EP3143173B2 - Method for producing an engine component, engine component, and use of an aluminum alloy - Google Patents

Description

technical field

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 cast using the gravity die casting method, an engine component which consists at least partially 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 have been increasing demands for particularly economical and therefore ecological means of transport that have to meet high consumption and emission requirements. In addition, there has always been a need to design engines that are as powerful and fuel-efficient as possible. A decisive factor in the development of powerful 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 ever more powerful piston materials.

Basically, a piston for an internal combustion engine must have 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 high-temperature phases are developed. Such optimization usually takes into account a minimal content of pores and oxidic inclusions.

The material sought must be optimized in terms of both isothermal fatigue strength (HCF) and thermomechanical fatigue strength (TMF). In order to optimally design the TMF, the microstructure of the material should always be as fine as possible. A fine microstructure reduces the risk of microplasticity or microcracks developing in relatively large primary phases (particularly in primary silicon precipitations) and thus also the risk of crack initiation and propagation.

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

When gravity die casting is used, there is an upper concentration limit up to which alloying elements should be introduced, and above which the castability of the alloy is reduced or casting becomes impossible. In addition, if the concentration of strength-increasing elements is too high, large plate-like intermetallic phases are formed, which drastically reduce the fatigue strength.

the JP 2004-256873A describes an alloy that is used in particular for pistons.

the DE 44 04 420 A1 describes an alloy that can be used in particular for pistons and components that are exposed to high temperatures and are subject to high mechanical stress. The aluminum alloy described comprises 8.0 to 10.0% by weight silicon, 0.8 to 2.0% by weight magnesium, 4.0 to 5.9% by weight 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 >0.3% by weight, the sum of these elements being <0.8% by weight.

the EP 0 924 310 B1 describes an aluminium-silicon alloy which is used 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 silicon, 2.0 to less than 4.0% by weight copper 0.8 to 1.5% by weight magnesium, 0. 5 to 2.0 wt% nickel, 0.3 to 0.9 wt% cobalt, at least 20 ppm phosphorus and either 0.05 to 0.2 wt% titanium or up to 0.2 wt% -% zirconium and/or up to 0.2% by weight vanadium and balance aluminum and unavoidable impurities.

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

the DE 103 33 103 B4 describes a piston made of an aluminum cast alloy, the aluminum cast alloy containing: 0.2% by weight or less magnesium, 0.05 to 0.3% by weight titanium, 10 to 21% by weight silicon, 2 to 3, 5% by weight copper, 0.1 to 0.7% by weight iron, 1 to 3% by weight nickel, 0.001 to 0.02% by weight phosphorus, 0.02 to 0.3% by weight % zirconium and balance aluminum and impurities.

Further, it is described that the size of a nonmetallic inclusion present inside the bulb is less than 100 µm.

the EP 1 975 262 B1 describes a cast aluminum 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 following elements: strontium 0.003 to 0.05%, antimony 0.02 to 0.2% and sodium 0.001 to 0.03%, with the total amount of titanium and zirconium being less than 0.5% and aluminum and unavoidable impurities making up the balance when the total amount is as 100 percent by mass is used.

the WO 2010/025919 A2 describes a method for producing a piston of an internal combustion engine, in which a piston blank is cast from an aluminum-silicon alloy with the addition of copper and then finish-machined. The invention provides that the copper content is a maximum of 5.5% of the aluminium-silicon alloy and that proportions of titanium (Ti), zirconium (Zr), chromium (Cr) or vanadium (V) are added to the aluminium-silicon alloy and the sum of all components is 100%.

The registration UK 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 using the gravity die casting method, an engine component which consists at least partially of an aluminum alloy, and the use of an aluminum alloy for producing an engine component. The aluminum alloy has the following alloying elements: 6 to 10% by weight silicon, 1.2 to 2% by weight nickel, 8 to 10% by weight copper, 0.5 to 1.5% by weight magnesium , 0.1 to 0.7 wt% iron, 0.1 to 0.4 wt% manganese, 0.2 to 0.4 wt% zirconium, 0.1 to 0.3 wt% vanadium, 0.1 to 0.5% by weight titanium and aluminum and the balance, avoidable impurities. This alloy preferably has a phosphorus content of less than 30 ppm.

Finally, the EP 1 340 827 B1 be mentioned, which describes the effects of beryllium in an aluminium-silicon cast 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 fluidity and short-term 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, in which an aluminum alloy is cast using the gravity die casting method, so that a highly heat-resistant engine component can be produced using the gravity die casting method.

The solution to this problem is provided by the methods according to claims 1 to 4. Further preferred embodiments of the invention result from the relevant dependent claims.

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 the same time consists at least partially of an aluminum alloy.

This object is solved by the subject matter of claims 9 to 12 and further preferred embodiments result from the relevant subclaims.

• Silizium (Si) von etwa 7, bevorzugt von etwa 9 Gew.-% bis zu < etwa 14,5, bevorzugt bis zu < etwa 12, weiter bevorzugt bis zu < etwa 10,5 und noch weiter bevorzugt bis zu < etwa 10 Gew.-%;
• Nickel (Ni) von > etwa 1,2, bevorzugt von > etwa 2 Gew.-% t bis zu < etwa 3,5 und weiter bevorzugt bis zu < etwa 2 Gew.-%;
• Kupfer (Cu) von > etwa 3,7, bevorzugt von > etwa 5,2 und weiter bevorzugt von > 5,5 Gew.-% bis zu < etwa 10, bevorzugt bis zu < etwa 8, weiter bevorzugt bis zu ≤ etwa 5,5 und noch weiter bevorzugt bis zu etwa 5,2 Gew.-%;
• Kobalt (Co) bis zu < etwa 1 Gew.-%, bevorzugt von > etwa 0,2 Gew.-% bis < etwa 1 Gew.-%;
• Magnesium (Mg) von etwa 0,1, bevorzugt von etwa 0,5, weiter bevorzugt von etwa 0,6, noch weiter bevorzugt von > etwa 0,65 und insbesondere bevorzugt ≥ etwa 1,2 bis zu etwa 1,5, bevorzugt bis zu etwa 1,2 Gew.-% und noch weiter bevorzugt bis zu ≤ etwa 0,8 Gew.-%;
• Eisen (Fe) von etwa 0,1, bevorzugt von etwa 0,4 Gew.-% bis zu ≤ etwa 0,7, bevorzugt bis zu etwa 0,6 Gew.-%;
• Mangan (Mn) von etwa 0,1 Gew.-% bis zu ≤ etwa 0,7 und bevorzugt bis zu etwa 0,4 Gew.-%;
• Zirkonium (Zr) von > etwa 0,1, bevorzugt von etwa > 0,2 Gew.-% bis zu < etwa 0,5, bevorzugt bis zu ≤ etwa 0,4 und weiter bevorzugt bis zu < etwa 0,2 Gew.-%;
• Vanadium (V) von ≥ etwa 0,1 Gew.-% bis zu ≤ etwa 0,3, bevorzugt bis zu < etwa 0,2 Gew.-%;
• Titan (Ti) von etwa 0,05, bevorzugt von etwa 0,1 Gew.-% bis zu etwa 0,5, bevorzugt bis zu ≤ etwa 0,2 Gew.-%;
• Phosphor (P) von etwa 0,004 Gew.-% bis zu etwa ≤ 0,05, bevorzugt bis zu etwa 0,008 Gew.-%.

Als Verunreinigungen können ferner oben nicht genannte Elemente angesehen werden. Das Verunreinigungsniveau kann beispielsweise 0,01 Gew.-% je Verunreinigungselement bzw. 0,2 Gew.-% in Summe betragen.In a method according to the invention, the aluminum alloy has a chemical composition as defined in the appended claims. Within the limits specified by the independent claims, the contents of the respective alloying elements can be varied as follows:

• Silicon (Si) from about 7, preferably from about 9 wt.% up 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) from > about 1.2, preferably from > about 2 wt% t up to < about 3.5 and more preferably up to < about 2 wt%;
• Copper (Cu) from > about 3.7, preferably from > about 5.2 and more preferably from > 5.5% by weight up 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% by weight, preferably from > about 0.2% by weight to < about 1% by weight;
• Magnesium (Mg) from about 0.1, preferably from about 0.5, more preferably from about 0.6, even more preferably from >about 0.65 and particularly preferably ≥ about 1.2 up to about 1.5 up to about 1.2% by weight, and even more preferably up to ≤ about 0.8% by weight;
• iron (Fe) from about 0.1, preferably from about 0.4% by weight up to ≤ about 0.7, preferably up to about 0.6% by weight;
• manganese (Mn) from about 0.1 wt% up to ≤ about 0.7 and preferably up to about 0.4 wt%;
• Zirconium (Zr) from > about 0.1, preferably from about > 0.2% by weight up to < about 0.5, preferably up to ≤ about 0.4 and more preferably up to < about 0.2% by weight. -%;
• vanadium (V) from ≥ about 0.1% by weight up to ≤ about 0.3% by weight, preferably up to < about 0.2% by weight;
• titanium (Ti) from about 0.05, preferably from about 0.1% by weight up to about 0.5, preferably up to ≤ about 0.2% by weight;
• Phosphorus (P) from about 0.004% by weight up to about ≤ 0.05%, preferably up to about 0.008% by weight.

Elements not mentioned above can also be regarded as impurities. The impurity level can be, for example, 0.01% by weight per impurity element or 0.2% by weight in total.

The aluminum alloy selected makes it possible to use gravity die casting to produce an engine component that has a high proportion of finely divided, highly heat-resistant, thermally stable phases and a fine microstructure. The susceptibility to crack initiation and crack propagation, e.g. on oxides or primary phases, is reduced by the choice of the alloy according to the invention compared to the previously known manufacturing processes for pistons and similar engine components, and the TMF-HCF service life is increased.

The alloy according to the invention, in particular the comparatively low silicon content, also means that, at least in the case of a piston produced according to the invention, comparatively less and finer primary silicon is present in its thermally highly stressed bowl edge area, 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 manufactured using the gravity die casting process. 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 strength-increasing precipitations without, however, causing large plate-like intermetallic phases. For example, the alloy properties can be optimized specifically for the application by a targeted selection of the Cu content in the range according to the invention. Higher Cu contents improve the high-temperature strength of the alloy in particular. Lower contents, on the other hand, allow increasing the thermal conductivity and reducing the density of the alloy. Furthermore, the proportions of cobalt and phosphorus according to the invention are advantageous in that cobalt increases the hardness and (high-temperature) strength of the alloy and phosphorus, as a nucleating agent for primary silicon precipitations, contributes to the fact that these are precipitated particularly finely and evenly distributed. Zirconium and cobalt also contribute to increases in strength at elevated temperatures, particularly in the bowl edge area.

The aluminum alloys mentioned advantageously contain preferably 0.6% by weight to 0.8% by weight magnesium, which in the preferred concentration range contributes in particular to the effective formation of secondary, strength-increasing phases without excessive oxide formation occurring. Alternatively or additionally, the alloy preferably has 0.4% by weight to 0.6% by weight iron, which advantageously reduces the tendency of the alloy to stick in the casting mold, with the formation of plate-like phases remaining limited in the concentration range mentioned.

The aluminum alloys described above can also contain from about 0.0005, preferably from >about 0.006 and more preferably from about 0.01% by weight up to about 0.5, preferably up to about <about 0.1% by weight beryllium (Be) included, wherein the content of calcium is limited to ≤ about 0.0005% by weight. The aluminum alloy defined in claims 1 and 9 compulsorily contains 0.0005% by weight to 0.5% by weight of beryllium. The addition of beryllium results in 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 oxidation and hydrogen absorption in the melt. Also, the diffusion of aluminum and magnesium to the outside can 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, thin walls and fine mold structures can thus be filled better and without additional auxiliary measures. In addition, the addition of beryllium improves the overall strength characteristics of the alloy. A higher density of strength-increasing precipitations can be achieved during aging. The addition of beryllium complements the beneficial effects of the present aluminum alloys by reducing melt oxidation, contributing to better castability, particularly in gravity die casting, and improving 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 higher levels of calcium can counteract the beneficial effects of beryllium and increase oxidation. In this regard, the lowest possible calcium content is advantageous.

Particularly preferred aluminum alloys A, B and C of the present invention result from the table below (data in % by weight): composition A B C D si at least 9 9 9 7 Max < 10.5 < 10.5 < 12 < 14.5 no at least > 2.0 > 1.2 2 Max < 3.5 < 2.0 < 3.5 ≤ 4 Cu at least > 5.2 > 5.2 > 3.7 Max < 10 < 10 5.2 ≤ 5.5 co at least Max < 1 < 1 < 1 < 1 mg at least 0.5 0.5 0.5 0.1 Max 1.5 1.5 1.5 1.2 feet at least 0.1 0.1 0.1 Max 0.7 0.7 0.7 ≤ 0.7 Mn at least 0.1 0.1 0.1 Max 0.4 0.4 0.4 ≤ 0.7 Zr at least 0.2 0.2 0.2 > 0.1 Max < 0.4 < 0.4 0.4 < 0.5 V at least > 0.1 > 0.1 0.1 Max < 0.2 < 0.2 0.3 ≤ 0.3 Ti at least 0.05 0.05 0.1 Max < 0.2 < 0.2 0.5 ≤ 0.2 P at least 0.004 0.004 0.004 Max 0.008 0.008 0.008 ≤ 0.05 Be at least - - - 0.0005 Max - - - 0.5 Approx at least - - - Max - - - ≤ 0.0005 rest Al and unavoidable impurities

Alloys A, B and C realize the technical advantages mentioned above. In addition, the comparatively high Cu and Zr content of alloy A proves to be advantageous, which causes an increase in precipitations that increase strength. The same applies to the preferred alloy B, which has a reduced nickel content, which also contributes to reducing the alloy costs. The comparatively increased content of Zr, V and Ti in alloy C also contributes to the increase in strength-increasing precipitations. In general, an increased Zr content causes a further improvement in strength. Alloy C particularly preferably has an Si content of <10.5% by weight. Alloy D, not the subject of this invention, 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 Ca content, which is limited to a low level. Alloy D can also have the alloying elements in the following preferred concentration ranges: nickel (Ni) from about 2 to <about 3.5% by weight, copper (Cu) from > about 3.7 to about 5.2% by weight , magnesium (Mg) from > about 0.65 to < about 0.8% by weight, iron (Fe) from about 0.4 to about 0.6% by weight, manganese (Mn) from about 0.1 to about 0.4% by weight and for beryllium, the preferred concentration limits set forth above. Optionally, the presence/addition of beryllium to improve the oxidation, flow and strength properties is also possible in/to alloys A, B and C. The calcium content should also be considered be limited to the specified low level so as not to counteract the beneficial effects of the beryllium. Overall, there is a certain combinability between alloys A, B and C, so that their advantageous technical effects can also be realized together in a single alloy.

Advantageously, the weight ratio of iron to manganese in the aluminum alloys mentioned is at most about 5:1, preferably about 2.5:1. Thus, in this embodiment, the aluminum alloy contains at most five parts iron to one part manganese, preferably about 2.5 parts iron to one part manganese. Particularly advantageous strength properties of the engine component are achieved as a result of this relationship.

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

Furthermore, it is preferred that the sum of nickel and cobalt in the aluminum alloys mentioned is >2.0% by weight and <3.8% by weight. The lower limit thereby ensures an advantageous strength of the alloy and the upper limit advantageously ensures a fine microstructure and avoids the formation of coarse, plate-like phases which would reduce the strength.

The aluminum alloys advantageously have a fine microstructure with a low content of pores and inclusions and/or little and small primary silicon, particularly in the highly stressed bowl edge area. A low content of pores should preferably be understood to mean a porosity of <0.01% and a small amount of primary silicon to be <1%. Furthermore, the fine microstructure is advantageously described in that the average length of the primary silicon is approximately <5 μm and its maximum length is approximately <10 μm and the intermetallic phases and/or primary precipitations have lengths of approximately <30 μm and on average have a maximum of <50 µm. The fine microstructure contributes in particular to improving the thermomechanical fatigue strength. Limiting the size of the primary phases can reduce the susceptibility to crack initiation and crack propagation, thus significantly increasing the TMF-HCF lifetime. Furthermore, due to the notch effect of pores and inclusions, it is particularly advantageous to keep their content low.

An engine component according to the invention consists at least partially of one of the aluminum alloys mentioned above. A further independent aspect of the invention lies in the use of the aluminum alloys listed above for the production of an engine component, in particular a piston of an internal combustion engine, according to claim 17. In particular, the aluminum alloys found are processed in the gravity die casting process.

Claims (17)

1. Method for producing an engine component, in particular a piston for an internal combustion engine, in which an aluminium alloy is cast using the gravity die casting process, wherein the aluminium alloy has the following alloy elements: silicon: 7 wt.% to < 14.5 wt.%, nickel: > 1.2 wt.% to < 3.5 wt.%, copper: > 3.7 wt.% to < 10 wt.%, cobalt: to < 1 wt.%, magnesium: 0.1 wt.% to 1.5 wt.%, iron: 0.1 wt.% to ≤ 0.7 wt.%, manganese: 0.1 wt.% to ≤ 0.7 wt.%, zirconium: > 0.1 wt.% to < 0.5 wt.%, vanadium: ≥ 0.1 wt.% to ≤ 0.3 wt.%, titanium: 0.05 wt.% to 0.5 wt.%, phosphorus: 0.004 wt.% to ≤ 0.05 wt.%, beryllium: 0.0005 wt.% to 0.5 wt.% and optionally calcium: to ≤ 0.0005 wt.% and aluminium and unavoidable impurities as the remainder.
2. Method for producing an engine component, in particular a piston for an internal combustion engine, in which an aluminium alloy is cast using the gravity die casting process, wherein the aluminium alloy has: silicon: 9 wt.% to < 10.5 wt.%, nickel: > 2 wt.% to < 3.5 wt.%, copper: > 5.2 wt.% to < 10 wt.%, cobalt: to < 1 wt.%, magnesium: 0.5 wt.% to 1.5 wt.%, iron: 0.1 wt.% to 0.7 wt.%, manganese: 0.1 wt.% to 0.4 wt.%, zirconium: 0.2 wt.% to < 0.4 wt.%, vanadium: > 0.1 wt.% to < 0.2 wt.%, titanium: 0.05 wt.% to < 0.2 wt.%, phosphorus: 0.004 wt.% to 0.008 wt.%, optionally beryllium: 0.0005 wt.% to 0.5 wt.% and optionally calcium: to ≤ 0.0005 wt.% and aluminium and unavoidable impurities as the remainder.
3. Method for producing an engine component, in particular a piston for an internal combustion engine, in which an aluminium alloy is cast using the gravity die casting process, wherein the aluminium alloy has: silicon: 9 wt.% to < 10.5 wt.%, nickel: > 1.2 wt.% to < 2.0 wt.%, copper: > 5.2 wt.% to < 10 wt.%, cobalt: to < 1 wt.%, magnesium: 0.5 wt.% to 1.5 wt.%, iron: 0.1 wt.% to 0.7 wt.%, manganese: 0.1 wt.% to 0.4 wt.%, zirconium: 0.2 wt.% to < 0.4 wt.%, vanadium: > 0.1 wt.% to < 0.2 wt.%, titanium: 0.05 wt.% to < 0.2 wt.%, phosphorus: 0.004 wt.% to 0.008 wt.%, optionally beryllium: 0.0005 wt.% to 0.5 wt.% and optionally calcium: to ≤ 0.0005 wt.% and aluminium and unavoidable impurities as the remainder.
4. Method for producing an engine component, in particular a piston for an internal combustion engine, in which an aluminium alloy is cast using the gravity die casting process, wherein the aluminium alloy has: silicon: 9 wt.% to < 12 wt.%, nickel: 2 wt.% to < 3.5 wt.%, copper: > 3.7 wt.% to 5.2 wt.%, cobalt: to < 1 wt.%, magnesium: 0.5 wt.% to 1.5 wt.%, iron: 0.1 wt.% to 0.7 wt.%, manganese: 0.1 wt.% to 0.4 wt.%, zirconium: 0.2 wt.% to 0.4 wt.%, vanadium: 0.1 wt.% to 0.3 wt.%, titanium: 0.1 wt.% to 0.5 wt.%, phosphorus: 0.004 wt.% to 0.008 wt.%, optionally beryllium: 0.0005 wt.% to 0.5 wt.% and optionally calcium: to ≤ 0.0005 wt.% and aluminium and unavoidable impurities as the remainder.
5. Method according to claim 1, wherein the aluminium alloy has: silicon: 7 wt.% to < 14.5 wt.%, nickel: > 1.2 wt.% to < 3.5 wt.%, copper: > 3.7 wt.% to ≤ 5.5 wt.%, cobalt: to < 1 wt.%, magnesium: 0.1 wt.% to 1.2 wt.%, iron: 0.1 wt.% to < 0.7 wt.%, manganese: 0.1 wt.% to ≤ 0.7 wt.%, zirconium: > 0.1 wt.% to < 0.5 wt.%, vanadium: ≥ 0.1 wt.% to ≤ 0.3 wt.%, titanium: 0.05 wt.% to ≤ 0.2 wt.%, phosphorus: 0.004 wt.% to ≤ 0.05 wt.%, beryllium: 0.0005 wt.% to 0.5 wt.%, calcium: to ≤ 0.0005 wt.% and aluminium and unavoidable impurities as the remainder.
6. Method according to any of the preceding claims 1 to 5, wherein in the aluminium alloy a weight ratio of iron to manganese is at most approximately 5:1, preferably the weight ratio of iron to manganese is approximately 2.5:1.
7. Method according to any of the preceding claims 1 to 6, wherein a sum of nickel and cobalt is preferably > 2.0 wt.% and < 3.8 wt.%.
8. Method according to any of the preceding claims 1 to 7, wherein the aluminium alloy has a fine microstructure with a low content of pores and inclusions and/or few and small primary silicon, in particular in a trough rim area of the engine component, wherein the porosity is < 0.01 % and/or the content of primary silicon is < 1 %, wherein the primary silicon has mean lengths of < 5 µm and/or maximum lengths of < 10 µm, and the intermetallic phases and/or primary precipitations have mean lengths of < 30 µm and/or maximum lengths of < 50 µm.
9. Engine component, in particular piston for an internal combustion engine, which consists at least partially of an aluminium alloy,
   wherein the aluminium alloy has the following alloy elements: silicon: 7 wt.% to < 14.5 wt.%, nickel: >1.2 wt.% to < 3.5 wt.%, copper: > 3.7 wt.% to < 10 wt.%, cobalt: to < 1 wt.%, magnesium: 0.1 wt.% to 1.5 wt.%, iron: 0.1 wt.% to ≤ 0.7 wt.%, manganese: 0.1 wt.% to ≤ 0.7 wt.%, zirconium: > 0.1 wt.% to < 0.5 wt.%, vanadium: ≥ 0.1 wt.% to ≤ 0.3 wt.%, titanium: 0.05 wt.% to 0.5 wt.%, phosphorus: 0.004 wt.% to ≤ 0.05 wt.%, beryllium: 0.0005 wt.% to 0.5 wt.% and optionally calcium: to ≤ 0.0005 wt.% and aluminium and unavoidable impurities as the remainder.
10. Engine component, in particular piston for an internal combustion engine, which consists at least partially of an aluminium alloy, wherein the aluminium alloy has: silicon: 9 wt.% to < 10.5 wt.%, nickel: > 2 wt.% to < 3.5 wt.%, copper: > 5.2 wt.% to < 10 wt.%, cobalt: to < 1 wt.%, magnesium: 0.5 wt.% to 1.5 wt.%, iron: 0.1 wt.% to 0.7 wt.%, manganese: 0.1 wt.% to 0.4 wt.%, zirconium: 0.2 wt.% to < 0.4 wt.%, vanadium: > 0.1 wt.% to < 0.2 wt.%, titanium: 0.05 wt.% to < 0.2 wt.%, phosphorus: 0.004 wt.% to 0.008 wt.%, optionally beryllium: 0.0005 wt.% to 0.5 wt.% and optionally calcium: to ≤ 0.0005 wt.% and aluminium and unavoidable impurities as the remainder.
11. Engine component, in particular piston for an internal combustion engine, which consists at least partially of an aluminium alloy, wherein the aluminium alloy has: silicon: 9 wt.% to < 10.5 wt.%, nickel: > 1.2 wt.% to < 2.0 wt.%, copper: > 5.2 wt.% to < 10 wt.%, cobalt: to < 1 wt.%, magnesium: 0.5 wt.% to 1.5 wt.%, iron: 0.1 wt.% to 0.7 wt.%, manganese: 0.1 wt.% to 0.4 wt.%, zirconium: 0.2 wt.% to < 0.4 wt.%, vanadium: > 0.1 wt.% to < 0.2 wt.%, titanium: 0.05 wt.% to < 0.2 wt.%, phosphorus: 0.004 wt.% to 0.008 wt.%, optionally beryllium: 0.0005 wt.% to 0.5 wt.% and optionally calcium: to ≤ 0.0005 wt.% and aluminium and unavoidable impurities as the remainder.
12. Engine component, in particular piston for an internal combustion engine, which consists at least partially of an aluminium alloy, wherein the aluminium alloy has: silicon: 9 wt.% to < 12 wt.%, nickel: 2 wt.% to < 3.5 wt.%, copper: > 3.7 wt.% to 5.2 wt.%, cobalt: to < 1 wt.%, magnesium: 0.5 wt.% to 1.5 wt.%, iron: 0.1 wt.% to 0.7 wt.%, manganese: 0.1 wt.% to 0.4 wt.%, zirconium: 0.2 wt.% to 0.4 wt.%, vanadium: 0.1 wt.% to 0.3 wt.%, titanium: 0.1 wt.% to 0.5 wt.%, phosphorus: 0.004 wt.% to 0.008 wt.%, optionally beryllium: 0.0005 wt.% to 0.5 wt.% and optionally calcium: to ≤ 0.0005 wt.% and aluminium and unavoidable impurities as the remainder.
13. Engine component according to claim 9, wherein the aluminium alloy has: silicon: 7 wt.% to < 14.5 wt.%, nickel: > 1.2 wt.% to < 3.5 wt.%, copper: > 3.7 wt.% to ≤ 5.5 wt.%, cobalt: to < 1 wt.%, magnesium: 0.1 wt.% to 1.2 wt.%, iron: 0.1 wt.% to ≤ 0.7 wt.%, manganese: 0.1 wt.% to ≤ 0.7 wt.%, zirconium: > 0.1 wt.% to < 0.5 wt.%, vanadium: ≥ 0.1 wt.% to ≤ 0.3 wt.%, titanium: 0.05 wt.% to ≤ 0.2 wt.%, phosphorus: 0.004 wt.% to ≤ 0.05 wt.%, beryllium: 0.0005 wt.% to 0.5 wt.%, calcium: to ≤ 0.0005 wt.% and aluminium and unavoidable impurities as the remainder.
14. Engine component according to any of the preceding claims 9 to 13, wherein in the aluminium alloy a weight ratio of iron to manganese is at most approximately 5:1, preferably the weight ratio of iron manganese is approximately 2.5:1.
15. Engine component according to any of the preceding claims 9 to 14, wherein a sum of nickel and cobalt is preferably > 2.0 wt.% and < 3.8 wt.%.
16. Engine component according to any of the preceding claims 9 to 15, wherein the aluminium alloy has a fine microstructure with a low content of pores and inclusions and/or few and small primary silicon, in particular in a trough rim area of the engine component, wherein the porosity is < 0.01 % and/or the content of primary silicon is < 1 %, wherein the primary silicon has mean lengths of < 5 µm and/or maximum lengths of < 10 µm, and the intermetallic phases and/or primary precipitations have mean lengths of < 30 µm and/or maximum lengths of < 50 µm.
17. Use of an aluminium alloy for producing an engine component, in particular a piston of an internal combustion engine,
    wherein the aluminium alloy has the alloy composition specified in any of claims 1 to 7.