US20090297393A1 - Aluminum alloy and the utilization thereof for a cast component, in particular a motor vehicle - Google Patents

Aluminum alloy and the utilization thereof for a cast component, in particular a motor vehicle Download PDF

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Publication number
US20090297393A1
US20090297393A1 US12/373,301 US37330107A US2009297393A1 US 20090297393 A1 US20090297393 A1 US 20090297393A1 US 37330107 A US37330107 A US 37330107A US 2009297393 A1 US2009297393 A1 US 2009297393A1
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United States
Prior art keywords
weight
cast
cast component
aluminium alloy
aluminium
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Abandoned
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US12/373,301
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English (en)
Inventor
Jurgen Wust
Markus Wimmer
Richard Weizenbeck
Dirk E. O. Westerheide
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Magna BDW Technologies GmbH
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Magna BDW Technologies GmbH
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Application filed by Magna BDW Technologies GmbH filed Critical Magna BDW Technologies GmbH
Assigned to BDW TECHNOLOGIES GMBH reassignment BDW TECHNOLOGIES GMBH ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: WEIZENBECK, RICHARD, WESTERHEIDE, DIRK E. O., WIMMER, MARKUS, WUST, JURGEN
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    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22F—CHANGING THE PHYSICAL STRUCTURE OF NON-FERROUS METALS AND NON-FERROUS ALLOYS
    • C22F1/00—Changing the physical structure of non-ferrous metals or alloys by heat treatment or by hot or cold working
    • C22F1/04—Changing the physical structure of non-ferrous metals or alloys by heat treatment or by hot or cold working of aluminium or alloys based thereon
    • C22F1/043—Changing the physical structure of non-ferrous metals or alloys by heat treatment or by hot or cold working of aluminium or alloys based thereon of alloys with silicon as the next major constituent
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C21/00—Alloys based on aluminium
    • C22C21/02—Alloys based on aluminium with silicon as the next major constituent
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C21/00—Alloys based on aluminium
    • C22C21/02—Alloys based on aluminium with silicon as the next major constituent
    • C22C21/04—Modified aluminium-silicon alloys

Definitions

  • the invention relates to an aluminium alloy, a pressure casting alloy in particular, and to the use thereof in a cast component, for a motor vehicle in particular.
  • the invention also relates to a cast component, in particular for a motor vehicle, made of an aluminium alloy of this type.
  • One option involves using relatively inexpensive secondary alloys, for example of the AlSi10Mg type, which however have a relatively high iron content of approximately 0.5 to 1.2% by weight Fe and a low manganese content of approximately 0.1% by weight Mn.
  • relatively inexpensive secondary alloys for example of the AlSi10Mg type, which however have a relatively high iron content of approximately 0.5 to 1.2% by weight Fe and a low manganese content of approximately 0.1% by weight Mn.
  • a cast component produced from a secondary alloy of this type in the form of an oil pan for a motor vehicle is disclosed in EP 0 611 832 B1, in which a local heat treatment process at an appropriate temperature and for an appropriate duration respectively is carried out so as to produce a cast component of different hardnesses.
  • the oil pan remains untreated to the greatest possible extent in the region of a flange, which thus exhibits a hardness of 85 to 110 HB and ductility of 0.5 to 2.5%, whilst said oil pan is heat-treated appropriately in a base region, resulting in a hardness of 55 to 80 HB and ductility of greater than 4%.
  • this is intended to ensure that the high levels of hardness and low levels of ductility respectively already exhibited in the region of the flange as cast are retained, whereas the hardness is reduced and the ductility increased in the base region in order to reduce the risk of cracks or damage of this type in the oil pan due to stone impact.
  • heat treatment of this type is time-consuming and thus costly with the result that any cost savings made by using a secondary alloy, will be more than used up in this process.
  • the alternative option to the aforementioned secondary alloy involves the use of primary alloys, also of the AlSi10 type for example, the residual aluminium of which contains, in addition to the alloying elements, a maximum of 0.05% by weight individually, or a maximum of 0.2% by weight in total, of production-related contaminants.
  • a primary alloy of this type is disclosed in EP 0 997 550 B1 for example and unlike the aforementioned secondary alloys has a lower iron content of 0.15 to 0.35% by weight Fe and a relatively high manganese content of 0.3 to 0.6% by weight Mn.
  • the intermetallic AlFeSi phases which are common in secondary alloys do not occur in a primary alloy of this type. Instead, an intermetallic Al 12 (Mn, Fe)Si- 2 phase which is more circular in form is produced for example and therefore does not exhibit any or any pronounced acicular formation.
  • Strontium which halts the acicular growth of silicon within the AlSi eutectic, is preferably added to the primary alloy described above in order to reduce the coarse or acicular formation of silicon in said AlSi eutectic.
  • the cast components formed from a primary alloy of this type merely exhibit an elongation at break A 5 of ⁇ 5% as cast and after removal from the mould, these cast components are initially partially solution heat treated at a temperature of 400 to 490° C. for a duration of 20 to 120 minutes in a subsequent heat treatment process and are then air-cooled, in order to be used as safety components in the automotive industry.
  • the heat treatment causes the hardness of the cast component to sink to a value of approximately 60 to 65 HB.
  • a further object of the invention is to produce a cast component, produced from an aluminium alloy of this type, in particular for the motor vehicle industry, with high mechanical specifications in a simpler and more cost-effective manner.
  • the aluminium alloy which is to be used as a pressure casting alloy in particular comprises the following alloying elements:
  • the proportion of AlSi eutectic is considerably reduced and, in contrast thereto, the proportion of aluminium solid solution is increased considerably.
  • the aluminium-silicon alloy according to the invention enables two properties which are opposite per se to be combined.
  • the aluminium alloy according to the invention enables a very high level of ductility of the cast component to be obtained, despite the relatively high hardness, and enables the elongation at break upon removal from the mould, i.e. as cast and without any further heat treatment, to attain a value of A 5 >5%, preferably between 8% and 12%.
  • the aluminium alloy according to the invention contains, in contrast to the alloy according to EP 0 997 550 B1, a selected range of between 0.22 to 0.4% by weight of magnesium, since the hardness of the cast component produced from the aluminium alloy is a function of not only the eutectic, but also of the resulting precipitates. Very fine Mg 2 Si deposits, by which the strength or the hardness of the cast component can be adjusted, are formed as a result of the specifically selected magnesium content. In other words, the hardness of the cast component produced from the aluminium alloy according to the invention is also a function of the magnesium content.
  • the magnesium content lies in a selected range of between 0.3 and 0.4% by weight, preferably between 0.32 and 0.36% by weight, while still maintaining an elongation at break A 5 value of >5%.
  • the use of strontium in an amount of between 90 and 180 ppm in the aluminium alloy according to the invention halts the acicular silicon growth within the AlSi eutectic during solidification of the alloy, thus ensuring that the silicon crystals do not take on a very acicular form.
  • the aluminium alloy according to the invention or the cast component produced therefrom already exhibits, as cast, the aforementioned high levels of hardness and elongation at break respectively, it is very suitable for use in the automotive industry. It has been found to be particularly advantageous to use the aluminium-silicon alloy according to the invention for oil pans for motor vehicles, since it is necessary for oil pans to exhibit a relatively high level of ductility with an elongation at break A 5 of >5% in order to provide adequate resistance to cracking within the oil pan which may be caused in particular by the impact of stones on the bottom of the motor vehicle. Since it is necessary for the oil pans to be fixed in tightly to a respective corresponding engine housing in the connection or flange region, they must exhibit an appropriately high hardness of >80 HB. Since a cast component produced from the present aluminium-silicon alloy can satisfy these requirements as cast and without any further heat treatment, it is therefore possible to produce an oil pan or another component for a motor vehicle which is simple to manufacture and therefore cost-effective.
  • the aluminium alloy can be used particularly advantageously in a pressure casting process for producing the cast components, for a motor vehicle in particular, since it is thus possible to produce the cast components particularly rapidly and cost-effectively.
  • the aluminium-silicon alloy according to the invention used for this purpose may undergo heat treatment after the casting process.
  • the cast component is solution treated in a temperature range of between 400 and 490° C., in particular between 420 and 460° C., for a duration of between 20 and 120 minutes, and subsequently air-cooled.
  • This extremely gentle heat treatment and the cooling of the cast component in air ensure in particular that the cast components do not become warped or are not excessively warped.
  • the component can also be aged artificially in the Mg2Si precipitation hardening temperature range after the partial solution treatment.
  • This artificial ageing process is preferably carried out in a temperature range of from approximately 190 to 240° C., in particular approximately 190 to 220° C.
  • the cast component formed from the new aluminium-silicon alloy is distinguished in particular by the fact that all regions of this component as cast exhibit an at least approximately uniform hardness of >80 HB, preferably between 84 and 88 HB. Furthermore, all regions of the component advantageously exhibit an at least approximately uniform elongation at break A 5 of >5%, preferably of 8% to 12%.
  • FIG. 1 is a process diagram of a heat treatment of a component of a motor vehicle.
  • FIG. 2 is a further process diagram of a heat treatment of a component of a motor vehicle.
  • the silicon content is thus between 7 and 9% by weight and the magnesium content is between 0.32 and 0.36% by weight.
  • the table shows that all of the samples exhibited an elongation at break A 5 of between 8 and 12%.
  • the present aluminium alloy is therefore very suitable for use in the production by pressure casting of oil pans, for which an elongation at break A 5 of >5% is required in order to prevent in particular the formation of cracks caused by stone impact when the motor vehicle is in motion.
  • the oil pans cast using the present aluminium-silicon alloy exhibit a hardness of >80 HB, in particular between 84 and 88 HB so the connection or flange region of the oil pans can be fixed tightly to a corresponding engine housing of the motor vehicle.
  • the cast skin of the present oil pans as cast was removed appropriately in a machining operation, for example milling, to ensure that realistic hardness values of the oil pans as cast could be determined.
  • magnesium content is in particular approximately 0.3% by weight.
  • the individual oil pans were not heat treated.
  • the measured values therefore relate to the components as cast, the cast skin again being removed in the respective sample regions by a machining operation, such as, milling.
  • the table shows in particular that the oil pans in this case exhibited values for tensile strength R m greater than 250-260 N/mm 2 , proof stress R p0.2 greater than 120 N/mm 2 and elongation at break A 5 in the range between 6.25 and 14.38%.
  • the present aluminium alloy therefore proved itself to be particularly suitable for use in the production by means of pressure casting of oil pans, in which an elongation at break A 5 of >5% must be attained. It was also possible to achieve a hardness of >80 HB with this alloy composition.
  • the B pillars were produced in a pressure casting process from two variants of an aluminium-silicon alloy with the following compositions:
  • the two variants of the aluminium-silicon casting alloy, and more specifically variant 2 with a magnesium content of approximately 0.6% by weight, were in this case subjected for example to the following heat treatments which are described with reference to the process diagrams in FIGS. 1 and 2 :
  • FIG. 1 shows a method in which the B pillars (product P), after being cast in step 1 , are solution treated in step 2 , making use of some of the casting heat, and are then air-cooled by means of a fan.
  • the product P after being removed from the mould, the product P is not cooled, to room temperature for example, but is instead solution treated at a temperature of approximately 200° C. in step 2 .
  • a sprue A or other casting residues remain on the product P during the solution treatment in step 2 .
  • step 3 the component is still relatively soft or ductile and can therefore be deburred in step 3 .
  • the sprue A or other casting residues are removed from the product P.
  • the product P remains soft during this process.
  • step 3 After the deburring process carried out in step 3 , the B column or the product P is straightened in step 4 .
  • the product P remains soft for this purpose.
  • step 5 the product P is subjected to precipitation hardening, more specifically at one of the precipitation hardening temperatures which shall be described in further detail below.
  • the product which is soft until after step 4 , then obtains its desired material properties.
  • FIG. 2 shows a process which differs from that in FIG. 1 in particular in that the order of steps 2 and 3 is swapped and therefore this process does not make use of some of the casting heat.
  • step 1 the product P is therefore cooled to room temperature or approximately 20° C. together with the gate A or other casting residues.
  • the sprue and casting residues are subsequently deburred 3 or removed, the product still being soft during this process.
  • the solution treatment process 2 and subsequent cooling are carried out.
  • the product P remains soft during this process.
  • Steps 4 and 5 i.e. straightening and precipitation hardening of the B pillar or product P at one of the precipitation hardening temperatures which shall be described in greater detail below, are subsequently performed in a manner similar to that of the process in FIG. 1 .
  • step 5 the product, which is soft until after step 4 , again attains its desired material properties.
  • a common feature of both methods according to FIG. 1 and FIG. 2 is that in both processes a dimensional test is carried out at point Q 1 and a strength test or tensile test is carried out at point Q 2 .
  • step 2 of the two processes according to FIG. 1 and FIG. 2 respectively was carried out at different temperatures of between 460 and 490° C. and for different treatment durations of between 15 and 120 minutes in different tests.
  • step 5 of the two processes according to FIG. 1 and FIG. 2 respectively was also carried out at different temperatures of between 160 and 240° C. and for different precipitation durations of between 20 and 240 minutes in different tests.
  • the heat treatment produced components for use for example in the vehicle body, chassis or drivetrain of a motor vehicle which exhibited values for proof stress R p0.2 of between 90 and 180 MPa, tensile strength R m of between 180 and 250 MPa and elongation at break A 5 in the range between 8 and 22%.
  • the present aluminium alloy is therefore once again particularly well suited for use in a motor vehicle.
  • the high-strength components were subjected to a T5 heat treatment at different temperatures of between 160 and 240° C. and for different durations of between 20 and 240 minutes.

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  • Chemical & Material Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Organic Chemistry (AREA)
  • Metallurgy (AREA)
  • Engineering & Computer Science (AREA)
  • Materials Engineering (AREA)
  • Crystallography & Structural Chemistry (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Motor Or Generator Frames (AREA)
  • Body Structure For Vehicles (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Compositions Of Macromolecular Compounds (AREA)
  • Induction Machinery (AREA)
US12/373,301 2006-07-14 2007-07-13 Aluminum alloy and the utilization thereof for a cast component, in particular a motor vehicle Abandoned US20090297393A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102006032699A DE102006032699B4 (de) 2006-07-14 2006-07-14 Aluminiumlegierung und deren Verwendung für ein Gussbauteil insbesondere eines Kraftwagens
DE102006032699.7 2006-07-14
PCT/EP2007/057278 WO2008006908A1 (fr) 2006-07-14 2007-07-13 alliage en aluminium et son utilisation pour un composant coulé notamment d'un vÉhicule AUTOMOBILE

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US20090297393A1 true US20090297393A1 (en) 2009-12-03

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US12/373,301 Abandoned US20090297393A1 (en) 2006-07-14 2007-07-13 Aluminum alloy and the utilization thereof for a cast component, in particular a motor vehicle

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Country Link
US (1) US20090297393A1 (fr)
EP (1) EP2041328B1 (fr)
JP (1) JP2009543944A (fr)
AT (1) ATE456682T1 (fr)
CA (1) CA2657731A1 (fr)
DE (2) DE102006032699B4 (fr)
ES (1) ES2340218T3 (fr)
SI (1) SI2041328T1 (fr)
WO (1) WO2008006908A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2471967A1 (fr) * 2010-12-28 2012-07-04 Casa Maristas Azterlan Procédé pour obtenir des propriétés mécaniques améliorées dans des moulages d'aluminium recyclés dépourvus de phases bêta en forme de plaquettes
EP3436616A4 (fr) * 2016-03-31 2019-08-28 Rio Tinto Alcan International Limited Alliages d'aluminium ayant des propriétés à la traction améliorées
US11584977B2 (en) * 2015-08-13 2023-02-21 Alcoa Usa Corp. 3XX aluminum casting alloys, and methods for making the same

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010007531B4 (de) * 2010-02-11 2014-11-27 Audi Ag Verfahren zum Herstellen eines Karosseriebauteils
DE102010060670A1 (de) * 2010-11-19 2012-05-24 Martinrea Honsel Germany Gmbh Zylinderkopf für Verbrennungsmotoren aus einer Aluminiumlegierung
CZ306352B6 (cs) * 2015-07-28 2016-12-14 Univerzita J. E. Purkyně V Ústí Nad Labem Hliníková slitina, zejména pro výrobu odlitků segmentů forem pro lisování pneumatik, a způsob tepelného zpracování odlitků segmentů forem
DE102018214739A1 (de) * 2018-08-30 2020-03-05 Magna BDW technologies GmbH Hochfestes Gehäuse, sowie Verfahren zur Herstellung von hochfesten Guss-Gehäusen

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US6364970B1 (en) * 1994-06-16 2002-04-02 Aluminium Rheinfelden Gmbh Diecasting alloy
US6824737B2 (en) * 2003-01-23 2004-11-30 Aluminium Rheinfelden Gmbh Casting alloy
US20050163647A1 (en) * 2003-05-02 2005-07-28 Donahue Raymond J. Aluminum-silicon alloy having reduced microporosity
US20050199318A1 (en) * 2003-06-24 2005-09-15 Doty Herbert W. Castable aluminum alloy
US20060011321A1 (en) * 2004-06-29 2006-01-19 Hubert Koch Aluminum diecasting alloy

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EP0992601A1 (fr) * 1998-10-05 2000-04-12 Alusuisse Technology & Management AG Méthode de fabrication d'un composant d'alliage d' aluminium par moulage sous pression
DE10002021C2 (de) * 1999-09-24 2002-10-17 Honsel Guss Gmbh Verfahren zur Wärmebehandlung von Strukturgußteilen aus einer dafür zu verwendenden Aluminiumlegierung
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Publication number Priority date Publication date Assignee Title
US5837070A (en) * 1994-06-13 1998-11-17 Pechiney Rhenalu Aluminum-silicon alloy sheet for use in mechanical, aircraft and spacecraft construction
US6364970B1 (en) * 1994-06-16 2002-04-02 Aluminium Rheinfelden Gmbh Diecasting alloy
US6824737B2 (en) * 2003-01-23 2004-11-30 Aluminium Rheinfelden Gmbh Casting alloy
US20050163647A1 (en) * 2003-05-02 2005-07-28 Donahue Raymond J. Aluminum-silicon alloy having reduced microporosity
US20050199318A1 (en) * 2003-06-24 2005-09-15 Doty Herbert W. Castable aluminum alloy
US20060011321A1 (en) * 2004-06-29 2006-01-19 Hubert Koch Aluminum diecasting alloy

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2471967A1 (fr) * 2010-12-28 2012-07-04 Casa Maristas Azterlan Procédé pour obtenir des propriétés mécaniques améliorées dans des moulages d'aluminium recyclés dépourvus de phases bêta en forme de plaquettes
WO2012089886A3 (fr) * 2010-12-28 2012-12-13 Casa Maristas Azterlan Procédé d'obtention de propriétés mécaniques améliorées dans des coulées d'aluminium recyclé exemptes de phases bêta, sous forme de lamelle
US11584977B2 (en) * 2015-08-13 2023-02-21 Alcoa Usa Corp. 3XX aluminum casting alloys, and methods for making the same
EP3436616A4 (fr) * 2016-03-31 2019-08-28 Rio Tinto Alcan International Limited Alliages d'aluminium ayant des propriétés à la traction améliorées
US11198925B2 (en) 2016-03-31 2021-12-14 Rio Tinto Alcan International Limited Aluminum alloys having improved tensile properties

Also Published As

Publication number Publication date
DE102006032699B4 (de) 2010-09-09
CA2657731A1 (fr) 2008-01-17
ES2340218T3 (es) 2010-05-31
SI2041328T1 (sl) 2010-04-30
EP2041328B1 (fr) 2010-01-27
JP2009543944A (ja) 2009-12-10
ATE456682T1 (de) 2010-02-15
DE502007002755D1 (de) 2010-03-18
WO2008006908A1 (fr) 2008-01-17
EP2041328A1 (fr) 2009-04-01
DE102006032699A1 (de) 2008-01-17

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