Al–Si cast alloys under isothermal and thermomechanical fatigue conditions

Filho, Waldek Wladimir Bose; Freitas, E.R de; Silva, V.F. da; Milan, Marcos; Spinelli, Dirceu

doi:10.1016/j.ijfatigue.2007.01.006

Cited by 29 publications

(10 citation statements)

References 16 publications

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“…crack propagation [1,2] For both HCF [3,4] and LCF loadings [5], this kind of defects can be considered as the main sites of crack initiation. After initiation, cracks firstly develop in the so-called short crack range and can propagate to reach long crack domain [6].…”

Section: Fig 4 Crack Initiation On Shrinkage Cavity and Subsequentmentioning

confidence: 99%

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Fatigue of automotive engine cylinder heads – A new model based on crack propagation

et al. 2018

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The main reliability issue encountered during cylinder head development is the appearance of fatigue cracks during severe endurance tests. Some of these cracks can initiate in the coolant water jacket and lead to the complete part failure. They are mainly associated with the combination of combustion pressure alternate stresses and high cycle fatigue load in infinite life domain. However, Haigh or Dang Van analysis issued from 3D Finite Element Analysis reveals several issues: crack initiations are not correctly located and scatter of crack sizes are not predicted. To overcome these difficulties, a new fatigue model dedicated to cylinder heads in Aluminum - Silicon alloy has been developed in Renault powertrain division. The model is based on fatigue crack growth modelling in order to take into account various and combined load ratio in one hand, and typical characteristics of the microstructure of casting alloy in the other hand. This paper presents the theoretical basis of this model and the associated identification methodology for two different aluminum alloys.

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Section: Fig 4 Crack Initiation On Shrinkage Cavity and Subsequentmentioning

confidence: 99%

“…The considered SIF values are limited to large cycles (here R=0. 1) and are associated to a given dN_P k according to the Paris' model (6). Finally, the increment of damage associated to crack growth due to large cycles is given by:…”

Section: Fig 20 Estimation Of Realised Dn K Large Cyclesmentioning

confidence: 99%

Fatigue of automotive engine cylinder heads – A new model based on crack propagation

et al. 2018

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“…Thomas et al [23,24] presented fatigue lifetime prediction models based on energy and classical approaches, such as the Smith-Watson-Topper (SWT) criterion for A356.0 alloy under TMF/LCF loadings. The effect of different casting processes on isothermal (in room and high temperatures) and un-isothermal fatigue behaviors of aluminum-silicon alloys was studied by Bose-Filho et al [25]. A modified energy criterion, entitled "unified energy approach" was proposed by Riedler et al [26,27] who compared their model (which was calibrated with TMF test results) to conventional approaches for AlSi7MgCu0.5 alloy.…”

Section: A R C H I V E O F S I Dmentioning

confidence: 99%

The Effect of Various Parameters on Out-of-phase Thermo-mechanical Fatigue Lifetime of A356.0 Cast Aluminum Alloy

Azadi

Farrahi

Winter

et al. 2012

IJE

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In this paper, the effect of various parameters on the out-of-phase thermo-mechanical fatigue (OP-TMF) lifetime of the A356.0 cast aluminum alloy is investigated. Studied parameters include the maximum temperature, the dwell time, and the thermo-mechanical loading factor. OP-TMF tests are conducted considering realistic running conditions of diesel engine cylinder heads. The maximum temperature varies between 200 to 275°C and the thermo-mechanical loading factor, which is the ratio of the mechanical strain to the thermal strain, is considered between 75 to 150%. The dwell time (or the holding time) changes between 5 to 180 sec. at the maximum temperature. Fracture surfaces of specimens are studied using the scanning electron microscopy (SEM). These SEM images reveal that the A356.0 alloy has a ductile behavior. The cyclic softening phenomenon is also observed during stress-strain hysteresis loops. TMF test results demonstrate that the dwell time bears no significant effect upon the lifetime. However, large influences for the maximum temperature and the thermomechanical loading factor are depicted in the lifetime of the A356.0 alloy.

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“…However, there is no ambiguity that casting defects always have deleterious effect on fatigue strength. [7][8][9][10][11] Liquid Al is prone to hydrogen adsorption and oxidation. Consequently gas porosity and oxide inclusions are inevitably found in cast alloys.…”

mentioning

confidence: 99%

Fatigue Performance of Fluidized Bed Heat Treated 319 Alloy Diesel Cylinder Heads

Chaudhury

Apelian

Meyer

et al. 2015

Metall Mater Trans A

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Effects of various heat treatment tempers on fatigue performance of 319 alloy diesel cylinder heads were investigated. Castings were heat treated to T5, T6, and T7 tempers. Castings were solution heat treated and quenched using fluidized beds and aged using both conventional air convective furnace and fluidized bed for T6 and T7 tempers; while they were aged after casting for T5 temper using conventional furnace. Fatigue tests were performed at 373 K (100°C) and stress ratio equal to À1. Results show that heat treatment has significant effect on the fatigue behavior of 319 alloy. The fatigue strength of T6 tempered 319 alloy is greater than T5 and T7 treatments. Weibull analysis shows that the Weibull modulus and characteristic fatigue life of castings treated (using conventional forced air circulation electrical resistance furnace) to T6 and T7 tempers are greater than T5 temper. This implies that castings treated to T6 and T7 tempers have greater reliability vis-a`-vis T5 temper. Fractographic analyses reveal three distinct regions. These are: (I) crack initiation region from the surface, (II) crack propagation region, and (III) catastrophic or monotonic failure region. The relative size of the crack propagation region in T6 and T7 treated samples is greater than T5 treated samples. In general, the monotonic failure region shows typical dimple morphology, which implies significant plastic deformation prior to failure. Dimples on the fractured surface of T5 treated alloy are relatively more faceted than those treated to T6 and T7 tempers. This implies that the 319 alloy treated to T6 and T7 tempers underwent higher degree of plasticity prior to failure than that in the T5 condition.

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Al–Si cast alloys under isothermal and thermomechanical fatigue conditions

Cited by 29 publications

References 16 publications

Fatigue of automotive engine cylinder heads – A new model based on crack propagation

Fatigue of automotive engine cylinder heads – A new model based on crack propagation

The Effect of Various Parameters on Out-of-phase Thermo-mechanical Fatigue Lifetime of A356.0 Cast Aluminum Alloy

Fatigue Performance of Fluidized Bed Heat Treated 319 Alloy Diesel Cylinder Heads

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