Fatigue of an aluminium cast alloy used in the manufacture of automotive engine blocks

González, Ricardo Rodríguez; González, Alejandro; Talamantes-Silva, J.; Valtierra, S.; Mercado-Solis, Rafael David; Garza-Montes-de-Oca, Nelson F.; Colás, Rafael

doi:10.1016/j.ijfatigue.2013.03.018

Cited by 35 publications

(27 citation statements)

References 27 publications

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“…1 (right) the fatigue strength S aD50% , is plotted against the mean pore size d equ . The data, taken from literature [1][2][3][4] as well as from own fatigue tests, include AlSi7-alloys with varying Mg-and Cu-content as well as different heat treatment conditions (T6, T7, F). All data lie within the same scatter band and can be described using a Kitagawa-model.…”

Section: Resultsmentioning

confidence: 99%

Mechanisms of fatigue-crack initiation and their impact on fatigue life of AlSi7 die-cast components

Redik

Tauscher

Grün

2014

MATEC Web of Conferences

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Abstract. In the course of the present study, in-situ observations of crack initiation and crack growth of naturally induced cracks in cyclically loaded specimens along with conventional fatigue tests and fracture surface analyses were performed. The specimens used were taken from different sampling positions of standard and HIPed aluminum-diecast engine blocks, with different cooling conditions. In one sampling position within the standard engine block microporosity was able to form, acting as a source for fatigue-crack initiation. While in the absence of microporosity, as observed in specimens taken from HIPed components, crack initiation occured via slip band mechanism. If material defects such as pores were present, premature crack initiation reduced the fatigue life yielding a lower fatigue life and fatigue strength than specimens where cracks formed by slip band mechanism. For cracks formed at pores, the pore size is the determining factor for fatigue behavior. While for cracks initiated via slip band mechanism fatigue strength is a function of the local material strength.

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Section: Resultsmentioning

confidence: 99%

Mechanisms of fatigue-crack initiation and their impact on fatigue life of AlSi7 die-cast components

Redik

Tauscher

Grün

2014

MATEC Web of Conferences

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“…However, to successfully utilize these secondary (recycled) Al-Si(Cu,Zn) alloys in automotive components, it is necessary to thoroughly understand its fatigue properties [5,10]. Numerous studies have shown that fatigue properties of conventional casting Al-alloys are very sensitive to casting defects and in most case both crack initiation lifetime and crack propagation lifetime are controlled by defects [5,[10][11][12][13], secondary dendrite arm spacing (SDAS) values [5], as well as the presence of Fe-rich intermetallic phases (the Chinese-script-like α-Al 15 (Fe,Mn) 3 Si 2 phase and needle-like β-Al 5 FeSi phase) [14][15][16].…”

Section: Introductionmentioning

confidence: 99%

“…The effect of porosity on fatigue life has been summarized as follows: pores reduce the time for crack initiation by creating a high stress concentration in the material adjacent to the pores; because of this, most of the fatigue life is spent in crack growth. Porosity has been classified according to the importance of crack initiation as follows: a single shrinkage pore close to or at the surface is considered the most critical, whereas a gas pore at the surface is considered the least critical [5,[10][11][12][13][14][15][16][17].…”

Section: Introductionmentioning

confidence: 99%

Study of Bending Fatigue Properties of Al-Si Cast Alloy

Tillová¹,

Závodská²,

Kuchariková³

et al. 2017

Archives of Metallurgy and Materials

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Fatigue properties of casting Al-alloys are very sensitive to the microstructural features of the alloy (e.g. size and morphology of the eutectic Si, secondary dendrite arm spacing -SDAS, intermetallics, grain size) and casting defects (porosity and oxides). Experimental study of bending fatigue properties of secondary cast alloys have shown that: fatigue tests up to 10 6 -10 7 cycles show mean fatigue limits of approx. 30-49 MPa (AlSi9Cu3 alloy -as cast state), approx. 65-76 MPa (AlSi9Cu3 alloy after solution treatment) and 60-70 MPa (self-hardened AlZn10Si8Mg alloy) in the tested casting condition; whenever large pore is present at or near the specimen's surface, it will be the dominant cause of fatigue crack initiation; in the absence of large casting defects, the influence of microstructural features (Si morphology; Fe-rich phases) on the fatigue performance becomes more pronounced.

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“…The defects that are present in cast aluminium alloys affect their resistance to fatigue; the flaws that exert the higher influence are pores, either due to shrinkage or gas evolution, hard components of eutectic aggregates, intermetallic inclusions and precipitated particles, as cracks nucleate on the defects and grow following paths in which other smaller faults are concentrated [11][12][13][14][15][16][17][18][19][20][21][22]. The distribution and size of such defects are modified by augmenting the rate at which the casting solidifies; as smaller sizes and finer distribution are obtained by the increased nucleation and reduction in the time available for growing [3,4,23,24].…”

Section: Introductionmentioning

confidence: 99%

“…The most common method to assess the degree of microstructural refining is by means of the secondary dendrite arm spacing, DAS, which is related to the heat transfer rate occurring during solidification [4,23,24]. As fatigue cracks nucleate and grow from existing defects, it is of critical importance to determine the type of defects that exert the higher influence [11][12][13][14][15][16][17][18][19][20][21][22].…”

Section: Introductionmentioning

confidence: 99%