A centrifugally cast composite roll comprising an outer layer formed by a centrifugal casting method, and an inner layer made of ductile cast iron and integrally fused to the outer layer, the outer layer being made of an Fe-based alloy comprising by mass 1.3-3.7% of C, 0.3-3% of Si, 0.1-3% of Mn, 1-7% of Cr, 1-8% of Mo, at least one of 2.5-7% of V, 0.1-3% of Nb and 0.1-5% of W (V is indispensable), and 0.01-0.2% of B and/or 0.05-0.3% of S, the balance being substantially Fe and inevitable impurities, the outer layer having a structure containing no graphite; the inner layer comprising a core portion fused to the outer layer, and a drive-side shaft portion and a free-side shaft portion integrally extending from both ends of the core portion; the total amount of Cr, Mo, V, Nb and W being 0.35-2% by mass in an end portion of the drive-side shaft portion and 0.15-1.8% by mass in an end portion of the free-side shaft portion, the former being larger than the latter by 0.2% or more by mass.

A centrifugally cast composite roll comprising an outer layer formed by a centrifugal casting method, and an inner layer made of ductile cast iron and integrally fused to the outer layer, the outer layer being made of an Fe-based alloy comprising by mass 1.3-3.7% of C, 0.3-3% of Si, 0.1-3% of Mn, 1-7% of Cr, 1-8% of Mo, at least one of 2.5-7% of V, 0.1-3% of Nb and 0.1-5% of W (V is indispensable), and 0.01-0.2% of B and/or 0.05-0.3% of S, the balance being substantially Fe and inevitable impurities, the outer layer having a structure containing no graphite; the inner layer comprising a core portion fused to the outer layer, and a drive-side shaft portion and a free-side shaft portion integrally extending from both ends of the core portion; the total amount of Cr, Mo, V, Nb and W being 0.35-2% by mass in an end portion of the drive-side shaft portion and 0.15-1.8% by mass in an end portion of the free-side shaft portion, the former being larger than the latter by 0.2% or more by mass.

A nodular graphite cast iron for pistons according to an embodiment contains, in mass %, C: 2.7 to 4.3%, Si: 2.0 to 3.5%, Mn: 0.3 to 0.8%, Mg: 0.02 to 0.10%, Cu: 0.3 to 1.0%, Cr: 0.05 to 0.90%, and Mo: 0.05 to 1.00% with the balance being composed of Fe and inevitable impurities. Then, the C content and the Si content fall within a composition range defined by a line sequentially joining respective points of point A (2.7%, 3.5%), point B (3.2%, 2.0%), point C (4.3%, 2.0%), and point D (3.8%, 3.5%) indicated by (the C content and the Si content) in a graph illustrating the relation between the C content and the Si content.

A nodular graphite cast iron for pistons according to an embodiment contains, in mass %, C: 2.7 to 4.3%, Si: 2.0 to 3.5%, Mn: 0.3 to 0.8%, Mg: 0.02 to 0.10%, Cu: 0.3 to 1.0%, Cr: 0.05 to 0.90%, and Mo: 0.05 to 1.00% with the balance being composed of Fe and inevitable impurities. Then, the C content and the Si content fall within a composition range defined by a line sequentially joining respective points of point A (2.7%, 3.5%), point B (3.2%, 2.0%), point C (4.3%, 2.0%), and point D (3.8%, 3.5%) indicated by (the C content and the Si content) in a graph illustrating the relation between the C content and the Si content.

A cast iron having high strength, hardness, and thermal conductivity for a cylinder liner of an internal combustion engine is provided. The cast iron includes 3.2 wt. % to 3.8 wt. % carbon, 2.2 wt. % to 3.2 wt. % silicon, 0.5 wt. % to 1.3 wt. % copper, and at least 75.0 wt. % iron, based on the total weight of the cast iron. The cast iron further includes 0.01 wt. % to 0.5 wt. % manganese, 0.01 wt. % to 0.2 wt. % chromium, up to 0.3 wt. % phosphorous, up to 0.05 wt. % sulfur, up to 0.2 wt. % tin, and up to 0.1 wt. % magnesium, based on the total weight of the cast iron. Preferably, the cast iron is free of molybdenum, nickel, and vanadium. The cast iron is also heat treated and solidifies to achieve fully spheroidal graphite.

A cast iron having high strength, hardness, and thermal conductivity for a cylinder liner of an internal combustion engine is provided. The cast iron includes 3.2 wt. % to 3.8 wt. % carbon, 2.2 wt. % to 3.2 wt. % silicon, 0.5 wt. % to 1.3 wt. % copper, and at least 75.0 wt. % iron, based on the total weight of the cast iron. The cast iron further includes 0.01 wt. % to 0.5 wt. % manganese, 0.01 wt. % to 0.2 wt. % chromium, up to 0.3 wt. % phosphorous, up to 0.05 wt. % sulfur, up to 0.2 wt. % tin, and up to 0.1 wt. % magnesium, based on the total weight of the cast iron. Preferably, the cast iron is free of molybdenum, nickel, and vanadium. The cast iron is also heat treated and solidifies to achieve fully spheroidal graphite.

A coating liquid for preparing a needle-shaped cylinder liner, comprising the following components: 0.05-0.4 parts of an anionic surfactant; 0.05-0.5 parts of tannic acid; 0.15-0.7 parts of caustic soda; 22-38 parts of diatomite; 3-10 parts of montmorillonite; and 62-75 parts of water. A method for preparing a needle-shaped cylinder liner comprises spraying a coating liquid for preparing the needle-shaped cylinder liner onto the inner wall of a hollow cylindrical mould, and drying the coating liquid to obtain a mould with a coating attached to the surface of the inner wall; adding an inoculated iron liquid into the rotary mould, and cooling and demoulding to obtain a cylinder liner blank; and subjecting the blank to outer surface cleaning and forming machining to obtain the needle-shaped cylinder liner.

A coating liquid for preparing a needle-shaped cylinder liner, comprising the following components: 0.05-0.4 parts of an anionic surfactant; 0.05-0.5 parts of tannic acid; 0.15-0.7 parts of caustic soda; 22-38 parts of diatomite; 3-10 parts of montmorillonite; and 62-75 parts of water. A method for preparing a needle-shaped cylinder liner comprises spraying a coating liquid for preparing the needle-shaped cylinder liner onto the inner wall of a hollow cylindrical mould, and drying the coating liquid to obtain a mould with a coating attached to the surface of the inner wall; adding an inoculated iron liquid into the rotary mould, and cooling and demoulding to obtain a cylinder liner blank; and subjecting the blank to outer surface cleaning and forming machining to obtain the needle-shaped cylinder liner.

The coupler system of a railway car truck is constructed such that basic overall appearance may be maintained, but the actual material of which it is constructed is changed. According to one embodiment, the coupler is constructed from cast austempered ductile iron; whereas cast iron has a density, 0.26 lbs/in{circumflex over ( )}3, which is approximately 8% less than steel, 0.283 lbs/in{circumflex over ( )}3, thereby allowing for a reduction in weight over steel. A suitable austempering process is used to produce the austempered metal coupler and components thereof. A second benefit of embodiments of the present invention provides for a more efficient use of materials, meaning less metal is used to make the same final shape, as a way of reducing the coupler weight. Both factures combined allow for a lighter weight coupler, while utilizing the standard designs. Alternate coupler configurations are disclosed for further reducing coupler weight.

Lightweight yokes are provided. According to some embodiments, the basic overall appearance of the yoke may be maintained, but the actual material of which it is constructed is changed. According to other embodiments, the yoke is provided with an improved lightweight construction, and, yet other embodiments the yoke may be provided with an improved construction and formed from a preferred material. Yokes may be constructed from cast austempered ductile iron; whereas cast iron has a density, 0.26 lbs/in{circumflex over ( )}3, which is approximately 8% less than steel, 0.283 lbs/in{circumflex over ( )}3, thereby allowing for a reduction in weight over steel. A suitable austempering process is used to produce the austempered metal yoke. Yokes have improved configurations which may require less metal to produce the yoke. Both, the lightweight material and improvements in configuration of the yoke structure may combine to provide a lighter weight yoke.