is the corrosion current for coated MS. Also, the corrosion rate(CR) values were calculated using the following formula (2) [ 47 , 48 ]: Where K is the corrosion rate constant (3272 mm year −1 ), EW is the equivalent weight for MS (27.9 g), ρ the density of MS (7.85 g cm −3 ), and A is the sample area (1 cm 2 ). Fig.…”
“…They also calculated the percentage of corrosion protection efficiencies (IE %) using the following formula (1) [ 46 ]. where I corr is the corrosion current obtained for bare MS and I corr (c) is the corrosion current for coated MS. Also, the corrosion rate(CR) values were calculated using the following formula (2) [ 47 , 48 ]: Where K is the corrosion rate constant (3272 mm year −1 ), EW is the equivalent weight for MS (27.9 g), ρ the density of MS (7.85 g cm −3 ), and A is the sample area (1 cm 2 ). Fig.…”
“…On the other hand, when the finish layer of the wheel rim is cracked, the metal construction begins to erode in some road conditions with a speed of 0.1 mm/year [27]. Loss of material due to corrosion is an issue in the area where the wheel rim itself mates to the hub and under the nuts securing the wheel to the hub [28,29]. Standard procedures of wheel care, including regular tire change and wheel balancing, require wheel removal from the hub and wheel mounting on the hub [30].…”
Steel automotive wheel rims are subject to wear and tear, down to the end of their service life. Manufacturers use standard destructive tests to determine the probable lifetime of the car wheel rim. With this approach, to predict the remaining use time, it is necessary to know the initial parameters of the wheel rim, actual mileage, and its use characteristics, which is difficult information to obtain in the real world. Moreover, this work shows that a vehicle’s technical condition can affect the rim’s remaining service time. This work describes a new method of precise binary identification of the technical condition of steel car wheel rims using the dispersion of damping factors which result from experimental modal analysis. This work also proposes a new method of indicating the approaching end of wheel rim service life with limited parameters: run-out, average of damping factors, and dispersion of damping factors. The proposed procedure requires two sequential examinations of the rim in standard periods related to the average annual mileage of the vehicle. On this basis, it is possible to indicate the approaching end of the life of the steel rims about 10,000 km in advance.
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