In this paper, the corrosion performance of a laser cladding Fe-based alloy coating on the surface of 27SiMn steel was studied. The Fe-based alloy coating was prepared on a 27SiMn steel surface by high-speed laser cladding. The microstructure, morphological characteristics, element content, and phase composition of the cladding layer were analyzed by an optical microscope (OM), scanning electron microscope (SEM), energy dispersive spectrometer (EDS), and X-ray diffractometer (XRD), respectively. The corrosion resistance of the 27SiMn substrate and Fe-based coating in different corrosive environments was tested through an electrochemical experimental station, a salt spray corrosion test box, and an immersion experiment. The Fe-based alloy cladding layer is mainly composed of a-Fe, M₇C₃, M₂B, and Cr₃Si. The cladding layer structure forms planar, cellular, dendrite, and equiaxed dendrite during rapid solidification. The corrosion potential of the cladding layer is higher than that of the substrate, and the arc radius of the cladding layer is larger than that of the substrate. After salt spray corrosion, a large number of red and black corrosion products appeared on the surface of the substrate; the surface of the cladding layer sample was still smooth, and the morphology was almost unchanged. The weight loss results of the cladding layer and 27SiMn matrix after 120 h of immersion are 0.0688 and 0.0993 g·cm⁻², respectively. The weight loss of the cladding layer is 30.7% less than that of the matrix. Conclusion: Laser cladding an Fe-based alloy coating on the surface of 27SiMn has better corrosion resistance than the substrate, which improves the corrosion resistance of hydraulic supports.

Residual stress induced by solution treatment in 6061 aluminum alloy can lead to workpiece deformation, or even premature failure. The efficiency of traditional heat treatment for relieving residual stress is relatively low. Therefore, this study introduces a novel cryogenic treatment technique to reduce residual stress. The optimal cryogenic process parameters were achieved by orthogonal experiments: cryogenic temperature of 113 K, holding time of 24 h, 1 cryogenic cycle, and a cooling rate of 3 K·min⁻¹, and the residual stress of aluminum alloy was measured by the blind hole method. The microstructural evolutions in 6061 aluminum alloy were tested by OM, SEM, and TEM. The results show that the introduction of cryogenic treatment can reduce residual stress in 6061 aluminum alloy by 64%, mainly due to the reduction of dislocations and the uniform distribution of β’’ phase.

Vehicle speed prediction plays a critical role in energy management strategy (EMS). Based on the adaptive particle swarm optimization–least squares support vector machine (APSO-LSSVM) algorithm with BP neural network (BPNN), a novel closed-loop vehicle speed prediction system is proposed. The database of a vehicle internet platform was adopted to construct a speed prediction model based on the APSO-LSSVM algorithm. Furthermore, a BPNN is established according to the local high-precision nonlinear fitting relationship between the predicted value and error so as to correct the prediction value. Then, the results are returned to the APSO-LSSVM model for calculating the minimum fitness function, thus obtaining a closed-loop prediction system. Finally, equivalent fuel consumption minimization strategy (ECMS) based EMS was performed. According to the simulation results, the RMSE performance is 0.831 km/h within 5 s, which is over 20% higher than other performances. Additionally, the training time is 15 min within 5 s, which is advantageous over BPNN. Furthermore, fuel consumption increases by 6.95% compared with the dynamic-programming algorithm and decreased by 5.6%~10.9% compared with the low accuracy of speed prediction. Overall, the proposed method is crucial for optimizing EMS as it is not only effective in improving prediction accuracy but also capable of reducing training time.

The working load on automotive components is continuously rising, and the mechanical performance requirements for component materials are rising along with the growth trend toward light weight and high dependability in automobiles. In this study, the response characteristics of 51CrV4 spring steel were taken to be its hardness, wear resistance, tensile strength, and impact toughness. Prior to tempering, cryogenic treatment was introduced. Through the Taguchi method and gray relational analysis, the ideal process parameters were discovered. The ideal process variables were the following: a cooling rate of 1 °C/min, a cryogenic temperature of −196 °C, a holding time of 24 h, and a cycle number of three. An analysis of variance revealed that the holding time had the greatest effect on the material properties, with an effect of 49.01%. The yield limit of 51CrV4 was increased by 14.95% and the tensile strength was increased by 15.39% with this group of processes, and the wear mass loss was reduced by 43.32%. The mechanical qualities had a thorough upgrade. Microscopic analysis revealed that cryogenic treatment resulted in refinement of the martensite structure and significant differences in orientation. Additionally, bainite precipitation occurred, exhibiting a fine needle-like distribution, which positively influenced impact toughness. Analysis of the impact fracture surface showed that cryogenic treatment led to an increase in dimple diameter and depth. Further analysis of the elements revealed that calcium (Ca) weakened the negative effect of sulfur (S) on 51CrV4 spring steel. The overall improvement in material properties provides guidance for practical production applications.

In this work, thermo-mechanically treated 42CrMo steel was subjected to cryogenic treatment conducted by means of orthogonal design method, followed by low-temperature tempering to investigate the effect of different parameters of cryogenic treatment on wear resistance of 42CrMo steel and to optimize parameters of cryogenic treatment for improving wear resistance. The results of hardness test and wear test show that cryogenic treatment significantly improves wear resistance with marginal changes in coefficient of friction and hardness. Specifically, cryogenic temperature has the largest impact on wear resistance of 42CrMo steel, holding time has medium impact, and the parameter of treatment cycles has the least impact. The optimum parameters of cryogenic treatment are −196°C for 12 hours with one cycle for improving wear resistance. The results of scanning electron microscopy (SEM) and X-ray diffractometry (XRD) analysis indicate that marginal changes in hardness and coefficient of friction may be owing to little amount of transformation of retained austenite, and the significant influence of cryogenic treatment on improving wear resistance of 42CrMo steel can be mainly attributed to segregation of carbon atoms promoted by cryogenic treatment resulting in more precipitation of carbides in subsequent tempering.