DOCSLIB.ORG

Fea of Two Engine Pistons Made of Aluminium Cast Alloy A390 and Ductile Iron 65-45-12 Under Service Conditions

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Fea of Two Engine Pistons Made of Aluminium Cast Alloy A390 and Ductile Iron 65-45-12 Under Service Conditions 5th International Conference on Mechanics and Materials in Design REF: A0319.0006 FEA OF TWO ENGINE PISTONS MADE OF ALUMINIUM CAST ALLOY A390 AND DUCTILE IRON 65-45-12 UNDER SERVICE CONDITIONS P. Carvalheira1, and P. Gonçalves Departamento de Engenharia Mecânica, Faculdade de Ciências e Tecnologia da Universidade Coimbra Coimbra, Portugal Email: (1)[email protected] SYNOPSIS As part of the design of a low fuel consumption internal combustion engine to be applied to our new vehicle XC20i (a prototype car for the European Eco-Shell Marathon), the aim of this work is to compare two different materials for the engine piston: Aluminium Alloy A390-T5 and Ductile Iron 65-45-12 using a Finite Element Analysis (FEA) and thus choose the best suited material. A number of FEA were carried out to predict the thermal and mechanical stresses in the piston and thus optimise its shape. The original design of the piston was fully analysed under wide open throttle (WOT) conditions at maximum design engine speed. Results showed three critical areas in the piston with high stresses and/or high temperatures. For each material, a parametric study of various design features/dimensions was conducted to make the design stronger and improve its safety. As a result of this work, we made a comparative study of some relevant parameters for each piston material. Despite low thermal expansion, thermal conductivity and high mechanical strength of Ductile Iron 65-45-12, its high density causes high inertial forces on the engine. Although the Aluminium Alloy A390- T5 has a larger thermal expansion, a larger thermal conductivity and a lower mechanical strength at high temperature than ductile iron, due to its lower density it was possible to design a piston meeting all the design requirements and weighting about 66 % less than Ductile Iron piston design. 1. INTRODUCTION The piston is the engine part that receives the energy from combustion and transmits it to the crankshaft. It must withstand heavy stresses under severe temperature conditions. The piston is considered the most critical component of an internal combustion engine and the prediction of the mechanical and thermal behaviour under service conditions requires great attention in the design phase. The material of the piston is chosen according to its mechanical strength, density, wear characteristics and thermal expansion properties. The design of the piston starts with the definition of the piston geometry using 3D CAD software. This 3D CAD geometric model is then imported to FEA software and analysed under the predicted service conditions before anything is made. That speeds up the design and testing process, reduces the lead time to create new pistons designs, and produces a better product. The idea behind finite analysis is to divide a model piston into a fixed finite number of elements. Computer software generates and predicts the overall stiffness of the entire piston. Analyzing the data it is possible predict Chapter III: Product Engineering & Development in Design 1 Porto-Portugal, 24-26 July 2006 how the piston will behave in a real engine and allows the engineer to see where the stresses and temperatures will be the greatest and how the piston will behave [1] About 50 percent of unburned hydrocarbon (HC) emissions from conventional four stroke SI engines can be attributed to flame quenching within the top ring crevice [2]. Crevice volume can be reduced by moving the ring closer to the crown, although the possibility of the ring failure due to exposure to high temperature is high. Other good alternative design solution to reduce the crevice volume is using tighter clearances between the piston and cylinder. Cast iron has the advantages of low thermal expansion and high temperature strength over aluminium alloys allowing the reduction of the clearances between the piston and cylinder. Also, the lower thermal conductivity of the cast iron causes more of heat energy produced in combustion to be put into useful work, rather than wasted in the cooling system. The larger weight of the ductile iron piston increases the inertial forces created by the rapid change in piston direction. On the other side, the aluminium alloy has a high strength-to-weight ratio but also larger thermal conductivity and larger thermal expansion. Both materials in analysis have different characteristics with some positive and negative aspects. The FEA carried out for these two different materials predict the thermal and mechanical stress under operating conditions. Detailed comparative thermal and mechanical stress analyses are presented together as well as sensitivity reports of some piston geometrical parameters. With these results we can make a robust component and make a more rational selection tool for the material of the piston. 2. CHARACTERIZATION OF MATERIALS The materials chosen for our study are two metallic alloys usually used as substrate material for internal combustion engine pistons. 2.1 ALUMINIUM A390-T5 A unique combination of properties makes aluminium one of our most versatile engineering and construction materials. Besides its lower density, it has high resistance to corrosion under the majority of service conditions. A wide range of mechanical characteristics, or tempers, are available in aluminium alloys through various combinations of cold work and heat treatments. Aluminium and its alloys lose part of their strength at elevated temperatures, although some alloys retain good strength at temperatures from 200-260 ºC [5]. Aluminium Alloy A390 is a hypereutectic alloy for which silicon is the main alloying element. The low thermal expansion coefficient is exploited for pistons, the high hardness of silicon particles for wear resistance. [6] The hypereutectic alloys pistons features increased fatigue strength, lower thermal conductivity, increased scuff resistance, lower friction, and better wear properties than pistons made with other alloys. Increasing fatigue strength allows for pistons with thinner wall sections and lower weight. Lower thermal conductivity allows more of the heat energy produced in combustion to be converted to useful work, rather than wasted in the engine cooling system [7]. Table 1 shows the composition by weight percent of each component of Aluminium A390- T5. 2 Editors: J.F. Silva Gomes and Shaker A. Meguid 5th International Conference on Mechanics and Materials in Design Table 1. Composition of Aluminium A390-T5 [8]. Component Percent of weight Al 74.4-79.6 Cu 4-5 Fe Max 1.3 Mg 0.45-0.65 Mn Max 0.1 Si 16-18 Others -- Table 2 shows relevant mechanical and thermal properties of the Aluminium A390-T5 for the FEA. Table 2. Relevant mechanical and thermal properties of Aluminium A390-T5 [8] for the FEA. Poisson Ratio 0.33 Modulus of Elasticity /GPa 81.2 Density at 20ºC / (kg/m3) 2730 Thermal Conductivity at 25ºC /(W/m K) 134 Thermal Expansion Coefficient (100-300ºC)/(1/ºC) 18.0E-06 - 22.5E-06 Specific Heat Capacity at 100ºC /(J/kg K) 963 Ultimate Tensile Strength at 25ºC /MPa 280 Yield Tensile Strength at 25ºC /MPa 240 Fatigue Tensile Strength (5e8 cycles R.R Moore Test) /MPa 110 The evolution with temperature of yield tensile strength is shown on Table 3. Table 3. Evolution of yield tensile strength with temperature for Aluminium A390-T5 [8]. Temperature /ºC Yield Strength /MPa 25 240 95 225 150 195 205 160 260 85 Due to the lack of information of fatigue tensile strength with temperature, we used the same ratio of fatigue tensile strength to yield tensile strength at ambient temperature to obtain the fatigue tensile strength at each temperature. Fig. 1 shows the approximation made. Chapter III: Product Engineering & Development in Design 3 Porto-Portugal, 24-26 July 2006 300 250 200 150 Stress /MPa 100 50 0 20 60 100 140 180 220 260 Temperature /ºC Yield Tensile Strength /MPa Fatigue Tensile Strength (Approximation)/MPa Fig.1. Evolution of tensile yield strength and fatigue strength (approximation) with temperature for Aluminium A390-T5. 2.2 DUCTILE IRON 65-45-12 Ductile iron 65-45-12 is a high silicon ductile iron intended for use at high temperatures or when a part is subjected to thermal cycling. The ferritic structure remains stable so that no significant transformation takes place minimizing stresses that lead to cracks and distortion of the finished part. The composition of ductile iron 65-45-12 is presented on Table 4. Table 4. Composition of ductile iron 65-45-12 in percentage of weight of each element. Element Percentage Carbon 3.45 – 3.75 Silicon 3.25 – 4.00 Manganese 0.15 – 0.35 Sulphur 0.025 Phosphorus 0.05 Relevant mechanical and thermal properties of ductile iron 65-45-12 for the FEA are shown on Table 5 [9]. 4 Editors: J.F. Silva Gomes and Shaker A. Meguid 5th International Conference on Mechanics and Materials in Design Table 5. Relevant mechanical and thermal properties of ductile iron 65-45-12 for the FEA. [9] Poisson Ratio 0.33 Modulus of Elasticity /GPa 168 Density /(kg/m3) 7100 Thermal Conductivity /(W/m K) 36 Thermal Expansion Coefficient /(1/ºC) 12.8 E-6 Specific Heat Capacity at 100ºC/(J/kg K) 494 Ultimate Tensile Strength at 25ºC /MPa 448 Yield Tensile Strength at 25ºC /MPa 310 Elongation at rupture /% 12 Fatigue Tensile Strength /MPa (50% of the ultimate tensile strength) /MPa 224 Due to the lack of data for ductile iron 65-45-12 to predict the evolution of the fatigue strength limit (R = -1) with temperature of ductile iron 65-45-12 we considered at each temperature the same ratio between the fatigue strength limit (R = -1) and the ultimate tensile strength. The ratio considered was 50 %. Fig. 2 shows the results of the assumptions made to find the evolution of fatigue strength limit with temperature.
Load more

Recommended publications
  • Studies on Properties of Al–Sic Metal Matrix Composite Material for Making IC Engine Valves
    Proceedings of the World Congress on Engineering 2018 Vol II WCE 2018, July 4-6, 2018, London, U.K. Studies on Properties of Al–SiC Metal Matrix Composite Material for Making IC Engine Valves Nilamkumar S. Patel, Ashwin D. Patel, Ritesh Kumar Ranjan, Vikas Rai Abstract-Automobile industries are using material substitution the matrix also helps to transfer load among the composite for to build lighter weight, and fuel efficient engines, offering is compound material which differs from alloy due to fact better properties materials of engine components, including that all the individual component retain its characteristic. engine poppet valves and valve seats. Valves and valve seats are very important components that are used at high operating II. EXPERIMENTAL SET-UP temperature to control the flow and volumetric efficient at desired level of engine performance. The present work Stir casting process is liquid state processing. It is simple describes that Al-SiC composite as possible alternate materials and flexible process. In this process, there is mixing of with its unique capacity to give required properties for engine matrix and reinforcement. poppet valves and valve seats. Al-SiC MMC is prepared by In this process, reinforcement particles are added into the powder metallurgy and various casting techniques. In the research a composite is developed by stir casting process by molten matrix metal. And then the proper mixture is done using aluminium alloy with silicon carbide Nano particles and by hand stirring as well as Mechanical stirring. And then substitute sintering operation at 600oC temperature for one this mixture is allowed to pour into the mould shape.
    [Show full text]
  • A Review on Comparison of Aluminium Alloy LM-25 with Al/Sic
    International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 05 Issue: 01 | Jan-2018 www.irjet.net p-ISSN: 2395-0072 A review on comparison of Aluminium alloy LM-25 with Al/Sic Rahul Ushir1 , Kunal Gandhi2, Gaurav Dahe3, Vijay Bidgar4, Prof. Vishal Thakre5. 1,2,3,4 BE student Mechanical, SND COE & RC, YEOLA, Maharashtra, India 5Prof. Mechanical, SND COE & RC, YEOLA, Maharashtra, India ---------------------------------------------------------------------***--------------------------------------------------------------------- Abstract- Many industries suffered a great loss of materials and procedures to decrease the wear of devices manufacturing process due to collapse of manufacturing and designing segments. These incorporate change of mass machines due to wear and fail of lubrication. Friction is main properties of the materials, surface medications and cause of wear and energy dissipation. Improving friction can utilization of covering, and so on. In the course of the most make substantial saving. It is obvious that enormous amount recent couple of years, numerous endeavors have been made of the worlds resources are used to overcome friction in the to comprehend the wear conduct of the surfaces in sliding form or another. Lubrication is an effective means of contact and the instrument, which prompts wear. The controlling wear and reducing friction. Hence, for the survival applications of aluminium and its alloys for the machine of machine wear and friction must be decreased parts are increasing day to day in the industry. However, and/controlled carefully. little has been reported on the wear behaviour of aluminium and its alloys with the addition of grain refiner and modifier. Key words: Silicon Carbide(Sic) , aluminium LM25,scanning electron microscope ( SEM ) , metal PROBLEM DEFINITION: matrix composite ( MMCs) .
    [Show full text]
  • Maec.19 70 (University of London) London
    COMPLEX & INCREMENTAL STRESS CREEP OF A HIGH STRENGTH ALUMINIUM ALLOY AT ELEVATED TEMPERATURES (ALLOY: HIDUMINIUM RR58 SPECIFICATION DTD 731) by SURINDAR BAHADUR MATHUR Thesis presented in the Department of Mechanical Engineering for the Award of the Doctor of Philosphy in Mechanical Engineering of the University of London. Mechanical Engineering Department Imperial College of Science and Technology mAec.19 70 (University of London) London. ABSTRACT A theory for creep rates under complex and incremental stresses is deduced from experimental data concerning complex creep at elevated temperatures for the test material HIDUMINIUM RR 58 - Specification DID 731. The most important results are for tubular specimens tested at 150°C and 250°C under incremental loads. The analysis of results relates to steady state creep only. Modified relationships in stress equivalence and strain equivalence are proposed to account for thermal softening, polygonization, recrystallization and the resulting exaggerated flow in the direction of the applied shear. (The original equations are based on the hypothesis of Von Mises). A further relationship is suggested between the immediate total energy of distortion and the subsequent creep work rate. Results of the static tests and the results of the tests for creep behaviour under complex loading are presented and compared with the results of static torsion and simple incremental torsion creep tests on the basis of the proposed equations. An appendix describes the complex creep testing machine, furnace, extensometers
    [Show full text]
  • The Effect of Cooling Rate on the Microstructure of A356 Aluminium Alloy
    SVOA MATERIALS SCIENCE & TECHNOLOGY (ISSN: 2634-5331) Research https://sciencevolks.com/materials-science/ Volume 2 Issue 4 The Effect of Cooling Rate on the Microstructure of A356 Aluminium Alloy Maftah H. Alkathafi1*, Abdalfattah A. Khalil2, Ayad O. Abdalla3 Affiliations: 1Mechanical Engineering Department, Faculty of Engineering, Sirte University, Libya 2Materials Science Department, Faculty of Engineering, Omer Al-Mukhtar University, Libya. 3College of Mechanical Engineering Technology, Benghazi-Libya. *Corresponding author: Maftah H. Alkathafi* Mechanical Engineering Department, Faculty of Engineering, Sirte University, Libya Received: December 10, 2020 Published: December 31, 2020 Abstract: In this study a fast-cooling technology is employed for a cast iron mould to prepare cast A356 aluminium alloy by solidifica- tion of the molten metal. The cooling rate is achieved by pouring the molten alloy into a preheating permanent mould at different temperatures (25, 100, 200, 300 and 4000C) for cast samples with 40 mm inside diameter and 200 mm height. The samples considered are analyzed by optical microscopy, scanning electron microscopy (SEM), and EDS X-ray analysis (EDS). The effects of cooling rate on the morphology of α – aluminum and eutectic silicon of A356 alloy have been studied. The results showed that the dendritic structure of α-phase was broken and converted into a somewhat globular grain structure and the coarse acicular eutectic silicon trend to be broken and converted into short sticks or small rounded in other cases. Keywords: A356 Aluminum alloy, Grain refinement, Cooling rate, SEM, EDS, Microstructure. 1. Introduction Aluminium alloys have attractive physical and mechanical properties. They are lightweight, low costs production, easy to machine and have good recycling possibilities up to 95 % [1].
    [Show full text]
  • Aluminium Alloy - 6262 - T6 Extrusions
    Aluminium Alloy - 6262 - T6 Extrusions SPECIFICATIONS CHEMICAL COMPOSITION Commercial 6262 BS EN 573-3:2009 Alloy 6262 EN 6262 Element % Present Magnesium (Mg) 0.80 - 1.20 Aluminium alloy 6262 is a heat treatable alloy with Copper (Cu) 0.15 - 1.40 very good corrosion resistance and strength. Additions of bismuth to the alloy mean that 6262 has excellent Silicon (Si) 0.40 - 0.80 machinability and surface finish. Lead (Pb) 0.40 - 0.70 High-speed steel or carbide tooling can be used to obtain smooth finishes. Heavy cutting requires oil Bismuth (Bi) 0.40 - 0.70 lubricant but light cutting can be done dry. Iron (Fe) 0.0 - 0.70 Alloy 6262 can be used in place of 2011 when higher corrosion resistance and better anodising response is Zinc (Zn) 0.0 - 0.25 required. Chromium (Cr) 0.04 - 0.14 Applications Titanium (Ti) 0.0 - 0.15 6262 is commonly used in the manufacture of: Manganese (Mn) 0.0 - 0.15 Screw machine products Camera parts Others (Total) 0.0 - 0.15 Nuts Other (Each) 0.0 - 0.05 Couplings Aluminium (Al) Balance Marine fittings Decorative hardware and appliance fittings Hinge pins Oil line fittings ALLOY DESIGNATIONS Valves and valve parts Aluminium alloy 6262 also corresponds to the following standard designations and specifications but may not PLEASE NOTE: Due to European Environmental be a direct equivalent: Protection Directives: AA6262 # 2000/53/CE-ELV – For the automotive sector Al 1.0Mg 0.6Si Pb # 2002/95/CE-RoHS – For the electrical and A96262 electronics sector This alloy has been replaced by Alloy 6026 which has a PLEASE NOTE: Due to European Environmental lower Lead content.
    [Show full text]
  • Fatigue Behavior of 2618-T851 Aluminum Alloy Under Uniaxial and Multiaxial Loadings
    Open Archive Toulouse Archive Ouverte (OATAO) OATAO is an open access repository that collects the wor of some Toulouse researchers and ma es it freely available over the web where possible. This is an author's version published in: https://oatao.univ-toulouse.fr/24572 Official URL : https://doi.org/10.1016/j.ijfatigue.2019.105322 To cite this version : BenaÕssa, Malek and Mabru, Catherine and Chaussumier, Michel Fatigue behavior of 2618-T851 aluminum alloy under uniaxial and multiaxial loadings. (2020) International Journal of Fatigue, 131 (105322). 1-9. ISSN 0142-1123 Any correspondence concerning this service should be sent to the repository administrator: [email protected] Fatigue behavior of 2618-T851 aluminum alloy under uniaxial and multiaxial loadings ⁎ Benaïssa Malek, Catherine Mabru, Michel Chaussumier Université de Toulouse, Institut Clément Ader (ICA), UMR CNRS 5312, UPS/INSA/ISAE/ Mines Albi, 3 Rue Caroline Aigle, 31400 Toulouse, France ABSTRACT Keywords: AA2618 aeronautical aluminum alloy has been largely used in the past, especially in well-known Concorde AA2618-T851 aircraft, developed during sixties decade. In more recent aircraft, this alloy has been largely replaced by others Multiaxial fatigue such as 7075 which present greater fatigue resistance. Forgotten for a time, AA2618 comes back in new aircrafts Roughness for structural parts submitted to fatigue loading at high temperature because of only a slight decrease of fatigue Crossland criterion resistance of this alloy compared to room temperature fatigue resistance. In this paper, a complete fatigue characterization of 2618-T851 aluminum alloy is presented: fatigue tests under uniaxial tensile or torsion cyclic loadings, with mean tensile or shear stress have been realized; fatigue tests under combined tensile-torsion, in or out-of-phase have also been conducted as well as some combined tensile-torsion-internal pressure fatigue tests.
    [Show full text]
  • Tribological Behavior and Hardness Properties of Heat Treated Al 7075-Beryl-Graphene Hybrid Metal Matrix Composites
    International Journal of Recent Technology and Engineering (IJRTE) ISSN: 2277-3878, Volume-8 Issue-3, September 2019 Tribological Behavior and Hardness Properties of Heat Treated Al 7075-Beryl-Graphene Hybrid Metal Matrix Composites Shanawaz Patil, Mohamed Haneef mirror frames, house members, serving trays and cooking Abstract— The emerging technologies and trends of the utensils. Even in the field of engineering applications, the present generation require downsizing the unwieldy structures to aluminum and its alloys plays vigorous role as an aerospace, lightweight structures. Aluminum matrix composites are tailored space, and automotive components material of increasing candidate materials for aerospace applications due to their outstanding greater strength to weight ratio and low wear rate. In value because of its properties which includes diverse range this study, Al7075 alloy-Beryl-Graphene hybrid composites are of uses are appearance, lightweight and has a low density of developed by using stir casting process. Graphene weight range 2.7 to 2.8 gm/cm3 which is almost one-third of steel percentage was varied from 0 wt. % to 2 wt. % in steps of 0.5 wt. %. (7.83 gmcm3)[-,5]. One of the foremost usually used metal Whereas for Beryl 6 wt. % is used thorough out the study. The alloy for structural application is Al7075 due to its enticing casted specimens were heat-treated at T6 solutionizing wide-ranging properties like low density, improved strength, temperature of 530±5oC for 8 hours. After the heat treatment the specimen are quenched in boiling Water and Ice. The ductility, toughness, and resistance to fatigue. Al7075 alloy microstructure of the newly developed hybrid MMCs has been has been extensively used in aircraft structure elements and investigated by TEM and SEM.
    [Show full text]
  • A Survey of Al7075 Aluminium Metal Matrix Composites
    International Journal of Science and Research (IJSR) ISSN (Online): 2319-7064 Index Copernicus Value (2013): 6.14 | Impact Factor (2013): 4.438 A Survey of Al7075 Aluminium Metal Matrix Composites Rajendra .S .K1, Ramesha .C .M2 1Research Scholar, Jain University, Bengaluru, Department of Industrial Engineering and Management, Dr. Ambedkar Institute of Technology, Bengaluru 2Department of Mechanical Engineering, M S Ramaiah Institute of Technology, Bengaluru Abstract:A composite material is a combination of two or more chemically distinct and insoluble phases; its properties and structural performance are superior to those of the constituents acting independently. Metals and ceramics, as well, can be embedded with particles or fibers, to improve their properties; these combinations are known as Metal-Matrix composites. Aluminum 7075 alloy constitutes a very important engineering material widely employed in the aircraft and aerospace industry for the manufacturing of different parts and components. It is due to its high strength to density ratio that it a sought after metal matrix composite. In this paper we present a survey of Al 7075 Metal Matrix Composites. Keywords: Metal Matrix Composites (MMC’s), Aluminium Metal Matrix, Beryl, Al7075, Aluminium alloy 1. Introduction Aluminium alloy 7075 is an aluminium alloy, with zinc as the primary alloying element. It is strong, with a strength The effects of research in Aluminium based Metal Matrix comparable to many steels, and has good fatigue strength and Composites (MMC’s) are far reaching these days. These average machinability, but has less resistance to corrosion composites find various applications in the automobile than many other Al alloys. Its relatively high cost limits its industry, the aerospace industry and in defence and marine use to applications where cheaper alloys are not suitable.
    [Show full text]
  • THE VACUUM CHAMBERIN the INTERACTION REGIÓN of PARTIÓLE COLLIDERS: a HISTORICAL STUDY and DEVELOPMENTS IMPLEMENTED in the Lhcb EXPERIMENT at CERN
    Departamento de Física Aplicada a la Ingeniería Industrial Escuela Técnica Superior de Ingenieros Industriales THE VACUUM CHAMBERIN THE INTERACTION REGIÓN OF PARTIÓLE COLLIDERS: A HISTORICAL STUDY AND DEVELOPMENTS IMPLEMENTED IN THE LHCb EXPERIMENT AT CERN Autor: Juan Ramón Klnaster Refolio Ingeniero Industrial por la E.T.S.I. Industriales Universidad Politécnica de Madrid Directores: Raymond J.M. Veness Ph; D. Mechanics of Materials and Plasticity University of Leicester (England) Linarejos Gámez Mejías Doctor Ingeniero Industrial por la E.T.S.I.I. Universidad Politécnica de Madrid 2004 Whatever you dream, you can do, begin it! Boldness has power, magic and genius in it Goethe Homo sum: humani nihil a me alienum puto (Je suis homme, et rien de ce que est humain ne m'est étraxiger) Terence Loving softly and deeply... Elsje Tout proche d'étre un Boudha paresseusement réve le vieux pin Issa En nuestra cabeza, en nuestro pecho es donde están los circos en que, vestidos con los disfraces del tiempo, se enfrentan la Libertad y el Destino Jünger This Thesis has been possible thanks to the support of many people that duñng last 15 months have helped me in different ways. I would like to thank my co- lleagues R. Aehy, P. Bryant, B. Calcagno, G. Corii, A. Gerardin, G. Foffano, M. Goossens, C. Hauvüler, H. Kos, J. Kruzelecki, P. Lutkiewicz, T. Nakada, A. Rossi, J.A. Rubio, B. Szybinski, D. Tristram, B. Ver- solatto, L. Vos and W. Witzeling for their contribu- tions in different moments. Neither would I have ever managed to finish it without those moments of peace shared with mes fréres d'Independance et Verité á VOr :.
    [Show full text]
  • Microstructual and Thermal Analysis of Aluminum-Silicon and Magnesium-Aluminum Alloys Subjected to High Cooling Rates
    University of Windsor Scholarship at UWindsor Electronic Theses and Dissertations Theses, Dissertations, and Major Papers 2012 Microstructual and Thermal Analysis of Aluminum-Silicon and Magnesium-Aluminum Alloys Subjected to High Cooling Rates Paul Marchwica University of Windsor Follow this and additional works at: https://scholar.uwindsor.ca/etd Recommended Citation Marchwica, Paul, "Microstructual and Thermal Analysis of Aluminum-Silicon and Magnesium-Aluminum Alloys Subjected to High Cooling Rates" (2012). Electronic Theses and Dissertations. 5572. https://scholar.uwindsor.ca/etd/5572 This online database contains the full-text of PhD dissertations and Masters’ theses of University of Windsor students from 1954 forward. These documents are made available for personal study and research purposes only, in accordance with the Canadian Copyright Act and the Creative Commons license—CC BY-NC-ND (Attribution, Non-Commercial, No Derivative Works). Under this license, works must always be attributed to the copyright holder (original author), cannot be used for any commercial purposes, and may not be altered. Any other use would require the permission of the copyright holder. Students may inquire about withdrawing their dissertation and/or thesis from this database. For additional inquiries, please contact the repository administrator via email ([email protected]) or by telephone at 519-253-3000ext. 3208. Microstructual and Thermal Analysis of AlSi and MgAl Alloys Subjected to High Cooling Rates By Paul C. Marchwica A Thesis Submitted to the Faculty of Graduate Studies through the Department of Mechanical, Automotive and Materials Engineering in Partial Fulfillment of the Requirements for the Degree of Master of Applied Science at the University of Windsor Windsor, Ontario, Canada 2012 © 2012 P.
    [Show full text]
  • The Safety of Molten Aluminium-Lithium Alloys in the Presence of Coolants F
    THE SAFETY OF MOLTEN ALUMINIUM-LITHIUM ALLOYS IN THE PRESENCE OF COOLANTS F. Page, A. Chamberlain, R. Grimes To cite this version: F. Page, A. Chamberlain, R. Grimes. THE SAFETY OF MOLTEN ALUMINIUM-LITHIUM AL- LOYS IN THE PRESENCE OF COOLANTS. Journal de Physique Colloques, 1987, 48 (C3), pp.C3- 63-C3-73. 10.1051/jphyscol:1987308. jpa-00226531 HAL Id: jpa-00226531 https://hal.archives-ouvertes.fr/jpa-00226531 Submitted on 1 Jan 1987 HAL is a multi-disciplinary open access L’archive ouverte pluridisciplinaire HAL, est archive for the deposit and dissemination of sci- destinée au dépôt et à la diffusion de documents entific research documents, whether they are pub- scientifiques de niveau recherche, publiés ou non, lished or not. The documents may come from émanant des établissements d’enseignement et de teaching and research institutions in France or recherche français ou étrangers, des laboratoires abroad, or from public or private research centers. publics ou privés. JOURNAL DE PHYSIQUE Colloque C3, suppl6ment au n09, Tome 48; septembre 1987 THE SAFETY OF MOLTEN ALUMINIUM-LITHIUM ALLOYS IN THE PRESENCE OF COOLANTS F.M. PAGE, A.T. CHAMBERLAIN and R. GRIMES* University of Aston, Gosta Green, GB-Birmingham 84 7ET, Great-Britain "~rritishAlcan Aluminium plc, c/o Alcan International Limited, Southam Road, Banbury, GB-Oxon OX16 7SP, Great-Britain ABSTRACT The conventional, large scale techniques employed for casting fabrication ingot in aluminium alloys allow, in certain circumstances, the molten alloy to come into contact with water. Industry codes of practice have been developed that reduce the likelihood of explosions in these "run-out" situations to a very low level.
    [Show full text]
  • Alloys for Aeronautic Applications: State of the Art and Perspectives
    metals Review Alloys for Aeronautic Applications: State of the Art and Perspectives Antonio Gloria 1, Roberto Montanari 2,*, Maria Richetta 2 and Alessandra Varone 2 1 Institute of Polymers, Composites and Biomaterials, National Research Council of Italy, V.le J.F. Kennedy 54-Mostra d’Oltremare Pad. 20, 80125 Naples, Italy; [email protected] 2 Department of Industrial Engineering, University of Rome “Tor Vergata”, 00133 Rome, Italy; [email protected] (M.R.); [email protected] (A.V.) * Correspondence: [email protected]; Tel.: +39-06-7259-7182 Received: 16 May 2019; Accepted: 4 June 2019; Published: 6 June 2019 Abstract: In recent years, a great effort has been devoted to developing a new generation of materials for aeronautic applications. The driving force behind this effort is the reduction of costs, by extending the service life of aircraft parts (structural and engine components) and increasing fuel efficiency, load capacity and flight range. The present paper examines the most important classes of metallic materials including Al alloys, Ti alloys, Mg alloys, steels, Ni superalloys and metal matrix composites (MMC), with the scope to provide an overview of recent advancements and to highlight current problems and perspectives related to metals for aeronautics. Keywords: alloys; aeronautic applications; mechanical properties; corrosion resistance 1. Introduction The strong competition in the industrial aeronautic sector pushes towards the production of aircrafts with reduced operating costs, namely, extended service life, better fuel efficiency, increased payload and flight range. From this perspective, the development of new materials and/or materials with improved characteristics is one of the key factors; the principal targets are weight reduction and service life extension of aircraft components and structures [1].
    [Show full text]