In fusion welding the flux has a protective role in facilitating a controlled reaction of the metal and then preventing oxidation by forming a blanket over the molten material. Fluxes can be active and help in the process or inactive and simply protect the surfaces during joining.
Inert atmospheres play a protective role similar to that of fluxes. In gas-shielded metal-arc and gas-shielded tungsten-arc welding an inert gas--usually argon--flows from an tube surrounding the torch in a continuous stream, displacing the air from around the arc. The gas does not chemically react with the metal but simply protects it from contact with the oxygen in the air.
The metallurgy of metal joining is important to the functional capabilities of the joint. The arc weld illustrates all the basic features of a joint. Three zones result from the passage of a welding arc: (1) the weld metal, or fusion zone, (2) the heat-affected zone, and (3) the unaffected zone. The weld metal is that portion of the joint that has been melted during welding. The heat-affected zone is a region adjacent to the weld metal that has not been welded but has undergone a change in microstructure or mechanical properties due to the heat of welding. The unaffected material is that which was not heated sufficiently to alter its properties.
Weld-metal composition and the conditions under which it freezes (solidifies) significantly affect the ability of the joint to meet service requirements. In arc welding, the weld metal comprises filler material plus the base metal that has melted. After the arc passes, rapid cooling of the weld metal occurs. A one-pass weld has a cast structure with columnar grains extending from the edge of the molten pool to the centre of the weld. In a multipass weld, this cast structure maybe modified, depending on the particular metal that is being welded.
The base metal adjacent to the weld, or the heat-affected zone, is subjected to a range of temperature cycles, and its change in structure is directly related to the peak temperature at any given point, the time of exposure, and the cooling rates. The types of base metal are too numerous to discuss here, but they can be grouped in three classes: (1) materials unaffected by welding heat, (2) materials hardened by structural change, (3) materials hardened by precipitation processes.
Welding produces stresses in materials. These forces are induced by contraction of the weld metal and by expansion and then contraction of the heat-affected zone. The unheated metal imposes a restraint on the above, and as contraction predominates, the weld metal cannot contract freely, and a stress is built up in the joint. This is generally known as residual stress, and for some critical applications must be removed by heat treatment of the whole fabrication. Residual stress is unavoidable in all welded structures, and if it is not controlled bowing or distortion of the weldment will take place.
Arc welding
Shielded metal-arc welding accounts for the largest total volume of welding today. In this process an electric arc is struck between the metallic electrode and the workpiece. Tiny globules of molten metal are transferred from the metal electrode to the weld joint. Arc welding can be done with either alternating or direct current. A holder or clamping device with an insulated handle is used to conduct the welding current to the electrode. A return circuit to the power source is made by means of a clamp to the workpiece.
Gas-shielded arc welding, in which the arc is shielded from the air by an inert gas such as argon or helium, has become increasingly important because it can deposit more material at a higher efficiency and can be readily automated. The tungsten electrode version finds its major applications in highly alloyed sheet materials. Either direct or alternating current is used, and filler metal is added either hot or cold into the arc. Consumable electrode gas-metal arc welding with a carbon dioxide shielding gas is widely used for steel welding. Metal transfer is rapid, and the gas protection ensures a tough weld.
Submerged arc welding is similar to the above except that the gas shield is replaced with a granulated mineral material as a flux.
Weldability of metals
Carbon and low-alloy steels are the most widely used materials in welded construction. Carbon content largely determines the weldability of carbon steels. Low-alloy steels are generally regarded as those having a total alloying content of less than 6 percent. There are many grades of steel available, and their relative weldability varies.
Aluminum and its alloys are also generally weldable. A very thin oxide film on aluminum tends to prevent good metal flow, however, and suitable fluxes are used for gas welding. Fusion welding is more effective with alternating current when using the gas-tungsten arc process to enable the oxide to be removed by the arc action.
Copper and its alloys are weldable, but the high thermal conductivity of copper makes welding difficult. Metals such as zirconium, niobium, molybdenum, tantalum, and tungsten are usually welded by the gas-tungsten arc process. Nickel is the most compatible material for joining, is weldable to itself, and is extensively used in dissimilar metal welding of steels, stainless steels and copper alloys.
7. GEAR
Gear is a toothed wheel or cylinder used to transmit rotary or reciprocating motion from one part of a machine to another. Two or more gears, transmitting motion from one shaft to another, constitute a gear train. At one time various mechanisms were collectively called gearing. Now, however, gearing is used only to describe systems of wheels or cylinders with meshing (постоянное зацепление) teeth. Gearing is chiefly used to transmit rotating motion, but can, with suitably designed gears and flat-toothed sectors, be employed to transform reciprocating motion into rotating motion, and vice versa.
Simple Gears
The simplest gear is the spur (зубчатая) gear, a wheel with teeth cut across its edge parallel to the axis. Spur gears transmit rotating motion between two shafts or other parts with parallel axes. In simple spur gearing, the driven shaft revolves in the opposite direction to the driving shaft. If rotation in the same direction is desired, an idler gear (паразитная) is placed between the driving gear and the driven gear. The idler revolves in the opposite direction to the driving gear and therefore turns the driven gear in the same direction as the driving gear. In any form of gearing the speed of the driven shaft depends on the number of teeth in each gear. A gear with 10 teeth driving a gear with 20 teeth will revolve twice as fast as the gear it is driving, and a 20-tooth gear driving a 10-tooth gear will revolve at half the speed. By using a train of several gears, the ratio of driving to driven speed may be varied within wide limits.
Internal, or annular, gears are variations of the spur gear in which the teeth are cut on the inside of a ring or flanged wheel rather than on the outside. Internal gears usually drive or are driven by a pinion, a small gear with few teeth. A rack, a flat, toothed bar that moves in a straight line, operates like a gear wheel with an infinite radius and can be used to transform the rotation of a pinion to reciprocating motion, or vice versa.
Bevel gears (конические передачи) are employed to transmit rotation between shafts that do not have parallel axes. These gears have cone-shaped bodies and straight teeth. When the angle between the rotating shafts is 90°, the bevel gears used are called mitre gears.
Helical Gears
These gears have teeth that are not parallel to the axis of the shaft but are spiraled around the shaft in the form of a helix. Such gears are suitable for heavy loads because the gear teeth come together at an acute angle rather than at 90° as in spur gearing. Simple helical gearing has the disadvantage of producing a thrust that tends to move the gears along their respective shafts. This thrust can be avoided by using double helical, or herringbone, gears, which have V-shaped teeth composed of half a right-handed helical tooth and half a left-handed helical tooth. Hypoid gears are helical bevel gears employed when the axes of the two shafts are perpendicular but do not intersect. One of the most common uses of hypoid gearing is to connect the drive shaft and the rear axle in motor cars. Helical gearing used to transmit rotation between shafts that are not parallel is often incorrectly called spiral gearing.
Another variation of helical gearing is provided by the worm gear, also called the screw gear. A worm gear is a long, thin cylinder that has one or more continuous helical teeth that mesh with a helical gear. Worm gears differ from helical gears in that the teeth of the worm slide across the teeth of the driven gear instead of exerting a direct rolling pressure. Worm gears are used chiefly to transmit rotation, with a large reduction in speed, from one shaft to another at a 90° angle.
8. BEARINGS
Bearing is a mechanical device for decreasing friction in a machine in which a moving part bears--that is, slides or rolls on another part. Usually in a bearing the support must allow the moving part one type of motion, for example, rotation, while preventing it from moving in any other way, for example, sidewise. The commonest bearings are found at the rigid supports of rotating shafts where friction is the greatest.
Bearings were invented early in history; when the wheel was invented, it was mounted on an axle, and where wheel and axle touched was a bearing. Such early bearings had surfaces of wood or leather lubricated with animal fat.
Modern bearings have been arbitrarily designated as friction bearings and antifriction bearings. The first comprises sleeve or journal bearings; the second, ball and roller bearings. Neither type of bearing is completely frictionless, and both are highly efficient in reducing friction. A large, modern aircraft engine, for example, has more than 100 bearings, including both types; yet the total power consumed in overcoming bearing friction is less than one per cent of the total power output of the engine.
Friction bearings (скольжения) of the sleeve or journal type are simpler than antifriction bearings in construction but more complex in theory and operation. The shaft supported by the bearing is called the journal, and the outer portion, the sleeve. If journal and sleeve are both made of steel, the bearing surfaces, even if well lubricated, may grab or pick up, that is, rip, small pieces of metal from each other. The sleeves of most bearings therefore are lined with brass, bronze, or Babbitt metal. Sleeve bearings are generally pressure-lubricated through a hole in the journal or from the housing that contains the bearing. The sleeve is often grooved to distribute the oil evenly over the bearing surface.
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