この記事では、[RWTHアーヘン大学]が発行した論文「A cost-efficient process route for the mass production of thin-walled structural aluminum body castings」を紹介します。

1. 概要:

タイトル: 薄肉構造アルミニウム車体鋳物の大量生産のための費用対効果の高いプロセスルート (A cost-efficient process route for the mass production of thin-walled structural aluminum body castings)
著者: モハメド・ユセフ・アーメド・ユセフ (Mohamed Youssef Ahmed Youssef)
出版年: 2021年
出版ジャーナル/学会: 研究開発成果集、第28巻 (2021年) RWTHアーヘン大学鋳造研究所 (Ergebnisse aus Forschung und Entwicklung, Band 28 (2021) Gießerei-Institut der RWTH Aachen)
キーワード: 高圧ダイカスト (HPDC) (High pressure die casting (HPDC)), レオメタルTMプロセス (RheoMetalTM process), 薄肉構造アルミニウム車体鋳物 (Thin-walled structural aluminum body castings), コスト計算スタディ (Cost calculation study), 機械的特性 (Mechanical properties), リベット接合性 (Rivetability), 耐衝撃性 (Crash resistance)

Figure 0.2: (a) The geometrical dimensions and (b) the thickness distribution (mm) of the 2020 Ford explorer aluminium shock tower.

A cost-efficient process route for the mass production of thin-walled structural aluminum body castings

本記事では RWTH Aachen University で発行された論文「A cost-efficient process route for the mass production of thin-walled structural aluminum body castings」を紹介します。

1. 概要:

タイトル: A cost-efficient process route for the mass production of thin-walled structural aluminum body castings
著者: Mohamed Youssef Ahmed Youssef
出版年: 2021
出版ジャーナル/学会: Ergebnisse aus Forschung und Entwicklung, Band 28 (2021) Gießerei-Institut der RWTH Aachen
キーワード: 提示なし (論文中にキーワードの記載なし)

2. 概要または序論

In order to meet the continuous demand for lower CO2 emissions, several approaches have been and still are extensively researched. One of the adopted approaches by the automotive sector, which aims towards an improved fuel efficiency, is the reduction in the weight of the vehicles by replacing their heavy steel sheets with lighter and more functionally integrated aluminium castings. Implementing this approach for the mass production of thin walled structural body castings can be, however, less economical due to its impact on raising the parts’ costs, mainly due to the use of the more expensive raw materials (aluminium alloys). Therefore, within this thesis, it was considered important to investigate the possible means for executing this proposition in a cost-efficient way. For this purpose, a cost calculation study was initially implemented to determine the main cost drivers for the production of a 2020 Ford explorer shock tower. This was followed by an extensive investigation to the findings of this study.

3. 研究背景:

研究トピックの背景:

自動車業界におけるCO2排出量削減の継続的な要求に応えるため、軽量で機能的に統合されたアルミニウム鋳物で重い鋼板を置き換えることによる車両の軽量化が、燃費効率を改善するアプローチの一つとして採用されています。しかし、薄肉構造の車体鋳物を大量生産する場合、主に高価な原材料（アルミニウム合金）の使用により部品コストが上昇するため、経済的とは言えません。

既存研究の状況:

論文中に既存研究の状況に関する詳細な記述はありません。

研究の必要性:

薄肉構造のアルミニウム車体鋳物の大量生産をコスト効率よく行うための方法を調査する必要がある。

4. 研究目的と研究課題:

研究目的:

本論文の主な目的は、薄肉構造のアルミニウム車体鋳物の大量生産（100万～200万個）のための費用対効果の高いプロセスルートを開発することです。

主要な研究:

コスト計算スタディを実施し、薄肉構造アルミニウム車体鋳物のコストに最も影響を与える要因を特定する。
HPDC（高圧ダイカスト）およびRheoMetalTM鋳造試験を実施し、最適なプロセスパラメータを導き出す。
HPDCとRheoMetalTM鋳造試験の結果を比較し、費用対効果の高いプロセスルートを決定する。

研究仮説:

論文中に明示的な研究仮説の記述はありませんが、RheoMetalTMプロセスがHPDCプロセスと比較して、ダイ寿命の改善によりコスト削減に貢献する可能性があるという暗黙の仮説が存在すると考えられます。

5. 研究方法

研究デザイン:

コスト計算スタディ、実験的研究（HPDCおよびRheoMetalTM鋳造試験）、機械的特性評価、SPR接合評価

データ収集方法:

コスト計算ツールによるデータ収集、HPDCおよびRheoMetalTMプロセスによる鋳造品の製造、引張試験、3点曲げ試験、密度測定、SPR接合試験、微細組織観察、SEM-EDS分析、光放射分光分析

分析方法:

コスト分析、機械的特性の比較分析、微細組織観察、統計分析（Minitab、Microsoft Excel）

研究対象と範囲:

2020年フォードエクスプローラーのショックタワーを対象としたコスト計算スタディ、板状および部品形状のアルミニウム鋳造試験片、Al-Si系、Al-Mg-Si系、Al-Mg-Fe系の各種アルミニウム合金

6. 主な研究結果:

主要な研究成果:

熱処理が構造部品のコストに最も大きな影響を与える。
アロイをアズキャスト状態で使用すると、高いコスト効率が得られる。
RheoMetalTMプロセスは、HPDCプロセスよりもコスト削減効果が高い可能性がある（特にダイ寿命の観点から）。
AlMg4Fe2、MYFORD、AlSi10MnMg-T7が、2020年フォードエクスプローラーのショックタワーの機械的要件を満たす可能性のあるHPDC合金および合金-熱処理の組み合わせとして特定された。
MYFORDは、実施されたすべての調査において優れた性能を示したため、より適切な候補であると考えられた。
RheoMetalTMプロセスは、HPDCプロセスよりも衝突抵抗ポテンシャルが低い鋳造部品につながるが、厚みのある部品や小さな部品の製造には改善の余地がある。

提示されたデータの分析:

Table 0.5: AlMg4Fe2 (D-(3-650) & F-(740)), MYFORD (G-(755)), AlSi10MnMg-T7 は、2020 Ford explorer shock tower の機械的要件を満たす能力を持つ HPDC 合金および合金-熱処理の組み合わせであった。
Table 0.6: MYFORD (G-(755-30-1100)-R) は、RheoMetalTM 鋳造試験で使用された他の合金よりも優れた性能を発揮した。

図の名前リスト:

Figure 1.1: The current and future CO2 emission requirements for passenger cars (8).

Figure 2.1: Porsche 911- rear Longitudinal rail (Magna BDW technologies Soest GmbH).

Figure 2.8: The effect of the intensification pressure (IP) on (a) the porosity content and (b) the macrostructures of the high pressure die castings (modified from (21)).

Figure 3.1: An aluminium shock tower (red) in the 2020 Ford explorer's body

Figure 4.1: (a) The geometrical dimensions and (b) the thickness distribution (mm) of the 2020 Ford explorer aluminium shock tower.

Figure 0.1: The JMatPro® simulations of the AlMg4FeX alloy with (a) X= 1.3% Fe and (b) X= 0.5% Fe (MYFORD).
Figure 0.2: (a) The geometrical dimensions and (b) the thickness distribution (mm) of the 2020 Ford explorer aluminium shock tower.
Figure 2.1: Porsche 911- rear Longitudinal rail (Magna BDW technologies Soest GmbH).
Figure 2.2: Jaguar XE/XF- Front shock tower (Magna BDW technologies Soest GmbH).
Figure 2.3: Range rover- rear longitudinal frame (Magna BDW technologies Soest GmbH) .
Figure 2.4: The casting processes and the extent of their implementation in the automotive industry (13).
Figure 2.5: The properties of the different casting methods (14).
Figure 2.6: The different die-casting processes (15).
Figure 2.7: (a) The effect of the gate velocity on the pore fraction and on (b) the mechanical properties (modified from (18)).
Figure 2.8: The effect of the intensification pressure (IP) on (a) the porosity content and (b) the macrostructures of the high pressure die castings (modified from (21)).
Figure 2.9: The concept of vacuum assisted die casting (22).
Figure 2.10: The structure of the cold flake and its accompanying oxide layer (28).
Figure 2.11: Shear bands in a HPDC test bar of an AlSi7Mg0.3 alloy (30).
Figure 2.12:The typical die casting microstructures of the AlSi7 alloy that are formed using (a) the conventional liquid die casting process and (b) the semi-solid casting process (38).
Figure 2.13: Different technologies for the semi-solid casting of the metallic alloys (modified from (40)).
Figure 2.14: The main stages in thixocasting (41).
Figure 2.15: Different techniques of melt stirring: (a) mechanical stirring, (b) passive stirring, (c) electromagnetic vertical stirring, (d) electromagnetic horizontal stirring (39).
Figure 2.16: A typical thixocasting microstructure of the A356 alloy with regions of entrapped liquid (44).
Figure 2.17: Illustration of the process steps in rheocasting (45).
Figure 2.18: The slurry preparation in the RheoMetalTM process: Step 1) pouring the melt into the ladle, Step 2) inserting the rotating enthalpy exchange material (EEM) into the melt, step 3) the semi-solid slurry is formed (48).
Figure 2.19: An illustration of the Semi-Solid Rheocasting process (S.S.R.TM) (41).
Figure 2.20: A schematic diagram of the RheoMetalTM process (source: RheoMetal AB).
Figure 2.21: (a) Dock cleat (b) LED housing and (c) Brackets for the telecom industry.
Figure 2.22: The influence of the rotation speed on the (a) average size of the α1-Al phase, (b) the fraction of the α1-Al phase, (c) the slurry formation time and the cooling rate.
Figure 2.23: The influence of the melt superheat on the (a) average size of the α1-Al phase, (b) the fraction of the α1-Al phase, (c) the slurry formation time and the cooling rate.
Figure 2.24: The combined influence of the melt superheat and the EEM amount on (a) the average size of the α1-Al phase, (b) the fraction of the α1-Al phase, (c) the slurry formation time and the cooling rate.
Figure 2.25: (a) Eutectic rich bands and (b) porosity bands that can develop in Rheocast parts (54).
Figure 2.26: The microstructure of a rheocast radio filter (a) near the gate and (b) near the vent (49).
Figure 2.27: The hypoeutectic Al-Si phase diagram (61).
Figure 2.28 : The time - temperature graphs of the different heat treatments.
Figure 3.1: An aluminium shock tower (red) in the 2020 Ford explorer’s body.
Figure 3.2: The outline of the expenses of investment section in the calculation tool.
Figure 3.3:The aluminium alloy prices per ton in $ from January 2016 till December 2018 according to the London Metal Exchange (modified from (71)).
Figure 3.4: The cost per part breakdown chart according to the RheoMetalTM and the HPDC process scenarios.
Figure 4.1: (a) The geometrical dimensions and (b) the thickness distribution (mm) of the 2020 Ford explorer aluminium shock tower.
Figure 4.2: The experimental approach.
Figure 4.3: The HPDC setup consisting of (a) the holding electric resistance furnace, (b) the shot sleeve, ladle & robot arm and (c) the vacuum assisted die.
Figure 4.4: The dimensions of the plates from supplier 1.
Figure 4.5: The die cavity’s design for the HPDC trials at supplier 1.
Figure 4.6: The dimensions of the plates from supplier 2.
Figure 4.7: The setup consisting of (a) the induction furnace, (b) the EEM production station and (c) the slurry production station.
Figure 4.8: (a) The EEM’s height before adjustment (casted EEM), (b) the sawing machine and (c) the EEM’s height after adjustment (hEEM).
Figure 4.9: The slurry making process.
Figure 4.10: The die cavity’s design for the RheoMetalTM casting trials at supplier 1.
Figure 4.11: (a) The top view, (b) the bottom view and the (c) side view of the part.
Figure 4.12: (a) The 800-ton HPDC machine, (b) the die and the second robot arm and (c) the moving tray.
Figure 4.13: The different pre-steps for the production of the semi-solid slurry.
Figure 4.14: The phase diagram of the standard AlMg4Fe2 alloy with 1.5-1.7%Fe and 4.5% Mg (modified from (77)).
Figure 4.15: The suggested enhancement to the standard AlMg4Fe2 alloy, as demonstrated by the circle and the arrow (modified from (77)).
Figure 4.16: The JMatPro® simulation for the Al-Mg-Fe alloy with a 1.3%Fe.
Figure 4.17: The JMatPro® simulation for the MYFORD alloy.
Figure 4.18: The exact geometrical dimensions of the Type E sample in mm (6).
Figure 4.19: The exact geometrical dimensions of the mini samples in mm.
Figure 4.20: A 3D model of the supplier 1 plate and the tensile testing samples.
Figure 4.21: (a) The initial dimension, (b) the extra 1 mm and (c) the final dimension of the (i) mini sample and the (ii) Type E sample in mm.
Figure 4.22: The top and side views of a mini sample (a)before and (b)after preparation.
Figure 4.23: The extracted tensile test samples from the (a) supplier 1 plates, (b) supplier 2 plates and (c) supplier 3 parts.
Figure 4.24: The tensile test setup for the mini and the Type E samples.
Figure 4.25: The different test speeds during tensile testing.
Figure 4.26: (a) The setup of the 3-point bending test and (b) the important dimensions (4).
Figure 4.27: The dimensions of the bending test samples.
Figure 4.28: The location of the 3-point bending test samples in the (a) supplier 1 plates, (b) supplier 2 plates and (c) supplier 3 parts.
Figure 4.29: (a) An example of a bending angle and (b) the bending angle measuring tool.
Figure 4.30: The setup for the density measurement trials.
Figure 4.31: The positions of the SPR samples in (a) the supplier 1 plates (thickness = 3.1 mm) and (b) the supplier 2 plates (thickness = 2.65 mm).
Figure 4.32: An example of a good SPR joint (86).
Figure 4.33: The flat die design (88).
Figure 4.34: Henrob SPR setup for manual trials.
Figure 4.35: (a) The joint making using the SPR process (86) and (b) the connected structures.
Figure 4.36: An example of the (a) circumferential cracks, (b) deep radial cracks and (c) light radial cracks.
Figure 4.37: The 25 mm * 100 mm lap shear test samples.
Figure 4.38: The SPR trials on the parts from supplier 3.
Figure 4.39: The location of the extracted samples from (a) the supplier 1 plates, (b) the supplier 2 plates and (c) the supplier 3 parts.
Figure 4.40: An example of a hot mounted sample.
Figure 4.41: The positions a, b and c in the supplier 1 plates.
Figure 4.42: (a) The total elongation values (%) of the different samples and (b) their respective positions in the plates.
Figure 4.43: (a) The total elongation values (%) of the different sample types and (b) the outline of the samples in one of the investigated plates.
Figure 4.44: (a) The effect of the sample orientation on the total elongation values (%), (b) the positions of the longitudinal and perpendicular samples in respect to each other, (c) the location of the extracted longitudinal samples and (d) the location of the extracted perpendicular samples.
Figure 4.45: The consistency of the HPDC process at supplier 1 using the (a) Type E samples and the (b) mini tensile test samples.
Figure 5.1: The influence of the melt flow velocity on the total elongation (%) of AlMg4Fe2.
Figure 5.2: The influence of the melt flow velocity on the total elongation (%) of (a) AlSi7Mg0.3 and (b) AlMg6Si2MnZr.
Figure 5.3: The influence of the melt flow velocity on the total elongation (%) of AlMg5Si2Mn.
Figure 5.4: The influence of the intensification pressure on the total elongation (%) of AlMg4Fe2.
Figure 5.5: The comparison between the different HPDC alloys and alloy-heat treatment combinations in terms of their (a) Rp0.2 values (MPa), (c) Rm values (MPa) and (c) total elongation values (%).
Figure 5.6: The comparison between the different HPDC alloys in terms of their (a) Rp0.2 values (MPa), (c) Rm values (MPa) and (c) total elongation values (%).
Figure 5.7: The force-displacement chart of the Al-Si alloys and alloy-heat treatment combinations.
Figure 5.8: The energy-displacement diagram of the Al-Si alloys and alloy-heat treatment combinations.
Figure 5.9: The simulated force-displacement chart of the Al-Si alloys and alloy-heat treatment combinations.
Figure 5.10 : The simulated energy-displacement chart of the Al-Si alloys and alloy-heat treatment combinations.
Figure 5.11: The force-displacement chart of all the HPDC alloys and alloy-heat treatment combinations that were used for the casting of the plates.
Figure 5.12: The energy-displacement chart of all the HPDC alloys and alloy-heat treatment combinations that were used for the casting of the plates.
Figure 5.13: The force-displacement chart of the HPDC alloys that were used at supplier 3.
Figure 5.14: The energy-displacement chart of the HPDC alloys that were used at supplier 3.
Figure 6.1: The influence of the intensification pressure on the total elongation (%) of the AlMg4Fe2 alloy.
Figure 6.2: The comparison between the different RheoMetalTM alloys in terms of their (a) Rp0.2 values (MPa), (c) Rm values (MPa) and (c) total elongation values (%).
Figure 6.3: The comparison between the different RheoMetalTM alloys in terms of their (a) Rp0.2 values (MPa), (c) Rm values (MPa) and (c) total elongation values (%).
Figure 6.4: The force-displacement chart for the RheoMetalTM alloys that were used for the casting of the plates at supplier 1.
Figure 6.5: The energy-displacement chart for the RheoMetalTM alloys that were used for the casting of the plates at supplier 1.
Figure 6.6: The force-displacement chart of the RheoMetalTM alloys that were used at supplier 3.
Figure 6.7: The energy-displacement chart of the RheoMetalTM alloys that were used at supplier 3.
Figure 6.8:The force-displacement chart for D-(50-4.63-575-1000)-R.
Figure 7.1: The shrinkage porosities in the microstructures of (a) AlMg5Si2Mn (B-(3.5-650)) and (b) AlMg6Si2MnZr (C-(3.5-650)).
Figure 7.2: The 500x microstructural images of (a) AlSi10MnMg-F and (b) AlSi10MnMg-T7.
Figure 7.3: Dislocations overcoming a precipitate a) by shearing or b) by looping (Orowan mechanism) and c) the effect of the dislocations passing mechanism on the total yield strength of the alloy (65).
Figure 7.4: (a) The Rp0.2 values (MPa), (b) the Rm values (MPa) and (c) the total elongation values (%) of AlSi10MnMg-T7.
Figure 7.5: The 200x microstructural images of (a) AlSi10MnMg (H) and of (b) AlMg4Fe2 (D-(3-650)).
Figure 7.6: The 500x microstructural images of (a) AlMg4Fe2 (F-740C) and of (b) MYFORD (G-755C).
Figure 7.7: The total elongation (%) chart for the investigated RheoMetalTM alloys at supplier 1.
Figure 7.8: The 500x microstructural images of (a) the AlMg4Fe2 alloy (F-750R-1100-30C) and of (b) the MYFORD alloy (G-755R-1100-30C).
Figure 7.9: The crash resistance potentials of the RheoMetalTM parts (red) and the parts produced by HPDC (black).
Figure 5.10 : The simulated energy-displacement chart of the Al-Si alloys and alloy-heat treatment combinations.

7. 結論:

主な調査結果の要約:

この論文では、薄肉構造アルミニウム車体鋳物の費用対効果の高い大量生産のためのプロセスルートの開発を目的として、HPDCとRheoMetalTMの2つの鋳造プロセスと、Al-Si、Al-Mg-Si、Al-Mg-Fe系の各種合金について、コスト計算、機械的特性評価、接合性評価を行った。その結果、MYFORD合金が最も有望な材料であり、HPDCプロセスがより費用対効果の高い鋳造プロセスであることが示唆された。

研究の学術的意義:

この研究は、薄肉構造アルミニウム車体鋳物の大量生産におけるコスト効率と機械的特性の両立に関する知見を提供し、自動車業界における軽量化技術の進展に貢献する。また、RheoMetalTMプロセスの適用範囲や最適プロセスパラメータに関する詳細なデータを提供し、半凝固鋳造技術の発展に寄与する。

実際的な意味:

MYFORD合金とHPDCプロセスの組み合わせは、薄肉構造アルミニウム車体鋳物の費用対効果の高い大量生産のための有望なソリューションとなりうる。自動車メーカーは、この研究成果を活用することで、軽量化とコスト削減を両立した車体構造の開発が可能になる。

研究の限界と今後の研究分野:

本研究では、特定の合金と鋳造条件に焦点を当てており、他の合金やプロセスパラメータの組み合わせについては検討の余地がある。また、腐食試験や疲労試験など、長期的な信頼性評価は実施されていない。今後の研究では、これらの点を考慮し、より広範な条件での評価や、実用環境下での耐久性評価を行うことが望ましい。さらに、RheoMetalTMプロセスの改善、特に薄肉部品における衝突抵抗ポテンシャルの向上や、より厚みのある部品や小さな部品への適用拡大などが今後の課題として挙げられる。

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9. 著作権:

この資料は、"[Mohamed Youssef Ahmed Youssef]"氏の論文: "[A cost-efficient process route for the mass production of thin-walled structural aluminum body castings]"に基づいています。
論文ソース: 10.18154/RWTH-2021-03555

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Tags: Al-Si alloy; ,Aluminum Casting; ,Aluminum Die casting; ,CAD; ,Casting Technique; ,Die casting; ,High pressure die casting; ,High pressure die casting (HPDC); ,Microstructure; ,Sand casting; ,알루미늄 다이캐스팅; ,자동차 산업

薄肉構造アルミニウム車体鋳物の大量生産のための費用対効果の高いプロセスルート

1. 概要:

A cost-efficient process route for the mass production of thin-walled structural aluminum body castings

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