U.S. patent application number 15/139241 was filed with the patent office on 2016-08-18 for lightweight, crash-sensitive automotive component.
The applicant listed for this patent is SHIPSTON ALUMINUM TECHNOLOGIES (MICHIGAN), INC.. Invention is credited to JEN C. LIN, JAN OVE LOLAND, RUSSELL S. LONG, MOUSTAPHA MBAYE, XINYAN YAN.
Application Number | 20160237529 15/139241 |
Document ID | / |
Family ID | 37964861 |
Filed Date | 2016-08-18 |
United States Patent
Application |
20160237529 |
Kind Code |
A1 |
LIN; JEN C. ; et
al. |
August 18, 2016 |
LIGHTWEIGHT, CRASH-SENSITIVE AUTOMOTIVE COMPONENT
Abstract
The present invention provides a easting having increased
crashworthiness including an aluminum alloy of about 6.0 wt % to
about. 8.0 wt % Si; about 0.12 wt % to about 0.25 wt % Mg; less
than or equal to about 0.35 wt % Cu; less than or equal to about
4.0 wt % Zn; less than or equal to about 0.6 wt % Mn; and less than
or equal to about 0.15 wt % Fe, wherein the east body is treated to
a T5 or T6 temper and has a tensile strength ranging from 100 MPa
to 180 MPa and has a critical fracture strain greater than 10%. The
present invention further provides a method of forming a casting
having increased crashworthiness.
Inventors: |
LIN; JEN C.; (EXPORT,
PA) ; MBAYE; MOUSTAPHA; (ADA, MI) ; LOLAND;
JAN OVE; (FARSUND, NO) ; LONG; RUSSELL S.;
(MURRYSVILLE, PA) ; YAN; XINYAN; (MURRYSVILLE,
PA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
SHIPSTON ALUMINUM TECHNOLOGIES (MICHIGAN), INC. |
HAMPTON |
NH |
US |
|
|
Family ID: |
37964861 |
Appl. No.: |
15/139241 |
Filed: |
April 26, 2016 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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14222648 |
Mar 23, 2014 |
9353430 |
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15139241 |
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13297209 |
Nov 15, 2011 |
8721811 |
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14222648 |
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11553236 |
Oct 26, 2006 |
8083871 |
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13297209 |
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60731046 |
Oct 28, 2005 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
C22F 1/043 20130101;
B62D 21/15 20130101; B22D 21/007 20130101; B22D 25/06 20130101;
B62D 29/008 20130101; C22C 21/04 20130101; B22D 25/02 20130101;
C22C 21/02 20130101 |
International
Class: |
C22C 21/02 20060101
C22C021/02; B22D 21/00 20060101 B22D021/00; B62D 29/00 20060101
B62D029/00; B22D 25/02 20060101 B22D025/02; B62D 21/15 20060101
B62D021/15; C22F 1/043 20060101 C22F001/043; B22D 25/06 20060101
B22D025/06 |
Claims
1. A method of casting an aluminum alloy into a crash-sensitive
automotive component having a desired critical fracture strain for
collision impact, the method comprising: selecting a
crash-sensitive automotive component to cast; providing a melt
having an alloy comprising: about 6.0 wt % to about 7.8 wt % Si;
about 0.10 wt% to about 0.18 wt % Mg; less than or equal to about
0.35 wt % Cu; less than or equal to about 0.6 wt % Mn; less than or
equal to about 0.15 wt % Fe; and, a balance of aluminum and
impurities; casting the melt into a cast body of the
crash-sensitive automotive component; and, heat treating the cast
body, the treating including a solution heating at 450.degree. C.
to 550.degree. C. for about 1/2 hour to about 6 hours, quenching,
and aging at a temperature of about 150.degree. C. to about
250.degree. C. for about 1/2 hour to about 10 hours.
2. The method of claim 1, wherein the heat treating comprises
processing to a T6 temper.
3. The method of claim 1, wherein the processing comprises a
solution heat treatment of the crash-sensitive automotive component
at 450.degree. C. to 550.degree. C. for a time period ranging from
approximately a 1/2 hour to approximately 6 hours, quenching, and
aging.
4. The method of claim 1, wherein the Mn content is less than 0.15
wt %, and the casting of the cast body includes using a vacuum
riserless casting/pressure riserless process.
5. The method of claim 1, wherein the casting of the cast body
includes using a sand core in combination with a vacuum riserless
casting/pressure riserless process to provide a wall thickness as
thin as 2.0 mm.
6. The method of claim 1, wherein the cast body is in T6 temper and
has a tensile yield strength ranging from 100 MPa to 180 MPa.
7. The method of claim 1, wherein the Mn content of the cast body
is less than about 0.05 wt % Mn.
8. The method of claim 1. wherein the heat treating comprises T6 or
T7 to further provide an elongation that exceeds 14%.
9. The method of claim 1, the melt having about 7.0 wt % Si and
from about 0.10 wt % to about 0.18 wt % Mg.
10. The method of claim 1, the melt having about 0.12 wt % Mg and
from about 6.0 wt % to about 7.8 wt % Si.
11. A method of making a vehicle with a crash-sensitive automotive
component having a desired performance during collision, the
performance measured using critical fracture strain, the method
comprising: obtaining a crash-sensitive automotive component that
was produced using a process including: providing a melt having an
alloy comprising: about 6.0 wt % to about 7.8 wt % Si: about 0.10
wt % to about 0.18 wt % Mg; less than or equal to about 0.35 wt %
Cu; less than or equal to about 0.6 wt % Mn; less than or equal to
about 0.15 wt % Fe; and, a balance of aluminum and impurities;
casting the melt into a cast body of the crash-sensitive automotive
component; and. heat treating the cast body, the heat treating
including a solution heating at 450.degree. C. to 550.degree. C.
for about 1/2 hour to about 6 hours; quenching, and aging at a
temperature of about 150.degree. C. to about 250.degree. C. for
about 1/2 hour to about 10 hours; and, employing the
crash-sensitive component in the vehicle.
12. The method of claim 11, wherein the crash-sensitive automotive
component is a part of a vehicle frame construction.
13. The method of claim 11, wherein the crash-sensitive automotive
component is a part of a body structure.
14. The method of claim 11, wherein the crash-sensitive automotive
component is selected from a group consisting of a bracket, a node,
a crashbox, a crossmember, a subframe, and an engine cradle.
15. The method of claim 11, wherein the heat treating comprises
processing the cast body to a T6 temper.
16. The method of claim 11, wherein the heat treating comprises a
solution heat treatment of the cast body at 450.degree. C. to
550.degree. C. for a time period ranging from approximately a 1/2
hour to approximately 6 hours, quenching, and aging.
17. An aluminum alloy casting having a desired critical fracture
strain, the casting comprising: about 6.0 wt % to about 7.8 wt %
Si; about 0.10 wt % to about 0.18 wt % Mg; less than or equal to
about 0.35 wt % Cu; less than or equal to about 0.6 wt % Mn; less
than or equal to about 0.15 wt % Fe, and, a balance of aluminum and
impurities; the casting produced using a process that includes a
solution heating at 450.degree. C. to 550.degree. C. for about 1/2
hour to about 6 hours, quenching, and aging at a temperature of
about 150.degree. C. to about 250.degree. C. for about 1/2 hour to
about 10 hours.
18. The casting of claim 17, wherein the process includes heat
treating to a T6 temper.
19. The casting of claim 17, wherein the processing comprises a
solution heat treatment of the crash-sensitive automotive component
at 450.degree. C. to 550.degree. C. for a time period ranging from
approximately a 1/2 hour to approximately 6 hours, quenching, and
aging.
20. The casting of claim 17, wherein the Mn content is less than
0.15 wt %, and the processing includes casting of the cast body
using a vacuum riserless casting/pressure riserless process.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application is a continuation of U.S. application Ser.
No. 14/222,648, filed Mar. 23, 2014, which is a continuation of
U.S. application Ser. No. 13/297,209, filed Nov. 15, 2011, now U.S.
Pat. No. 8,721,811, which is a continuation of U.S. application
Ser. No. 11/553,236, filed Oct. 26, 2006, now U.S. Pat. No.
8,083,871, which claims the benefit of U.S. Provisional Application
No. 60/731,046, filed Oct. 28, 2005, each application of which is
hereby incorporated herein by reference in its entirety.
FIELD OF THE INVENTION
[0002] The present invention relates to aluminum casting alloys
that are suitable for automotive applications. Specifically, the
present invention relates to Al--Si--Mg casting alloys having a
crash performance that is suitable for automotive applications.
BACKGROUND OF THE INVENTION
[0003] Aluminum alloys are highly desirable for vehicle frame
construction because they offer low density, good strength and
corrosion resistance. Moreover, aluminum alloys can be employed to
improve vehicle frame stiffness and performance characteristics.
Moreover, it is believed that an aluminum vehicle frame retains the
strength and crash worthiness that is typically associated with
much heavier, conventional steel frame vehicle designs.
[0004] An important consideration for aluminum automotive body
structures includes crashworthiness in conjunction with reducing
the overall vehicle weight and/or improving vehicle performance.
For the automotive applications, crash worthiness reflects the
ability of a vehicle to sustain some amount of collision impact
without incurring unacceptable distortion of the passenger
compartment or undue deceleration of the occupants. Upon impact,
the structure should deform in a prescribed manner; the energy of
deformation absorbed by the structure should balance the kinetic
energy of impact; the integrity of the passenger compartment should
be maintained; and the primary structure should crush in such a
manner as to minimize the occupant deceleration.
[0005] The demand for higher crash performance of automotive
aluminum cast components has greatly increased, particularly with
respect to body structures, including but not limited to: brackets,
nodes (e.g. A-Post, B-Post, C-Post, etc.), crashboxes,
crossmembers, subframes, and engine cradles, etc. However, the most
common aluminum cast alloy, A356 has poor crushability even in T6
temper. One characterization of crashworthiness is critical
fracture strain (CPS) as developed by Yeh. See J. R. Yeh, "The
Development of an Aluminum Failure Model for Crashworthiness
Design", Report No. 99-016, 1999-03-11. The critical fracture
strain (CFS) or A356-T6 is approximately 5-6%. Typically, the
critical fracture strain (CFS) required for a crash sensitive
components and applications is on the order of 10% or greater.
[0006] Therefore, a new alloy and heat treatment are needed for
producing cast components with a balanced strength and
crashworthiness.
SUMMARY OF THE INVENTION
[0007] The present invention provides an Al--Si--Mg base alloy
suitable for gravity or low pressure permanent mold, high pressure
die easting, or sand mold casting, having a tensile strength and
critical fracture strain (CFS) suitable for automotive
applications, including but not limited to frame components.
[0008] In one embodiment, the invention comprises of an inventive
Al--Si--Mg base alloy for gravity or low pressure permanent mold,
high pressure die casting, sand mold casting or like casting
processes, wherein a casting produced by the inventive Al--Si--Mg
alloy is suitable for F, T5 or T6 tempers in achieving a yield
strength ranging from approximately 100 MPa to approximately 180
MPa, an elongation ranging from 10% to 20%, and a critical fracture
strain (CFS) of at least 10%. Broadly, the composition of the
Al--Si--Mg alloy of die present invention consists essentially of:
[0009] about 6.0 wt % to about 8.0 wt % Si; [0010] about 0.12 wt %
to about 0.25 wt % Mg; [0011] less than or equal to about 0.35 wt %
Cu; [0012] less than or equal to about 4.0 wt % Zn; [0013] less
than or equal to about 0.6 wt % Mn; [0014] less than or equal to
about 0.15 wt % Fe; and [0015] a balance of aluminum and
impurities.
[0016] In one embodiment of the present invention, an Al--Si--Mg
alloy is provided for Vacuum Riserless Casting (VRC)/Pressure
Riserless Casting (PRC), permanent mold or sand mold easting
comprising from about 6.5 wt % to about 7.5 wt % Si; from about
0.12 wt % to about 0.20 wt % Mg; less titan about 0.15 wt % Mn,
preferably being less than about 0.05 wt % Mn; and less than about
0.10 wt% Fe, wherein the balance comprises Al and impurities.
[0017] In another embodiment of the present invention, an
Al--Si--Mg alloy is provided for high pressure die casting or Alcoa
Vacuum Die Casting (AVDC) and comprises from about 6.5 wt % to
about 7.5 wt % Si; from about 0.12 wt % to about 0.20 wt % Mg; from
about 0.5 wt % to about 0.6 wt % Mn; and Fe less than 0.10 wt %.
wherein the balance comprises Al and impurities. The increased Mn
content reduces soldering of the mold during the casting process,
wherein the Mn content reduces the tendency of the casting to stick
to the mold.
[0018] In one preferred embodiment, the Si content ranges from 6.5
wt. % to 7.5 wt. % and the Mg content ranges from about 0.12 wt. %
to about 0.19 wt. %.
[0019] In another aspect of the present invention, a process
incorporating the inventive Al--Si--Mg alloy composition produces a
casting having a tensile strength comparable to A356 and having a
critical fracture strain (CFS) greater than A356, when cast and
treated to a T5 or T6 temper. A356 typically has a composition of
Al-7 Si-0.35 Mg, and when heal treated to a T5 or T6 temper has a
tensile yield strength (TYS) ranging from 190 MPa to 240 MPa and a
critical fracture strain (CPS) ranging from 5% to 6%.
[0020] This alloy heat treatment of the inventive process depends
on the range of performance targeted, and covers natural aging, T4,
T5, T6 and T7.
[0021] The casting complexity allows the shape of the product to
teach the stiffness target performance that is comparable to or
higher than that of existing steel design.
BRIEF DESCRIPTION OF THE DRAWINGS
[0022] FIG. 1 depicts a stress v. strain curve.
[0023] FIG. 2 (side view) depicts a three point bending test.
[0024] FIGS. 3a-3d pictorially represent bend test specimens
treated to T5 temper.
[0025] FIGS. 4a-4d pictorially represent bend test specimens
treated to T6 temper.
[0026] FIG. 5 depicts a plot of the bending performance of high
pressure die castings composed of an aluminum alloy within the
scope of the present invention.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
[0027] The present invention provides a casting alloy composition
having a balanced strength and crashworthiness for automotive
castings. Broadly, the inventive casting alloy comprises: [0028]
6.0 wt %-8.0 wt % Si, [0029] 0.12 wt %-0.25 wt % Mg, [0030] less
than 0.35 wt % Cu, [0031] less than 4.0 wt % Zn, [0032] less than
0.6 wt % Mn, [0033] less than 0.15 wt % Fe, [0034] at least one
silicon modifier. [0035] at least one grain refining element, and
[0036] a balance of aluminum and impurities.
[0037] All component percentages herein are by weight percent (wt
%) unless otherwise indicated. When referring to any numerical
range of values, such ranges are understood to include each and
every number and/or fraction between the stated range minimum and
maximum. A range of about 6.0 wt %-8.0 wt % Si, for example, would
expressly include all intermediate values of about 6.1, 6.2 and 6.3
wt %, all the way up to and including, 8.0 wt % Si. The term
"impurities"denotes any contamination of the melt, including
leaching of elements from the casting apparatus. Allowable ranges
of impurities are less than 0.05 wt % for each impurity constituent
and 0.15 wt % for total impurity content.
[0038] The aluminum casting alloy of tie present invention has a Mg
concentration that increases critical fracture strain (CFS) in the
presence of excess silicon. Although silicon increases castability
by promoting high fluidity and low shrinkage in the cast alloy,
increased silicon content results in the formation of silicon
particles resulting in a casted body having low crashworthiness. In
one embodiment, the Mg concentration of the present invention is
selected to produce the proper proportion of Mg--Si precipitates in
the metal solution, without excessive precipitate formation at the
grain boundaries, in providing a casting alloy that when subjected
to precipitate hardening results in a tensile strength suitable for
automotive applications and a critical fracture strain (CFS)
greater than or equal to 10%.
[0039] The critical fracture strain (CFS) is one value used to
characterize crashworthiness. The CFS may be derived from an
engineering stress v. strain curve that is generated from a sample
of an alloy being tested. The stress v. strain curve may be
determined using quasi-static free bend testing (ASTME190),
quasi-static crush testing, quasi-static axial crush, or
quasi-static three-point bend.
[0040] Using a stress v. strain curve, as depicted in FIG. 1, the
engineering strain at maximum load (.epsilon..sub.m) 10, the
engineering stress at maximum load (.delta..sub.m) 15 and the
engineering stress at the fracture load (.delta..sub.f) 20 may be
determined and then entered into the following equation to provide
the engineering thinning strain (.epsilon..sub.t, eng):
.epsilon..sub.t,eng=.epsilon..sub.m/2+(1-(.epsilon..sub.m/2)).times.(1-(-
.delta..sub.f/.delta..sub.m))
[0041] The engineering thinning strain (.epsilon..sub.t,eng) is
then used to derive the critical fracture strain (CFS) through the
following equation:
CFS=-1n(1-.epsilon..sub.t, eng)
[0042] Generally, materials having a high CFS value perform better
under large deformation than materials having a low CFS value.
Typically, prior materials and alloy compositions encounter severe
cracking during crush testing when characterized by a CFS value
lower than 10%.
[0043] In one embodiment, the inventive crashworthy alloy
composition comprises of an Al--Si--Mg base alloy for gravity or
low pressure permanent mold, or sand mold casting with the
following composition ranges (all in weight percent): [0044] 6.0 wt
% to 8.0 wt % Si, [0045] 0.12 wt % to 0.25 wt % Mg, [0046] less
than 0.35 wt % Cu, [0047] less than 4.0 wt % Zn, [0048] less than
0.6 wt % Mn, and [0049] less than 0.15 wt % Fe.
[0050] In another embodiment, the inventive crashworthy alloy
composition comprises of an Al--Si--Mg alloy for high pressure die
casting, wherein the manganese wt % may be increased to 0.55 for
preventing die soldering, in which the increased manganese content
decreases the likelihood that the alloy sticks to the mold during
the casting process.
[0051] The Cu level of the casting alloy may be increased to
increase the alloy's strength performance. But, increasing the Cu
content to greater than 0.35 wt % may have a disadvantageous effect
on ductility. The Zn content may be increased to reduce the alloy's
sensitivity to solidification rate. It may be particularly useful
to increase the Zn content for casting applications of greater
thicknesses, where the solidification rate significantly differs
from the center most portion of the casting in comparison to the
portions of the casting that are in direct contact with the mold
surface.
[0052] The inventive alloy composition may further include Si
modifiers and grain refiners. In one example, a Si modifier may be
included in the above alloy composition in an amount less than or
equal to 0.02 wt %, wherein the Si modifier is selected from the
group consisting of Ca, Na, Sr, and Sb. In one example, grain
refiners may include titanium diboride, TiB.sub.2 or titanium
carbide, TiC. If titanium diboride is employed as a grain refiner,
the concentration of boron in the alloy may be in a range from
0.0025 wt. % to 0.05 wt. %. Likewise, if titanium carbide is
employed as a grain refiner, the concentration of carbon in the
alloy may be in the range from 0.0025 wt. % to 0.05 wt %. Typical
grain refiners are aluminum alloys containing TiC or TiB.sub.2.
[0053] One aspect of the present invention, is a process for
forming a casting from the above alloy composition, including a
specified heat treatment. This alloy heat treatment depends on the
range and type of performance targeted, and covers natural aging,
T4, T5, T6 and T7 temper. In one embodiment, a T5 heat treatment
typically includes an artificial aging treatment at a temperature
of about 150.degree. C. to 250.degree. C. for a time period ranging
from a 1/2 hour to 10 hours.
[0054] Typically, a T6 treatment includes a three stage treatment
beginning with a solution heal treatment of 450.degree. C. to
550.degree. C. for a time period ranging from approximately 1/2
hour to approximately 6 hours. Following solution heat treatment, a
quench process is conducted using air quench, forced air quench,
liquid mist quench or liquid submersion quench. It is noted that
the quench rate may be increased, so long as the casting is not
distorted or residual stresses are not induced into the casting
surface, or the quench rate may be decreased, so long as the
percentage of precipitating elements remaining in the
supersaturated solution is not so adversely affected to
substantially reduce the casting's strength. Following quench, the
casting is then artificially aged to peak strength, wherein the
aging process is similar to that used in processing to T5
temper.
[0055] A T4 treatment typically includes a three stage treatment
similar to T6, but in the final stage of the T4 treatment the
casting is naturally aged, whereas in T6 heat treatments the
casting is artificially aged at an elevated temperature. More
specifically, the first stage of the T4 treatment is preferably a
solution heat treatment of 450.degree. C. to 550.degree. C. for a
time period ranging from approximately 1/2 hour to approximately 6
hours. Following solution heat treatment, a quench process is
conducted using air quench, forced air quench, liquid mist quench
or liquid submersion quench. Following quench, the casting is then
naturally aged.
[0056] The T7 heat treatment is similar to T6 and also comprises
solution heat treatment, quench and aging process steps. Opposed to
T6 temper in which the artificial aging step is conducted to peak
strength, the aging process step of the T7 heat treatment continues
until overaging, wherein in some embodiments overaging of the
castings while having a negative effect on strength advantageously
increases corrosion resistance.
[0057] The casting complexity allows the shape of the product to
reach a stiffness target performance that is comparable or higher
than that of existing steel design.
[0058] The combination of the targeted Al--Si--Mg alloy and the
manufacturing process provide castings suitable for crash
applications.
[0059] In one embodiment, Vacuum Riserless Casting/Pressure
Riserless Casting (VRC/PRC) of the present alloy provides very
flexible process parameters that permit casting of any part,
wherein the cast parts may have a wall thickness of 3 mm or higher,
in which the castings may be solid or hollow.
[0060] The Vacuum Riserless Casting (VRC)/Pressure Riserless
Casting (PRC) process is suitable for mass production of high
integrity aluminum automotive chassis and suspension components.
VRC/PRC is a low pressure casting process, in which in some
embodiments the pressure may be on the order of 6.0 Psi. In
VRC/PRC, a mold is positioned over a hermetically sealed furnace
and the casting cavity is connected to the melt by feed tubes(s).
Melt is drawn into the mold cavity by applying a pressure to the
furnace through the application of an inert gas, such as Ar. A
constant melt level is maintained in the furnace of the VRC/PRC
apparatus, avoiding back-surges that are sometimes experienced in
the more traditional low pressure system.
[0061] Multiple fill tubes (stalks) provide ideal metal
distribution in the mold cavity. Multiple fill points combined with
close coupling between the mold and melt surface allows lower metal
temperatures, minimizes hydrogen and oxide comtamination and
provides maximum feeding of shrinkage-prone areas in the casting.
The multiple fill tubes also allow multiple yet independent
cavities in a mold. Carefully sequenced thermal controls quickly
solidify castings from extreme back to fill tubes, which then
function as feed risers.
[0062] In another embodiment of the present invention, the alloy
may be utilized in die casting applications, preferably being high
pressure die casting, such as Alcoa Vacuum Die Casting (AVDC). A
more detailed discussion of AVDC is described in U.S. Pat. No.
5,246,055, titled "Vacuum Die-Casting Machine with Apparatus and
Method for Controlling Pressure Behind the Piston", which is
incorporated in its entirety by reference,
[0063] Die casting is a process in which molten metal is injected
at high velocity and pressure into a mold (die) cavity preferably
made of high-quality steel. Under ideal conditions the metal does
not solidify before the cavity is filled.
[0064] Alcoa Vacuum Die Casting (AVDC) is a form of high pressure
die casting, wherein AVDC preferably evacuates the entire die
cavity and shot system as it draws melt under vacuum into the shot
tube and then injects it under high pressure into the die. AVDC
substantially reduces, preferably eliminating, the atmosphere in
the shot systems and die cavity. To accomplish this, the shot and
die cavity system are preferably well sealed to avoid drawing in
ambient air when under high vacuum. In comparison to typical die
casting, AVDC produces a vacuum at least one order of magnitude
greater than the highers vacuum that can possibly be provided by
typical die casting. If the atmosphere in the shot system and die
cavity are essentially eliminated there can be little to no air
available to be admixed and entrapped in the molten metal during
cavity fill.
[0065] In comparison to low pressure Vacuum Riserless Casting
(VRC)/Pressure Riserless Casting (PRC) providing a pressure on the
order of 6 Psi, AVDC produces a high pressure that is orders of
magnitude greater than the pressure produced by VRC/PRC casting
operations, whereas in some embodiments AVDC provides a pressure on
the order of 10 Ksi or greater.
[0066] In one embodiment, the alloy of the present invention when
utilized in VRC/PRC castings unexpectable provides comparable
bending performance to castings formed by high pressure die
castings, such as AVDC castings, whereas an observable advantage in
bending performance is typically present in alloys cast by high
pressure die castings when compared to castings prepared by
VRC/PRC.
[0067] AVDC typically provides a higher solidification rate than
VRC/PRC, and therefore results in castings having a smaller grain
size, smaller particle size and smaller dendritric spacing, which
all contribute to greater ductility and greater bending
performance. Comparable bending performance in castings formed
using VRC/PRC casting technology can be unexpectedly obtained, by
utilizing the casting alloy of the present invention, in which the
Mg content has been tailored to reduce Mg.sub.2Si particle
formation, in combination with reducing the thickness of the
castings by utilizing sand cores to provide wail thicknesses of
less than 6 mm, preferably being 4.0 mm, and being as thin as 2.0
mm, so long as castability is not adversely affected.
[0068] The following examples are provided to further illustrate
the present invention and demonstrate some advantages that arise
therefrom. It is not intended that the invention be limited to the
specific examples disclosed.
Example I: Critical Fracture Strain
[0069] Castings representing three alloy compositions within the
inventive alloy composition were prepared from direction
solidification molds and permanent molds. One example of permanent
mold systems includes Vacuum Riserless Casting/Pressure Riserless
Casting. The composition of each alloy sample tested are provided
in Table I, in which sample A was prepared on a laboratory scale
from a directional solidification mold and samples B and C were
prepared on a production scale from Vacuum Riserless
Casting/Pressure Riserless Casting molds utilizing a sand core to
provide a hollow casting having a wall thickness on the order of
approximately 4 mm.
TABLE-US-00001 TABLE I Compositions of the alloy Alloy Composition
Si Mg Cu Zn Fe A 7.05 0.1 0 2.57 0.02 B 7.03 0.16 0.35 0 0.06 C
7.01 0.177 0 0.0025 0.087
[0070] Following casting the samples where then air cooled.
Regardless of the casting process, the solidification rates of the
cast, structures from the directionality solidified molds and the
permanent molds were substantially equal. The cast structures where
then heat treated to F, T5 or T6 temper. T5 heat treatment
comprised artificial aging at a temperature of about 150.degree. C.
to 250.degree. C. for a time period ranging from a 1/2 hour to 10
hours. T6 treatment comprised a solution heat treatment of
450.degree. C. to 550.degree. C. for a time period ranging from
approximately % hour to approximately 6 hours, liquid quench, and
artificial aging at a temperature of 150.degree. C. to 250.degree.
C. for a time period ranging from a 1/2 hour to 10 hours. Following
heat treatment the casting where then machined into test samples
and subjected to tensile testing in accordance with ASTM BS57. (See
ASTM B557: Tension testing wrought and cast aluminum and magnesium
alloy products). The ultimate tensile strength, yield tensile
strength, and elongation of the alloys listed in Table I were then
recorded. A stress-strain curve was provided for each alloy listed
in Table I, front which the critical fracture strain (CFS) was
determined. The critical fracture strength (CFS), ultimate
fractures strength (UTS), tensile yield strength (TYS), and
Elongation was then recorded in Table II.
TABLE-US-00002 TABLE II Tensile properties and CFS of the alloy
Test TYS UTS E CFS Alloy Scale Temper (MPa) (MPa) (%) (%) A Lab T5
122 204 18 -- B Lab T5 150 232 10 -- C Plant F 90 200 14 -- C Plant
T5 144 218 10 7 C Plant T5 110 190 14 10 C Plant T6 166 256 14 14 C
Plant T6 135 227 16 24 C Plant T6 180 270 10 9
[0071] The results indicate that an adequate combination of
strength and crashworthiness can be achieved in Al--Si--Mg alloys
for automotive applications by controlling the alloy composition
and heat treatment. High ductility and high critical fracture
strain are generally observed in the invented alloy. Both T5 and T6
tempers increase the strength of the alloy. However, the decrease
of ductility and critical fracture toughness observed with
increasing strength is slower in T6 temper when compared to T5
temper.
Example II: Visual Inspection for Cracking in Bend Testing
[0072] VRC/PRC castings were then prepared using alloy composition
C, as listed in Table I, treated to T5 and T6 temper, and then
subjected to bend testing and visual inspection for cracking. The
castings were prepared from (VRC)/(PRC) casting technology as
described above using a sand core to provide a wall thickness on
the order of approximately 4.0 mm. The temperature for the T5 and
T6 heat treatments was similar to the description of the heat
treatments described in Example I. The time period for heal
treatment was varied to test the bending performance for varying
strengths of the specified alloys. Table III illustrates the
casting samples and heat treatments.
TABLE-US-00003 TABLE III Compositions of the Alloy and Temper Test
TYS CFS Sample Scale Temper (MPa) (%) 1 Plant T5 144 7 2 Plant T5
110 10 3 Plant T6 135 24 4 Plant T6 180 9
[0073] Samples 1 and 2 were treated to T5 temper, in which the
aging time of sample 1 was greater than the aging time of sample 2.
Samples 3 and 4 were treated to a T6 temper, in which the aging
time of sample 4 was greater than the aging time of sample 3.
[0074] Following heat treatment, the samples were machined into
test plates 30a, 30b a having a length of approximately 60 mm, a
width of approximately 30 mm, and a thickness on the order of
approximately 2 mm.
[0075] The Tensile Yield Strength (TYS) and the Critical Fracture
Strength (CFS) were measured in accordance with the method
discussed in Example I, and are listed here for comparative
purposes with respect to the visual bend test.
[0076] Referring to FIG. 2, the bend test was similar to three
point bend testing, in which the base points 25 have a cylindrical
geometry and the loading nose 35 has a wedge geometry. During
actuation the loading wedge contacts the centerline of the test
plate 30a, 30b (the test plate prior to deformation is designated
by reference number 30a, the test plate following deformation is
designated by reference number 30b) deforming the test plate 30a,
30b against the base points. The deformation of the test plate 30a,
30b continues until angle .alpha.1 of approximately 15.degree. is
formed at the apex A1 of displacement D1 of the deformed plate 30b
relative to a plane p1 passing through the apex A1 and being
parallel to the plate 30a prior to deformation.
[0077] Following bend testing the samples were visually inspected
for cracking. The incidence of cracking indicates a sample that is
less suitable for crash applications than a sample that does not
display cracking.
[0078] Referring to FIGS. 3a and 3b, pictorial representations are
provided for Sample 1, in which the test plate was deformed to an
angle of 15.degree. with visual cracking on the bending surface.
Specifically, Sample 1 comprised alloy composition C at T5 temper
with an aging time to provide a TYS on the order of 144 MPa.
[0079] Referring to FIGS. 3c and 3d, pictorial representations arc
provided for Sample 2, in which the test plate was deformed to an
angle of 15.degree. without substantial visual cracking on the
bending surface. Specifically, Sample 2 comprised alloy composition
C at T5 temper with an aging time to provide a ITS on the order of
110 MPa, wherein the aging time used to prepare Sample 2 is lesser
than the aging time of Sample 1. Comparing Samples 1 and 2
indicates that increasing aging time, while increasing TYS, also
increases the incidence of cracking resulting in decreased
crashworthiness.
[0080] Referring to FIGS. 4a and 4b, pictorial representations are
provided for Sample 3, in which the test plate was deformed to an
angle of 15.degree. without substantial visual cracking on the
bending surface. Specifically, Sample 3 comprised alloy composition
C at T6 temper with an aging time to provide a TYS on the order of
135 MPa.
[0081] Referring to FIGS. 4c and 4d, pictorial representations are
provided for Sample 4, in which the test plate was deformed to an
angle of 15.degree. with visual cracking on the bending surface.
Specifically, Sample 4 comprised alloy composition C at T6 temper
with an aging time to provide a TYS on the order of 180 MPa,
wherein the aging time used to prepare Sample 4 is greater than the
aging time used to prepare Sample 3. Comparing Samples 3 and 4
indicates that increasing aging time, while increasing FYS,
decreases crashworthiness,
[0082] It is further noted that a correlation exists between
cracking during bend test and critical fracture strains less than
10%. Specifically, with reference to Table III, FIGS. 3a-3d and
FIGS. 4a-4d, it is noted that visual cracking is noted in bend
tests for alloys and heat treatments characterized by a critical
fracture strain less than 10%, such as samples 1 and 4.
Example III: Bending Performance Comparison of High Pressure Die
Casting and Vacuum Riserless Casting (VRC)/Pressure Riserless
Casting (PRC)
[0083] Test samples representing the inventive alloy composition
were prepared using Vacuum Riserless Casting/Pressure Riserless
Casting and High Pressure Die Casting. The test samples were heat
treated, machined into test plates 30a, 30b, and subjected lo bend
testing. The alloy composition was composed of approximately
9.0-10.0 wt % Si, approximately 0.2 wt % Mg, approximately 0.5-0.6
wt % Mn, and a balance of aluminum and impurities.
[0084] VRC/PRC test samples were cast using a sand core to provide
a wall thickness on the order of approximately 4.0 mm. Die cast
test samples had a thickness on the order of approximately 2.5
mm.
[0085] The test samples formed using VRC/PRC casting processes
where heat treated to T6 temper. T6 treatment comprised a solution
heat treatment of 450.degree. C. to 550.degree. C. for a time
period ranging from approximately 1/2 hour to approximately 6
hours, liquid quench, and artificial aging at a temperature of
150.degree. C. to 250.degree. C. for a time period ranging from a
1/2 hour to 10 hours.
[0086] The test samples formed using high pressure die casting,
were also heat treated to peak strength including slightly higher
aging temperatures of about 250.degree. C. to 300.degree. C.
Following heat treatment the test samples were machined into test
plates 30a, 30b having a thickness on the order of approximately
2.0 mm.
[0087] A bend test was conducted on the VRC/PRC castings and the
high pressure die castings. Referring to FIG. 2, the bend test is
similar to three point bend test, in which the base points 25 have
a cylindrical geometry and the loading nose 35 has a wedge
geometry. During actuation the loading nose 35 contacts the
centerline of the test plate 30a, 30b deforming the test plate 30a,
30b against the base points. The deformation of the test plate 30a,
30b continues until the incidence of cracking was visually
confirmed. The force applied to the casting and the angle of
bending at the incidence of cracking.
[0088] The force applied to the casting is the force applied
through the loading nose 35. Referring to FIG. 2, the failure angle
is the angle a1 at which cracking was visually verified. The
failure angle a1 is measured from the apex A1 of displacement D1 of
the deformed plate 30b relative to the plane p1 passing through the
apex A1 and being parallel to the plate 30a prior to deformation.
The failure angle a1 and force for the VRC/PRC castings and the
high pressure die castings formed of the alloy of the present
invention is recorded in Table IV.
TABLE-US-00004 TABLE IV COMPARISON OF HIGH PRESSURE DIE CASTING AND
VRC/PRC BENDING PERFORMANCE Force Sample (N) Failure angle Casting
Method 1 1386 44 VRC/PRC 2 1369 46 VRC/PRC 3 986 52 VRC/PRC 4 895
51 VRC/PRC 5 1018 53 High Pressure Die Casting 6 1044 54 High
Pressure Die Casting 7 1039 50 High Pressure Die Casting 8 1039 53
High Pressure Die Casting 9 1059 53 High Pressure Die Casting 10
882 45 High Pressure Die Casting 11 813 40 High Pressure Die
Casting 12 1008 51 High Pressure Die Casting 13 928 48 High
Pressure Die Casting 14 940 47 High Pressure Die Casting
[0089] As indicated in Table IV, the bending performance of VRC/PRC
castings was comparable to the bending performance of high pressure
die castings. Specifically, VRC/PRC castings (samples #1-4) were
recorded having an angle failure of 44 to 52.degree., and high
pressure die castings (samples #6-14) were recorded having an angle
failure of 40 to 54.degree..
[0090] FIG. 5 depicts a plot graphically representing the bending
performance of the high pressure die casting samples recorded in
Table IV (sample #'s 6-14), wherein the y-axis depicts the force
(N) applied through the loading nose 35, and the displacement (mm)
represents the displacement at the apex of the plate 30b resulting
from the force of the loading nose. Each plotted data line
represents a test sample, wherein the data lines have been shifted
along the x-axis for clarity. The area above each curve represents
the force and displacement that results in visual cracking during
bending and the area below each curve represents the force and
displacement that does not result in visual cracking.
[0091] While the present invention has been particularly shown and
described with respect to preferred embodiments thereof, it will be
understood by those skilled in the art that the foregoing and other
changes in forms and details may be made without departing from the
spirit and scope of the present invention. It is therefore intended
that the present invention not be limited to the exact forms and
details described and illustrated, but fall within the scope of the
appended claims.
* * * * *