EP3143173A1

EP3143173A1 - Method for producing an engine component, engine component, and use of an aluminum alloy

Info

Publication number: EP3143173A1
Application number: EP15720740.8A
Authority: EP
Inventors: Roman Morgenstern; Silvio Stephan; Scott Kenningley; Philipp Koch; Isabella Sobota; Martin Popp; Robert Willard; Klaus Lades; Rainer Weiss
Original assignee: Federal Mogul Nuernberg GmbH
Current assignee: Federal Mogul Nuernberg GmbH
Priority date: 2014-05-14
Filing date: 2015-05-11
Publication date: 2017-03-22
Anticipated expiration: 2035-05-11
Also published as: US11280292B2; DE102014209102A1; EP3143173B1; EP3143173B2; CN106795591B; KR102379579B1; JP2017519105A; KR20170007404A; CN106795591A; US20170226957A1; WO2015173172A1; BR112016026554A2; MX2016014860A

Abstract

The invention relates to a method for producing an engine component, in particular a piston for an internal combustion engine, wherein an aluminum alloy is cast in the gravity die casting process and wherein the aluminum alloy has 7 to < 14.5 wt% silicon, > 1.2 to ≤ 4 wt% nickel, > 3.7 to < 10 wt% copper, < 1 wt% cobalt, 0.1 to 1.5 wt% magnesium, 0.1 to ≤ 0.7 wt% iron, 0.1 to ≤ 0.7 wt% manganese, > 0.1 to < 0.5 wt% zirconium, ≥ 0.1 to ≤ 0.3 wt% vanadium, 0.05 to 0.5 wt% titanium, and 0.004 to ≤ 0.05 wt% phosphorus as alloying elements and aluminum and unavoidable contaminants as the remainder. The aluminum alloy can optionally comprise beryllium, wherein the calcium content is limited to a low level. The invention further relates to an engine component, in particular a piston for an internal combustion engine, wherein the engine component is composed at least partially of an aluminum alloy, and to the use of an aluminum alloy to produce an engine component, in particular a piston of an internal combustion engine.

Description

Method for producing an engine component, engine components and use of a

aluminum alloy

Technical area

The present invention relates to a method for producing and using an engine component, in particular a piston for an internal combustion engine, in which an aluminum alloy is gravity-cast, an engine component at least partially made of an aluminum alloy, and the use of an aluminum alloy for producing such an engine component ,

State of the art

In recent years there has been an increasing demand for particularly economical and thus ecological means of transport, which have to meet high consumption and emission requirements. In addition, there is always the need to make engines as powerful and low-consumption. A key factor in the development of high-performance and low-emission internal combustion engines are pistons, which can be used at ever higher combustion temperatures and combustion pressures, which is essentially made possible by more efficient piston materials.

Basically, a piston for an internal combustion engine must have a high heat resistance and at the same time be as light and strong as possible. It is of particular importance how the microstructural distribution, morphology, composition and thermal stability of highly heat-resistant phases are formed. An optimization in this regard usually takes into account a minimum content of pores and oxide inclusions.

The material sought must be optimized for both isothermal fatigue strength (HCF) and thermo-mechanical fatigue strength (TMF). In order to optimally design the TMF, it is always desirable to have the finest possible microstructure of the material. A fine microstructure reduces the risk of microplasticity or microcracks on relatively large primary phases (in particular of primary silicon precipitates) and thus also the risk of crack initiation and propagation.

Under TMF stress occur on relatively large primary phases, in particular on primary silicon precipitates, due to different expansion coefficients of the individual components the alloy, namely the matrix and the primary phases, microplasticities or Mt. cracks, which can significantly reduce the life of the piston material. To increase the life is known to keep the primary phases as small as possible.

In the gravity die casting used, there is an upper limit of the concentration up to which alloying elements should be introduced and, if exceeded, the castability of the alloy is reduced or casting becomes impossible. In addition, too high concentrations of strength-enhancing elements result in the formation of thin piantate intermetallic phases which drastically reduce fatigue strength.

DE 44 04 420 A1 describes an alloy which can be used in particular for pistons and for components which are exposed to high temperatures and are mechanically stressed. The described aluminum alloy comprises 8.0 to 10.0% by weight of silicon, 0.8 to 2.0% by weight of magnesium, 4.0 to 5.9% by weight of copper, 1.0 to 3.0 Wt .-% nickel, 0.2 to 0.4 wt .-% manganese, less than 0.5 wt .-% iron and at least one element selected from antimony, zirconium, titanium, strontium, cobalt, chromium, and vanadium wherein at least one of these elements is present in an amount of> 0.3% by weight, the sum of these elements being <0.8% by weight.

EP 0 924 310 B1 describes an aluminum-silicon alloy which has its application in the production of pistons, in particular for pistons in internal combustion engines. The aluminum alloy has the following composition: 10.5 to 13.5% by weight of silicon, 2.0 to less than 4.0% by weight of copper 0.8 to 1.5% by weight of magnesium, 0, 5 to 2.0% by weight of nickel, 0.3 to 0.9% by weight of cobalt, at least 20 ppm of phosphorus and either 0.05 to 0.2% by weight of titanium or up to 0.2% by weight. % Zirconium and / or up to 0.2% by weight vanadium and balance aluminum and unavoidable impurities.

WO 00/71767 A1 describes an aluminum alloy suitable for high temperature applications, e.g. highly stressed pistons or other applications in internal combustion engines. The aluminum alloy is composed of the following elements: 6.0 to 14.0% by weight of silicon, 3.0 to 8.0% by weight of copper, 0.01 to 0.8% by weight of iron, 0 , 5 to 1.5% by weight of magnesium, 0.05 to 1.2% by weight of nickel, 0.01 to 1.0% by weight of manganese, 0.05 to 1.2% by weight of titanium , 0.05 to 1.2 wt .-% zirconium, 0.05 to 1.2 wt .-% vanadium, 0.001 to 0.10 wt .-% strontium and balance aluminum.

DE 103 33 103 B4 describes a piston which is made of an aluminum casting alloy, wherein the aluminum casting alloy contains: 0.2 or less wt .-% magnesium, 0.05 to 0.3 mass% titanium, 10 to 21 wt .-% Silicon, 2 to 3.5% by weight of copper, 0.1 to 0.7% by weight of iron, 1 to 3% by weight of nickel, 0.001 to 0.02% by weight of phosphorus, 0.02 to 0.3 wt .-% zirconium and balance aluminum and impurities. It is further described that the size of a non-metal inclusion present within the bulb is less than 100 microns.

EP 1 975 262 B1 describes an aluminum casting alloy consisting of: 6 to 9% silicon, 1, 2 to 2.5% copper, 0.2 to 0.6% magnesium, 0.2 to 3% nickel, 0.1 to 0.7% iron, 0.1 to 0.3% titanium, 0.03 to 0.5% zirconium, 0.1 to 0.7% manganese, 0.01 to 0.5% vanadium and one or more of the strontium 0.003 to 0.05%, antimony 0.02 to 0.2%, and sodium 0.001 to 0.03%, the total amount of titanium and zirconium being less than 0.5%, and aluminum and unavoidable impurities the balance form when the total amount is set at 100 mass%.

WO 2010/025919 A2 describes a method for producing a piston of an internal combustion engine, wherein a piston blank of an aluminum-silicon alloy is poured with the addition of copper fractions and then finished. The invention provides that the copper content is at most 5.5% of the aluminum-silicon alloy and that the aluminum-silicon alloy portions of titanium (Tl), zirconium (Zr), chromium (Cr) or vanadium (V) are admixed and the sum of all ingredients is 100%.

The application DE 102011083969 relates to a method for producing an engine component, in particular a piston for an internal combustion engine, in which an aluminum alloy is cast by gravity die casting, a motor body, which consists at least partially of an aluminum alloy, and the use of an aluminum alloy for producing an engine component. In this case, the Aluminiumtegierung the following alloying elements: 6 to 10 wt .-% silicon, 1, 2 to 2 wt .-% nickel, 8 to 10 wt .-% copper, 0.5 to 1, 5 wt .-% magnesium , 0.1 to 0.7% by weight of iron, 0.1 to 0.4% by weight of manganese, 0.2 to 0.4% by weight of zirconium, 0.1 to 0.3% by weight Vanadium, 0.1 to 0.5 wt .-% of titanium and aluminum and avoidable impurities as the remainder. Preferably, this alloy has a phosphorus content of less than 30 ppm.

Finally, EP 1 340 827 B1 is to be mentioned, which describes the effects of beryllium in an aluminum-silicon casting alloy with a relatively low magnesium concentration. Additions of 5-100 ppm beryllium contribute to the formation of an advantageous, thin, stoichiometric MgO layer, which promotes the flowability and the short-time oxidation behavior of the alloy.

Presentation of the invention

An object of the present invention is to provide a method for producing an engine component, in particular a piston for an internal combustion engine, wherein an aluminum alloy is poured in the gravity coke casting process, so that a highly heat resistant Motorbautetl can be produced by gravity die casting process.

The solution to this problem is given by the method according to claim 1. Further preferred embodiments of the invention will become apparent from the relevant subclaims.

A further object of the invention is to provide an engine component, in particular a piston for an internal combustion engine, which is highly heat-resistant and at least partially consists of an aluminum alloy.

This object is achieved by the subject matter of claim 10 and further preferred embodiments will become apparent from the relevant subclaims.

In a method according to the invention, the aluminum alloy has the following alloying elements:

Silicon (Si) of about 7, preferably from about 9 wt .-% to <about 14.5, preferably up to <about 12, more preferably up to <about 10.5 and even more preferably up to <about 10 wt .-%;

Nickel (Ni) of> about 1.2, preferably from> about 2 wt% to about 4, preferably to <about 3.5 and more preferably to <about 2 wt%;

Copper (Cu) of> about 3.7, preferably> about 5.2 and more preferably> 5.5% by weight to <about 10, preferably up to <about 8, more preferably up to <about 5 , 5 and even more preferably up to about 5.2% by weight;

Cobalt (Co) up to <about 1 wt%, preferably from> about 0.2 wt% to <about 1 wt%;

Magnesium (Mg) of about 0.1, preferably from about 0.5, more preferably from about 0.6, even more preferably from> about 0.65, and most preferably from about 1.2 to about 1.5, more preferably up to about 1.2% by weight, and more preferably up to about 0.8% by weight;

Iron (Fe) of about 0.1, preferably from about 0.4% to about 0.7, preferably up to about 0.6% by weight;

Manganese (Mn) of about 0.1% by weight to <about 0.7, and preferably up to about 0.4% by weight; Zirconium (Zr) of> about 0.1, preferably from about> 0.2% by weight to <about 0.5, preferably up to about 0.4, and more preferably up to <about 0.2% by weight. -%;

Vanadium (V) of from about 0.1% by weight to <about 0.3, preferably up to <about 0.2% by weight;

Titanium (Ti) of about 0.05, preferably from about 0.1 weight percent to about 0.5, preferably up to about 0.2 weight percent;

Phosphorus (P) of about 0.004 wt .-% to about <0.05, preferably up to about 0.008 wt .-% and balance aluminum and unavoidable impurities, on. As impurities, non-mentioned elements can be further considered above. The impurity level may be, for example, 0.01% by weight per impurity element or 0.2% by weight in total.

By the selected aluminum alloy, it is possible to produce a motor component in the gravity die casting process, which has a high proportion of finely divided, highly heat-resistant, thermally stable phases and a fine microstructure. Susceptibility to crack initiation and crack propagation e.g. of oxides or primary phases and the TMF-HCF lifetime is reduced by the choice of the alloy according to the invention over the previously known production methods of pistons and similar engine components.

The alloy according to the invention, in particular the comparatively low silicon content, also results in comparatively less and finer primary silicon being present in the thermally highly stressed edge region of the invention, so that the alloy leads to particularly good properties of a piston produced according to the invention. Thus, a highly heat resistant engine component can be produced by the gravity die casting method. The proportions of copper, zirconium, vanadium and titanium according to the invention, in particular the comparatively high content of zirconium, vanadium and titanium, bring about an advantageous proportion of finely chain-increasing precipitates, without, however, causing large plate-shaped intermetallic phases. For example, the alloy properties can be optimized in an application-specific manner by a targeted selection of the Cu content in the range according to the invention. In particular, higher Cu contents improve the heat resistance of the alloy. On the other hand, the cobalt and phosphorus contents of the present invention are advantageous in that cobalt increases the hardness and (warm) strength of the alloy and contributes phosphorus as a nucleating agent for primary silicon precipitates, that these are excreted very finely and evenly distributed. Zirconium and cobalt also contribute, especially in the Muidenrandbereich, to increases in strength at elevated temperatures. Advantageously, the said aluminum alloys preferably comprise 0.6% by weight to 0.8% by weight of magnesium, which in the preferred concentration range contributes, in particular, to the effective formation of secondary, strength-increasing phases without excessive oxide formation occurring. Furthermore, the alloy alternatively or additionally preferably has from 0.4% by weight to 0.6% by weight of iron, which advantageously reduces the tendency of the alloy to tilt in the casting mold, wherein the formation of plate-shaped phases remains limited in the concentration range mentioned.

The above-described aiuminium alloys may also be from about 0.0005, preferably from> about 0.006, and more preferably from about 0.01% to about 0.5, preferably to about <about 0.1% by weight beryllium (Be), wherein the content of calcium is limited to ί about 0.0005 wt .-%. The addition of beryllium results in a particularly good castability of the alloy. Its addition to the melt causes a dense oxide skin on the melt, which acts as a diffusion barrier and reduces the oxidation and hydrogen uptake of the melt. The diffusion of aluminum and magnesium can also be prevented. The above effects are particularly relevant when using holding furnaces. In addition, a fine / thin oxide layer is formed on the solidification front during casting, for example, in a mold, which improves flowability. Overall, thus thin walls and fine mold structures can be filled better and without additional assistance. In addition, the addition of beryllium improves the strength characteristics of the alloy as a whole. During aging, a higher density of strength enhancing precipitates is achievable. The addition of beryllium supplements the beneficial effects of the present Auminiumiegierungen to a reduction in the oxidation of the melt, contributes to better castability, especially in gravity chill casting, and improves the strength of the alloy. At the same time, it is preferable to limit the calcium content to the above low level. The simultaneous presence of excess levels of calcium can counteract the beneficial effects of beryllium and enhance oxidation. In this regard, the lowest possible calcium content is advantageous.

Particularly preferred Aiuminiumiegierungen A, B, C and D of the present invention are shown in the following table (in wt .-%): Composition AB c D min 9 9 9 7

Si

max <10.5 <10.5 <12 <14.5 min> 2.0> 1.2 2

Ni

max <3.5 <2.0 <3.5 <4 min> 5.2> 5.2> 3.7

Cu

max <10 <10 5,2 <5,5 min

Co

max <1 <1 <1 <1 min 0.5 0.5 0.5 0.1

mg

max 1.5 1.5 1.5 1.2 min 0.1 0.1 0.1

Fe

max 0.7 0.7 0.7 £ 0, min 0.1 0.1 0.1

Mn

max 0.4 0.4 0.4 <0J min 0.2 0.2 0.2> 0.1

Zr

max <0.4 <0.4 0.4 <0.5 min> 0.1> 0.1 0.1

V

max <0.2 <0.2 0.3 lbs 0.3 min 0.05 0.05 0.1

Ti

max <0.2 <0.2 0.5 £ 0.2 min 0.004 0.004 0.004

P

max 0.008 0.008 0.008 <0.05 min - - - 0.0005

Be

max - - - 0,5 min - - -

Ca

max - - <0.0005

Rest AI and unavoidable impurities The alloys A, B, C and D realize the above-mentioned technical advantages, Moreover, in alloy A, the comparatively high Cu and Zr content proves to be advantageous, which causes an increase Festig keitssteigernder excretions. The same applies to the preferred alloy B, which has a reduced nickel content, which further contributes to the reduction of alloying costs. The relatively high content of Zr, V and Ti in Alloy C also adds to the increase in strength-enhancing precipitates. In general, an increased Zr content causes a further improvement in strength. Alloy C particularly preferably has an Si content <10.5% by weight. Alloy D is advantageous in that the addition of beryllium, as described above, improves the oxidation and flow behavior of the melt as well as the strength of the alloy. This effect is further increased by the comparatively low Mg content and the limited to a low level Ca content. Alloy D may also have the alloying elements in the following preferred concentration ranges: nickel (Ni) from about 2 to about 3.5 wt%, copper (Cu) from about 3.7 to about 5.2 wt%. , Magnesium (Mg) of> about 0.65 to <about 0.8 wt%, iron (Fe) of about 0.4 to about 0.6 wt%, manganese (Mn) of about 0.1 to about 0.4% by weight, and for beryllium, the preferred concentration limits mentioned above. Optionally, the presence / addition of beryllium to improve the oxidation, flow and strength properties is also possible in / to the alloys A, B and C. The calcium content should also be limited to the stated low level in order not to counteract the advantageous effects of beryllium. Overall, a certain combinability exists between the alloys A, B, C and D, so that their advantageous technical effects are also realized together in a single alloy can be.

Advantageously, the weight ratio of iron to manganese in said aluminum alloys is at most about 5: 1, preferably about 2.5: 1. Thus, in this embodiment, the aluminum alloy contains at most five parts iron versus one part manganese, preferably about 2.5 parts iron versus one part manganese. By this ratio particularly advantageous strength properties of the engine component can be achieved.

The nickel concentrations are particularly preferably <3.5% by weight, since otherwise too large, plate-shaped (primary, nickel-rich) phases can form in the microstructure, which due to their notch effect can reduce the strength and / or service life. At the preferred nickel concentrations greater than 1.2 wt%, a thermally stable primary phase network is produced with connectivity and contiguity.

Further, it is preferable that the sum of nickel and cobalt in said aluminum alloys is> 2.0 wt% and <3.8 wt%. The lower limit ensures an advantageous strength of the alloy and the upper limit advantageously ensures a fine microstructure and avoids the formation of coarse, plate-shaped phases which would reduce the strength. Advantageously, the aluminum alloys have a fine microstructure with a low content of pores and inclusions and / or little and small primary silicon, especially in the highly loaded bowl rim area. Here, a low content of pores is preferably to be understood as meaning a porosity of <0.01% and less than a few primary silicon <1%. Furthermore, the fine microstructure is advantageously described by the fact that the average length of the primary silicon about <5 μηι and its maximum length is about <10 μηι and the intermetallic phases and / or primary precipitates lengths of on average about <30 μιη and maximum <50 pm. The fine microstructure contributes in particular to the improvement of the thermomechanical fatigue strength. Limiting the size of the primary phases can reduce the susceptibility to crack initiation and crack propagation and thus significantly increase the TMF-HCF lifetime. Furthermore, it is particularly advantageous due to the notch effect of pores and inclusions to keep their content low.

An engine component according to the invention consists at least partially of one of the abovementioned aluminum alloys. Another independent aspect of the invention resides in the use of the above-described aluminum alloys for the manufacture of an engine component, in particular a piston of an internal combustion engine, according to claim 19 and the related subclaim. In particular, the aluminum alloys found are processed by gravity die casting.

Claims

claims

1. A method for producing an engine component, in particular a piston for an internal combustion engine, in which an aluminum alloy is poured by gravity die casting method,

the aluminum alloy being the following alloy elements:

Silicon: 7% by weight to <14.5% by weight,

Nickel:> 1, 2 wt .-% to 4 Ge .-%,

Copper:> 3.7% by weight to <10% by weight,

Cobalt: up to <1% by weight,

Magnesium: 0.1% by weight to 1.5% by weight,

Iron: 0.1% by weight to <0.7% by weight,

Manganese: 0.1% by weight to <0.7% by weight,

Zirconium:> 0.1% by weight to <0.5% by weight,

Vanadium: from 0.1% by weight to <0.3% by weight,

Titanium: 0.05% to 0.5% by weight,

Phosphorus: 0.004 wt% to 0.05 wt%,

and the remainder aluminum and unavoidable impurities.

2. The method of claim 1, wherein the aluminum alloy further comprises:

Beryllium: 0.0005 wt .-% to 0.5 wt .-% and

Calcium: up to <0.0005% by weight.

3. The method of claim 1 or 2, wherein the Aiuminiumlegierung comprises:

Silicon: 9% by weight to <10.5% by weight,

Nickel:> 2% by weight to <3.5% by weight,

Copper:> 5.2% by weight to <10% by weight,

Cobalt: up to <1% by weight,

Magnesium: 0.5% by weight to 1.5% by weight,

Iron: 0.1% to 0.7% by weight,

Manganese: 0.1% to 0.4% by weight,

Zirconium: from 0.2% to <0.4% by weight,

Vanadium> 0.1% by weight to <0.2% by weight,

Titanium: 0.05% by weight to <0.2% by weight,

Phosphorus: 0.004 wt% to 0.008 wt%,

and the balance aluminum and unavoidable impurities.

4. A method according to claim 1 or 2, wherein the aiuminium alloy has:

Silicon: 9% by weight to <10.5% by weight,

Nickel:> 1, 2 wt .-% to <2.0 wt .-%,

Copper:> 5.2% by weight to <10% by weight,

Cobalt: up to <1% by weight,

Magnesium: 0.5% by weight to 1.5% by weight,

Iron: 0.1% to 0.7% by weight,

Manganese: 0.1% to 0.4% by weight,

Zirconium: 0.2% by weight to <0.4% by weight,

Vanadium:> 0.1% by weight to <0.2% by weight,

Titanium: 0.05% by weight to <0.2% by weight,

Phosphorus: 0.004 wt% to 0.008 wt%,

and the balance aluminum and unavoidable impurities.

5. The method of claim 1 or 2, wherein the Aiuminiumiegierung comprises:

Silicon: 9% by weight to <12% by weight,

Nickel: 2% by weight to <3.5% by weight,

Copper:> 3.7% by weight to 5.2% by weight,

Cobalt: up to <1% by weight,

Magnesium: 0.5% by weight to 1.5% by weight,

Iron: 0.1% to 0.7% by weight,

Manganese: 0.1% to 0.4% by weight,

Zirconium: 0.2% to 0.4% by weight,

Vanadium: 0.1% to 0.3% by weight,

Titanium: 0.1% to 0.5% by weight,

Phosphorus: 0.004 wt% to 0.008 wt%,

and the balance aluminum and unavoidable impurities.

6. The method of claim 1, wherein the aiuminium alloy has:

Silicon: 7% by weight to <14.5% by weight,

Nickel: up to <4% by weight,

Copper: up to 5.5% by weight,

Cobalt: up to <1% by weight,

Magnesium: 0.1% to 1, 2% by weight,

Iron: 0.1% by weight to <0.7% by weight,

Manganese: 0.1% to 0.7% by weight, Zirconium:> 0.1% by weight to <0.5% by weight,

Vanadium: to -S 0.3% by weight,

Titanium: up to <0.2% by weight,

Phosphorus: up to 0.05% by weight,

Beryllium: 0.0005% to 0.5% by weight,

Calcium: up to <0.0005%, -%

and the balance aluminum and unavoidable impurities.

7. The method according to any one of the preceding claims 1 to 6, wherein in the aluminum alloy, a weight ratio of iron to manganese is at most about 5: 1, preferably the weight ratio of iron to manganese is about 2.5: 1.

8. The method according to any one of the preceding claims 1 to 7, wherein a sum of nickel and cobalt is preferably> 2.0 wt .-% and <3.8 wt .-%.

9. The method according to any one of the preceding claims 1 to 8, wherein the aluminum alloy has a fine microstructure with a low content of pores and inclusions and / or little and small primary silicon, in particular in a trough edge region of the engine component, wherein the porosity <0, 01% and / or the content of primary silicon is <1%, wherein the primary silicon has lengths of on average <5 pm and / or maximum lengths <10 pm, and the intermetallic phases and / or primary precipitates have lengths of on average < 30 pm and / or maximum lengths <50 pm.

Engine component, in particular piston for an internal combustion engine, at least partially from a

Aluminum alloy, the aluminum alloy comprising the following alloying elements: silicon: 7% by weight to <14.5% by weight, nickel:> 1, 2% by weight to <4% by weight, copper:> 3, 7% by weight to <10% by weight, cobalt: to <1% by weight,

Magnesium: 0.1% by weight to 1.5% by weight, iron: 0.1% by weight to <0.7% by weight, manganese: 0.1% by weight to 0.7 % By weight, zirconium:> 0.1% by weight to <0.5% by weight, vanadium: 0.1% by weight to <0.3% by weight, titanium: 0.05% by weight % to 0.5% by weight,

Phosphorus: 0.004 wt% to <0.05 wt%, and the remainder aluminum and unavoidable impurities.

11. The engine component of claim 10, wherein the aluminum alloy further comprises:

Beryllium: 0.0005 wt .-% to 0.5 wt .-% and

Calcium: up to <0.0005% by weight.

12. An engine component according to claim 10 or 11, wherein the aluminum alloy comprises:

Silicon: 9% by weight to <10.5% by weight,

Nickel:> 2% by weight to <3.5% by weight,

Copper:> 5.2% by weight to <10% by weight,

Cobalt: up to <1% by weight,

Magnesium: 0.5% to 1.5% by weight,

Iron: 0.1% to 0.7% by weight,

Manganese: 0.1% to 0.4% by weight,

Zirconium: from 0.2% to <0.4% by weight,

Vanadium:> 0.1% by weight to <0.2% by weight,

Titanium: 0.05% by weight to <0.2% by weight,

Phosphorus: 0.004 wt% to 0.008 wt%,

and the balance aluminum and unavoidable impurities. 3. The engine component according to claim 10 or 11, wherein the aluminum alloy comprises:

Silicon: 9% by weight to <10.5% by weight,

Nickel:> 1.2% by weight to <2.0% by weight,

Copper:> 5.2% by weight to <10% by weight,

Cobalt: up to <1% by weight,

Magnesium: 0.5% to 1.5% by weight,

Iron: 0.1% to 0.7% by weight,

Manganese: 0.1% to 0.4% by weight,

Zirconium: from 0.2% to <0.4% by weight,

Vanadium:> 0.1% by weight to <0.2% by weight,

Titanium: 0.05% by weight to <0.2% by weight,

Phosphorus: 0.004 wt% to 0.008 wt%,

and the balance aluminum and unavoidable impurities.

14. Motorbauteü according to claim 10 or 11, wherein the Aluminiumtegierung has.

Silicon: 9% by weight to <12% by weight,

Nickel: 2% by weight to <3.5% by weight,

Copper:> 3.7% by weight to 5.2% by weight,

Cobalt: up to <1% by weight,

Magnesium: 0.5% to 1.5% by weight,

Iron: 0.1% to 07% by weight,

Manganese: 0.1% to 0.4% by weight,

Zirconium: 0.2% to 0.4% by weight,

Vanadium: 0.1% to 0.3% by weight,

Titanium: 0.1% to 0.5% by weight,

Phosphorus: 0.004 wt% to 0.008 wt%,

and the remainder being aluminum and unavoidable impurities,

15. The engine component of claim 10, wherein the aluminum lining comprises:

Silicon: 7% by weight to <14.5

Nickel: up to s 4

Copper: up to s 5.5

Cobalt: up to <1% by weight,

Magnesium: 0.1% by weight to 1.2

Iron: up to £ 0.7

Manganese: to £ (

Zirconium:> 0.1% by weight to <0.5

Vanadium: to s 0.3

Titanium: up to <0.2% by weight,

Phosphorus: to s 0.05 wt%,

Beryllium: 0.0005% to 0.5% by weight,

Calcium: up to <0.0005% by weight

and the balance aluminum and unavoidable impurities.

16. Motorbauteü according to one of the preceding claims 10 to 15, wherein in the aluminum alloy, a weight ratio of iron to manganese at most about 5: 1, preferably the weight ratio of iron to manganese is about 2.5: 1,

17. Motor component according to one of the preceding claims 10 to 16, wherein a sum of nickel and cobalt should preferably be> 2.0 wt .-% and <3.8 wt .-%.

18. Motor Components! The aluminum alloy according to any one of the preceding claims 10 to 17, wherein the aluminum alloy has a fine microstructure with a low content of pores and inclusions and / or little and small primary silicon, in particular in a trough edge region of the component, wherein the porosity <0.01% and or the content of primary silicon is <1%, wherein the primary silicon has lengths of on average <5 μm and / or maximum lengths <10 μm, and the intermetallic phases and / or primary precipitates have lengths of on average <30 μm and / or maximum lengths <50 μιη have.

Use of an aluminoum alloy for producing an engine component, in particular one

Piston of an internal combustion engine, the aluminum alloy comprising the following alloying elements:

Silicon: 7% by weight to <14.5% by weight,

Nickel:> 1.2% by weight to <4% by weight,

Copper:> 3.7% by weight to <10% by weight,

Cobalt: up to <1% by weight

Magnesium: 0.1% to 1.5% by weight,

Iron: 0.1 wt.% To s 0.7 wt.%,

Manganese: 0.1% by weight to <0.7% by weight,

Zirconium:> 0.1% by weight to <0.5% by weight,

Vanadium:> 0.1% by weight to <0.3% by weight,

Titanium: 0.05% to 0.5% by weight,

Phosphorus: 0.004 wt% to <0.05 wt%,

and the remainder aluminum and unavoidable impurities.

20. Use according to claim 19, wherein the aluminum alloy further comprises:

Beryllium: 0.0005% by weight to 0.5% by weight and

Calcium: up to <0.0005% by weight.