The same conventional castables , made up and placed in the same way , may be vibratory cast. The consistency may be exactly the same or a little drier, but not much. The apperiance of small nodulus , in a wad of material sparated by cracks, signifies that it is too dry.
Recalling that castable mixes are thixotropic, they can be kept fluid more or less throughout by been kept in constant shear throughout.This end is achiaved by the use of >= 10 kilohertz vibrators, working either on the forms or in channal geometry via the top surface of the fill. Wheather this techniques is better than those of conventional manual placement, above, may be matter of geometry and size of casting or to some degree one of the local preference and style. Where it is feasible vibratory casting gives superior density and strenght
Stephen C. Carniglia, Gordon L. Barna Handbook of industrial refractories technology: principles, types, properties, and applications, P. 564
Dry Film Lubricant
Stamping lubricants can be divided into oil-based liquid lubricants and dry film or coil
lubricants (DFL). The liquid lubricants may be mineral oils or emulsions. Dry film
lubricants are divided into water-soluble dry film lubricants and water-free dry film
lubricants (the so-called “hotmelts”). Water-soluble dry film lubricants are applied in
amount of 0.5-1.5g/m2 at the rolling mill. They stick to the surface of the stamped sheet
parts and offer sufficient corrosion protection but are not compatible with most
adhesives used in automotive body construction The water-free dry film lubricants are also applied on the sheet material in small amounts at the rolling mill. Besides their superior drawing performance compared to oil-based lubricants, the most important advantage is their compatibility with almost all commonly used adhesives. In today’s automotive stamping plants, DFL is increasingly popular, due to improved performance cleanliness and reduced requirements for recycling and disposal In addition, DFL: a) provides uniform coating thickness on the sheet blanks, b) reduces the amount of lubricant (typically 0.5-1.5 g/m2 vs. oil-based lubrication 1.5-3.0 g/m2), c) may eliminate washing of stampings which are necessary with wet lube, d) is compatible with assembly operations (welding, bonding, clinching and riveting), e) is more environmentally benign than the petroleum based wet lubes. On the other hand, DFL has no cooling effect and makes it difficult to remove deposits of metal debris left on the die surface.
Tribology of Manufacturing Processes, Volume 1, P.16
Dry Film Lubricant
Stamping lubricants can be divided into oil-based liquid lubricants and dry film or coil
lubricants (DFL). The liquid lubricants may be mineral oils or emulsions. Dry film
lubricants are divided into water-soluble dry film lubricants and water-free dry film
lubricants (the so-called “hotmelts”). Water-soluble dry film lubricants are applied in
amount of 0.5-1.5g/m2 at the rolling mill. They stick to the surface of the stamped sheet
parts and offer sufficient corrosion protection but are not compatible with most
adhesives used in automotive body construction The water-free dry film lubricants are also applied on the sheet material in small amounts at the rolling mill. Besides their superior drawing performance compared to oil-based lubricants, the most important advantage is their compatibility with almost all commonly used adhesives. In today’s automotive stamping plants, DFL is increasingly popular, due to improved performance cleanliness and reduced requirements for recycling and disposal In addition, DFL: a) provides uniform coating thickness on the sheet blanks, b) reduces the amount of lubricant (typically 0.5-1.5 g/m2 vs. oil-based lubrication 1.5-3.0 g/m2), c) may eliminate washing of stampings which are necessary with wet lube, d) is compatible with assembly operations (welding, bonding, clinching and riveting), e) is more environmentally benign than the petroleum based wet lubes. On the other hand, DFL has no cooling effect and makes it difficult to remove deposits of metal debris left on the die surface.
Tribology of Manufacturing Processes, Volume 1, P.16
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