Table 1 - Casting aluminum alloys, used in the rims. Are thermally hardening. Alloy It refers to the 5xxx series. Is thermally neuprochnyaemym. Increased strength can be achieved by cold plastic deformation - autofrettage. Table 2 - Wrought aluminum alloys, used in the rims. Forged aluminum wheels from wrought alloys and hardened by quenching and artificial aging condition T6. Alloy wheels or their elements made of AlSi7Mg0.
Alloy wheels made of AlSi11Mg alloy are usually not subjected to heat hardening state F [2, 6]. Thermally neuprochnyaemye 5xxx series alloys may receive in the manufacture or repair of cold-worked condition, which are designated Hhh. During solidification of these metals there are new grain, that "grow" in the parent metal grain, who did not have heat, to melt [7].
Regardless of the type of heat source, All welds in fusion welding have areas with different microstructures abruptly. These changes in the microstructure occur due to phase transformations in the solid state, such as:. Aluminum alloys in the cast state F state or annealed state O state can be welded without any significant loss of strength in the weld HAZ.
In this case, the weld strength corresponding to the strength of the base metal. If aluminum alloy, for example, received its increased strength due to cold plastic deformation autofrettage or due to the release of hardening particles aging , for example, able to T6, then the heat-affected zone can be a significant loss of strength. Figure 3 - The mechanical properties of cold-worked alloy series 5xxx in the heat affected zone of welding [7].
Thermally strengthened alloys when heated lose strength due to the additional allocation and consolidation of reinforcing particles. This process is called overaging.
Figure 4 — The mechanical properties of the alloy is thermally hardened in the heat affected zone of welding [7]. Thermally hardened alloy T6 state has a minimum yield strength and durability and MPa, respectively.
Based on the lead-time for the manufacturing of certain wheel lines, Weld Racing maintains a three-week buffer worth of stock of their A-move most popular wheels to ship out to distributors. As we make our way to the rest of the fabrication department, we pass the finished goods warehouse.
Here, Weld Racing maintains a stock of race and street performance wheels here, based on a calculation of usage and number of turns that can be met through production. Based on the lead time for manufacturing, three to four weeks worth of A-mover high-selling inventory is kept here as a buffer between Weld Racing and their distributors.
Opposite of the aisle from the finished goods warehouse is the storage area for raw materials of aluminum in all shapes and sizes ready for machining. Their large inventory of raw materials are shipped in from domestic suppliers from around the country. Every piece of raw material you see here comes from domestic suppliers.
While many wheel manufacturers simply source out and even import wheel halves already pressed, Weld Racing does it all in-house. These begin as three different alloys of sheet stock, which are essentially thin, round, flat discs when they arrive.
At top left, these alloy circles, dipped in wax, are what will ultimately be transformed into wheel shells through a process known as 'drawing,' where the circles are pressed into shape through hydraulic force. Top right, you can the initial draw that forms the cup-like shape, while at bottom right you see the second draw that reduces the diameter, deepens the draw, and further forms the final shape of the wheel shell.
This massive, 1,ton hydraulic press punches out narrower front wheel shells all in one process from alloy circles in less than a few seconds. Further draws will reduce the diameter and increase the length.
Once pressed, certain wheel halves, depending on the alloy, will be heat treated in a pair of large furnaces. Halves are run through the furnace at degrees for eight hours, which artificially ages the grain properties of the material. As those with engineering backgrounds know, you could actually place these wheels on a shelf for several years and age them in the same manner, or you could heat treat them, as seen here.
Another furnace, a T-4 furnace, completes a process known as annealing, which actually softens the material, allowing work-hardened alloys to be softened for further drawing. This pair of furnaces is where the alloy wheel shells are heat treated, depending upon the series of alloy used. At left, this robot picks up the wheels and loads them into the T-6 furnace, where they're heat treated at degrees for 8 hours to artificially 'age' the grain properties within the alloy.
The T-4 furnace at right is used to essentially 'soften' the wheel shells of certain alloy material so that they may be further 'drawn' in the press. Once they're finished, they too will take a trip through the T-6 furnace. In rows of four, wheel shells come out the opposing end of the large T-6 furnace after being hardened. A row of three machines carry out the complete process of piercing and pressing the cosmetic design into Weld's ProStar, Rodlite, and Draglite wheels.
The die seen at right makes the basic cut into the wheel and another machine 'rolls' the edges over for the final design. After the cosmetic design of the wheel has been pressed, the excess material is machined flat so that the two wheel shells can be welded together to create the final product. The machine seen here also cuts the inner diameter of the wheel in a single process. Within the Weld Racing facility is an in-house testing lab, capable of performing a range of testing procedures on street wheels and basic testing on race wheels.
Radial fatigue simulates a wheel running down the freeway at 55 MPH in a straight line, with a heavy weight load placed upon it. Rotary fatigue simulates cornering with a load, and impact tests involve weight being dropped on the wheel to asses the overall rigidity of the wheel structure. Basic validation of racing wheels is also performed here, although certification is completed by sending the wheels for testing with the SFI Foundation.
These tests are all based upon SAE testing formulas for load ratings, and while most tests are run only to the required certification levels, parts are occasionally tested to the point of failure. To give an idea of how wheels are tested here, in a rotational fatigue test, wheels are loaded at 1.
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Messages 6, Location Northampton. The same question has been asked before, here That looks as if its been repaired before, the problem is you cant see what invisible damage there is to the structure, a specialist wheel repairer may be the best bet. I wouldn't trust it though.
I welded a cast alloy wheel for someone; the crack was picked up when new tyres were being fitted. The damage had been caused by a pot-hole or something similar and the welding was wanted more to prevent air from leaking out than anything else. I wire brushed the area with a grinder , drilled a hole where i anticipated the crack ending, 'V'ed the crack both sides upto the hole, pre-heated to about c made the paint go a goldish colour , tigged both sides, and ground down the weld on the tyre beading area.
This was on the inside of the wheel so the repair wasn't really visibal.. If i did it again, i don't think i would preheat. I didn't realise how thin the metal was, and it didn't really take long to cool down.
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