High performance automotive and railway components made from novel competitive aluminium composites

Goñi, Javier; Egizabal, Pedro; Coleto, J.; Mitxelena, Itziar; Leunda, I.; Guridi, Jorge

doi:10.1179/026708303225004413

Cited by 19 publications

(6 citation statements)

References 5 publications

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“…These alloys are characterised by a high strength-to-weight ratio due to their low density and reducing energy consumption (electric or fuel) during the exploitation of vehicles manufactured of these alloys [ 2 ]. The lightweight alloys often are represented by aluminium alloys, which are used in manufacturing process elements for automotive [ 2 , 3 ], aerospace [ 4 , 5 ] and rail [ 3 ]. The main range of components manufactured from thin sheets of aluminium alloys, which require a high proportion of milling in the manufacturing process, are front panels for control systems, housing parts for electrical and electronic components.…”

Section: Introductionmentioning

confidence: 99%

Surface Roughness Evaluation in Thin EN AW-6086-T6 Alloy Plates after Face Milling Process with Different Strategies

et al. 2021

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Lightweight alloys made from aluminium are used to manufacture cars, trains and planes. The main parts most often manufactured from thin sheets requiring the use of milling in the manufacturing process are front panels for control systems, housing parts for electrical and electronic components. As a result of the final phase of the manufacturing process, cold rolling, residual stresses remain in the surface layers, which can influence the cutting processes carried out on these materials. The main aim of this study was to verify whether the strategy of removing the outer material layers of aluminium alloy sheets affects the surface roughness after the face milling process. EN AW-6082-T6 aluminium alloy thin plates with three different thicknesses and with two directions relative to the cold rolling process direction (longitudinal and transverse) were analysed. Three different strategies for removing the outer layers of the material by face milling were considered. Noticeable differences in surface roughness 2D and 3D parameters were found among all machining strategies and for both rolling directions, but these differences were not statistically significant. The lowest values of Ra = 0.34 µm were measured for the S#3 strategy, which asymmetrically removed material from both sides of the plate (main and back), for an 8-mm-thick plate in the transverse rolling direction. The highest values of Ra = 0.48 µm were measured for a 6-mm-thick plate milled with the S#2 strategy, which symmetrically removed material from both sides of the plate, in the longitudinal rolling direction. However, the position of the face cutter axis during the machining process was observed to have a significant effect on the surface roughness. A higher surface roughness was measured in the areas of the tool point transition from the up-milling direction to the down-milling direction (tool axis path) for all analysed strategies (Ra = 0.63–0.68 µm). The best values were obtained for the up-milling direction, but in the area of the smooth execution of the process (Ra = 0.26–0.29 µm), not in the area of the blade entry into the material. A similar relationship was obtained for analysed medians of the arithmetic mean height (Sa) and the root-mean-square height (Sq). However, in the case of the S#3 strategy, the spreads of results were the lowest.

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Section: Introductionmentioning

confidence: 99%

Surface Roughness Evaluation in Thin EN AW-6086-T6 Alloy Plates after Face Milling Process with Different Strategies

et al. 2021

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“…Composite materials based on light metals like aluminium, magnesium and zinc find application in many industries due to their low density [1][2][3][4][5].…”

Section: Introductionmentioning

confidence: 99%

Microstructural and Tribological Properties of A356 Al–Si Alloy Reinforced with Al2O3 Particles

et al. 2008

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In the present study, the effect of the Al 2 O 3 particles (average size of 12 lm, 3 and 10 wt.%) reinforcement on the microstructure and tribological properties of Al-Si alloy (A356) was investigated. Composites were produced by applying compocasting process. Tribological properties of unreinforced alloy and composites were studied, using pin-on-disc tribometer, under dry sliding conditions at different specific loads and sliding speed of 1 m/s. Microhardness measurements, optical microscope and scanning electron microscope were used for microstructural characterization and investigation of worn surfaces and wear debris. During compocasting of A356 alloy, a transformation from a typical dendritic primary a phase to a non-dendritic rosette-like structure occurred. Composites exhibited better wear resistance compared with unreinforced alloy. Presence of 3 wt.% Al 2 O 3 particles in the composite material affected the wear resistance only at specific loads up to 1 MPa. The wear rate of composite with 10 wt.% Al 2 O 3 particles was nearly two order of the magnitude lower than the wear rate of the matrix alloy. Dominant wear mechanism for all materials was adhesion, with others mechanisms: oxidation, abrasion and delamination as minor ones.

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“…12 Fracture surface of a fatigue tested under R=0.5 stress ratio specimen Fig. 13 Crack growth in a R=0.5 stress ratio tested specimen decrease in the CTE values of pistons produced with MMCs when compared to unreinforced alloys is already proved [23] but it may not be enough to counterbalance the higher costs of the raw materials and secondary production operations and the confirmation of the good performance of MMCs at high temperatures may be a strong argument for their further use.…”

Section: Discussionmentioning

confidence: 94%

Fracture and Fatigue Behaviour of Aluminium Matrix Composite Automotive Pistons

2009

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The fracture and fatigue behaviour of prototype automotive pistons produced in an aluminium alloy matrix composite in industrial conditions has been studied. Fracture toughness increased when the testing temperature rose from 20°to 75°C and kept near constant up to 250°C, when a significantly lower value was recorded. A change in the failure operating mechanism, which can explain this trend, was observed by analysing the fracture surfaces in the scanning electron microscope. Room temperature fatigue tests performed with R=0.1 stress ratio led to an average value of the Paris law exponent higher than those reported in aluminium alloys but low for an industrially produced brittle composite. A higher exponent and a much larger scattering were observed in those fatigue tests carried out under R=0.5 stress ratio.

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High performance automotive and railway components made from novel competitive aluminium composites

Cited by 19 publications

References 5 publications

Surface Roughness Evaluation in Thin EN AW-6086-T6 Alloy Plates after Face Milling Process with Different Strategies

Surface Roughness Evaluation in Thin EN AW-6086-T6 Alloy Plates after Face Milling Process with Different Strategies

Microstructural and Tribological Properties of A356 Al–Si Alloy Reinforced with Al2O3 Particles

Fracture and Fatigue Behaviour of Aluminium Matrix Composite Automotive Pistons

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