Automobiles metallic materials

Long-chain esters of pentaerythritol have been used as pour-point depressants for lubricant products, ranging from fuel oils or diesel fuels to the high performance lubricating oils requited for demanding outiets such as aviation, power turbines, and automobiles. These materials requite superior temperature, viscosity, and aging resistance, and must be compatible with the wide variety of metallic surfaces commonly used in the outiets (79—81). 

Today, aluminum is the most widely used metal in the world after iron. It is used in the manufacture of automobiles, packaging materials, electrical equipment, machinery, and building construction. Aluminum is also ideal for beer and soft drink cans and foil because it can be melted and reused, or recycled. 

Structural Components. In most applications structural foam parts are used as direct replacements for wood, metals, or solid plastics and find wide acceptance in appliances, automobiles, furniture, materials-handling equipment, and in construction. Use in the building and construction industry accoimt for more than one-half of the total volume of structural foam applications. High impact... 

VDA 278 (2011) Thermal Desorption Analysis of Organic Emissions for the Characterization of Non-Metallic Materials for Automobiles, October 2011, VDA Verband der Automobilindustrie, Germany, www.vda.de (accessed 2 November 2014). 

A catalytic converter is the pollutant-reducing device that is located in the automobile s exhaust system. Molecules of pollutant gases become attached to surface defects of crystalline metallic materials found in the catalytic converter. While attached to these sites, the molecules experience chemical reactions that convert them into other, non-polluting or less-polluting substances. The Materials of Importance box in Section 4.6 contains a detailed description of this process. 

Polypropylene is used in battery cases and in the replacement of metal parts in automobiles. It is also widely used in consumer products, eg, kitchen wares, trays, toys, and packaging materials. Its future appHcations are expected to include an increased portion of the fibers and filaments markets, especially for continued growth in carpet backing and carpet face yams. Film, both oriented and unoriented, is also expected to be a significant growth market for polypropylene. 

The Hquid polymer is then compounded with metal oxides or peroxides, as weU as fillers (carbon black) and can undergo cold vulcanization, ie, chain extension and cross-linking iato a soHd matrix. It is largely used as a sealant and gasket material for wiadows, automobile wiadshields, etc. 

Catalytic Support Body Monolithic Honeycomb Unit. The terms substrate and brick are also used to describe the high geometric surface area material upon which the active coating material is placed. Monolithic honeycomb catalytic support material comes in both ceramic and metallic form. Both are used in automobile catalysts and each possesses unique properties. A common property is a high geometric surface area which is inert and does not react with the catalytic layer. 

Two classes of metals have been examined for potential use as catalytic materials for automobile exhaust control. These consist of some of the transitional base metal series, for instance, cobalt, copper, chromium, nickel, manganese, and vanadium and the precious metal series consisting of platinum [7440-06-4], Pt palladium [7440-05-3], Pd rhodium [7440-16-6], Rh iridium, [7439-88-5], Ir and mthenium [7440-18-8], Ru. Specific catalyst activities are shown in Table 3. 

The development of new polymer alloys has caused a lot of excitement in recent years but in fact the concept has been around for a long time. Indeed one of the major commercial successes of today, ABS, is in fact an alloy of acrylonitrile, butadiene and styrene. The principle of alloying plastics is similar to that of alloying metals - to achieve in one material the advantages possessed by several others. The recent increased interest and activity in the field of polymer alloys has occurred as a result of several new factors. One is the development of more sophisticated techniques for combining plastics which were previously considered to be incompatible. Another is the keen competition for a share of new market areas such as automobile bumpers, body panels etc. These applications call for combinations of properties not previously available in a single plastic and it has been found that it is less expensive to combine existing plastics than to develop a new monomer on which to base the new plastic. 

There has been a rapid growth of the demand for plastics from less than 20 billion pounds in 1970 to nearly 50 billion pounds consumed in the United States in 1986, mostly due to the substitution of traditional raw materials. All over the world, plastics have replaced metals, glass, ceramics, wood papers, and natural fibers in a wide variety of industries including packaging, consumer products, automobiles, building and construction, electronics and electrical equipment, appliances, furniture, piping, and heavy industrial equipment [57-121]. Consumption patterns of PBAs in some countries are shown in Tabies 1 and 2. 

The relatively high cost and lack of domestic supply of noble metals has spurred considerable efforts toward the development of nonnoble metal catalysts for automobile exhaust control. A very large number of base metal oxides and mixtures of oxides have been considered, especially the transition metals, such as copper, chromium, nickel, manganese, cobalt vanadium, and iron. Particularly prominent are the copper chromites, which are mixtures of the oxides of copper and chromium, with various promoters added. These materials are active in the oxidation of CO and hydrocarbons, as well as in the reduction of NO in the presence of CO (55-59). Rare earth oxides, such as lanthanum cobaltate and lanthanum lead manganite with Perovskite structure, have been investigated for CO oxidation, but have not been tested and shown to be sufficiently active under realistic and demanding conditions (60-63). Hopcalities are out-... 

The raw materials needed to supply about ten million new automobiles a year do not impose a difficult problem except in the case of the noble metals. Present technology indicates that each car may need up to ten pounds of pellets, two pounds of monoliths, or two pounds of metal alloys. The refractory oxide support materials are usually a mixture of silica, alumina, magnesia, lithium oxide, and zirconium oxide. Fifty thousand tons of such materials a year do not raise serious problems (47). The base metal oxides requirement per car may be 0.1 to 1 lb per car, or up to five thousand tons a year. The current U.S. annual consumption of copper, manganese, and chromium is above a million tons per year, and the consumption of nickel and tungsten above a hundred thousand tons per year. The only important metals used at the low rate of five thousand tons per year are cobalt, vanadium, and the rare earths. 

Almost all the materials which are being considered as components in automobile exhaust catalyst are somewhat toxic (74)- Most of the compounds considered are low vapor pressure solids which can only escape from the exhaust system as very fine airbone dust particles formed by catalyst attrition. A few compounds, such as the highly toxic metal carbonyls and ruthenium tetroxides, are liquid under ambient conditions and have boiling points less than 100 °C. These compounds are not present in... 

A catalyst used for cleaning exhaust gases from automobiles consist, among other things, of Rh particles on an AI2O3 support material. The Rh particles expose primarily Rh(lll) and secondarily Rh(lOO) surface structures. Rh is a FCC metal with a lattice distance of a = 0.381 nm. 

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