Thermo-mechanical fatigue influence of copper and silicon on hypo-eutectic Al–Si–Cu and Al–Si–Mg cast alloys used in cylinder heads

Huter, Patrik; Oberfrank, Stefan; Grün, Florian; Stauder, Bernhard

doi:10.1016/j.ijfatigue.2016.02.017

Cited by 39 publications

(28 citation statements)

References 35 publications

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“…The reciprocating effects of the thermal and mechanical load made the problem of low-cycle and high-cycle fatigue more prominent in the bottom area of the cylinder head. It was prone to failure for the nose bridge areas [13,14]. Thermo-mechanical coupling load analysis of the cylinder head is beneficial to assess its working status accurately.…”

Section: Introductionmentioning

confidence: 99%

Analysis and Optimisation of Thermo-Mechanical Coupling Load of Cylinder Head Considering Fluid-Structure Interaction for a Marine High-Power Diesel Engine

Yang

et al. 2020

Energies

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A one-dimensional model of the diesel engine working process was established, and thermal boundary conditions of gases contacting with a cylinder head were determined by comparing them with the results of a routine test. A fluid-structure interaction model between the cooling water and cylinder head passages was established in which boundary conditions of cooling water were obtained by computational fluid dynamics analysis. Simultaneously, considering the pressure mechanical load in the cylinder, temperature and the stress distribution of the cylinder head were analysed by the model with a thermo-mechanical coupling load. The model was validated using the temperature hardness plug method. Four parameters of intake valve opening, exhaust valve opening, fuel supply beginning, and compression ratio were selected as influencing factors, and the thermo-mechanical coupling load of the cylinder head was optimised by the Taguchi and analysis of variance method subsequently. The study indicates that the error of the calculation model for the cylinder head’s thermal-mechanical coupling load is within ±1.5%, and the proportion of the thermal stress in the cylinder head thermal-mechanical coupling stress is above 90%. The fuel supply beginning has the greatest influence on the thermal load of the cylinder head. Based on the optimisation methods within the required power range, the maximum temperature and maximum thermo-structural coupling stress of the cylinder head are decreased by about 10.05 K and 7.13 MPa in the nose bridge area, respectively.

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Section: Introductionmentioning

confidence: 99%

Analysis and Optimisation of Thermo-Mechanical Coupling Load of Cylinder Head Considering Fluid-Structure Interaction for a Marine High-Power Diesel Engine

Yang

et al. 2020

Energies

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“…On the basis of the preliminary investigations, a short solution heat treatment time of one hour was chosen, as a fine microstructure with spherical phases was achieved. In addition, the formation of the detrimental β-Al 5 FeSi is impeded, which could lead to high stress concentrations due its platelet-like shape [25] and is thus prone to fracture [26] as well as crack nucleation and propagation reducing the fatigue lifetime [25,27]. Figure 2 shows the microstructure of the additive manufactured AlSi10Mg alloy from the first manufacturing process in the initial 90 μm material condition.…”

Section: Investigated Materials Conditions and Experimental Test Set-upmentioning

confidence: 99%

Lifetime assessment of the process-dependent material properties of additive manufactured AlSi10Mg under low-cycle fatigue loading

Fischer

Schweizer

2020

MATEC Web Conf.

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Systematic low-cycle fatigue (LCF) experiments are carried out on additive manufactured AlSi10Mg specimens for several material conditions with varying layer thickness, heat treatment, building direction and surface quality. The deformation behaviour depends significantly on the heat treatment. It is outlined that the process control and heat treatment can produce fatigue properties comparable with the cast material, whereby an as-built specimen surface leads to a lifetime reduction in all cases. The experiments are accompanied with detailed metallo- and fractographic investigations. For all tested LCF specimens, the defect type and the failure origin defect size are characterized in terms of the √area parameter by using scanning electron microscopy. The failure of the specimen is mostly caused by lack of fusion surface or near-surface defects, whereby the defect size is determined by the SLM process parameters, such as building direction, surface quality and layer thickness. On the basis of the experimental data and the observed defects, a mechanism-based, deterministic lifetime model is developed and adapted to the specific damage mechanisms of the additive manufactured AlSi10Mg alloy.

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“…Al-Si casting alloys are widely used in manufacturing automotive engine cylinder heads due to their advantages of being lightweight, good casting performance, and excellent comprehensive mechanical properties [1]; however, with the contradictory development of high load stress and thin-walled structure of the high-performance engine, the requirements for the balance of strength and toughness at room temperature as well as the high-temperature performance of aluminum alloy cylinder heads and engine blocks are becoming stricter. To meet this market demand, researchers began to study how to achieve better values of both strength and ductility at room temperature and improve the high-temperature performance of Al-Si casting alloys.…”

Section: Introductionmentioning

confidence: 99%

Effect of Transition Metal Elements on High-Temperature Properties of Al–Si–Cu–Mg Alloys

Gao

Zhang

2021

Metals

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In the present work, we studied the effects of transition metal elements on microstructure evolution and high-temperature mechanical properties via the preparation of new modified alloys with micro-additions of Cr, Ti, V, Zr, Mo, and Mn to address the poor high-temperature performance of Al–Si–Cu–Mg alloys for automotive engines. The results show that the addition of transition metal elements formed a variety of new intermetallic phases that were stable at high temperatures, such as (AlSi)3(TiVZr), (AlSi)3Ti, (AlSi)3(CrVTi), Al74Si6Mn4Cr2Fe, Al85Si5Mn2Mo2CrFe, Al0.78Fe4.8Mn0.27Mo4.15Si2, (AlSi)2(CrVTi)Mo, and Al13(MoCrVTi)4Si4, and these phases evidently improved the ultimate high-temperature tensile strength and yield strength. The ultimate tensile strength and yield strength of the modified alloy increased by 17.49% and 31.65% when the test temperature increased to 240 °C, respectively, and by 71.28% and 74.73% when the test temperature increased to 300 °C, respectively. The fundamental reason for this change is that the intermetallic phase hinders the expansion of cracks, which can exist stably at high temperatures. When a crack extends to the intermetallic phases, it will break along with the intermetallic phases or propagate along the morphological edge of the intermetallic phases.

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Thermo-mechanical fatigue influence of copper and silicon on hypo-eutectic Al–Si–Cu and Al–Si–Mg cast alloys used in cylinder heads

Cited by 39 publications

References 35 publications

Analysis and Optimisation of Thermo-Mechanical Coupling Load of Cylinder Head Considering Fluid-Structure Interaction for a Marine High-Power Diesel Engine

Analysis and Optimisation of Thermo-Mechanical Coupling Load of Cylinder Head Considering Fluid-Structure Interaction for a Marine High-Power Diesel Engine

Lifetime assessment of the process-dependent material properties of additive manufactured AlSi10Mg under low-cycle fatigue loading

Effect of Transition Metal Elements on High-Temperature Properties of Al–Si–Cu–Mg Alloys

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