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

본 소개 논문은 Foundry Institute (GI) of the RWTH Aachen University에서 발행한 논문 ["A cost-efficient process route for the mass production of thin-walled structural aluminum body castings"]의 연구 내용입니다.

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

1. 개요:

제목: A cost-efficient process route for the mass production of thin-walled structural aluminum body castings
저자: Mohamed Youssef Ahmed Youssef
출판 연도: 2021
출판 저널/학회: Ergebnisse aus Forschung und Entwicklung, Band 28 (Foundry Institute (GI) of the RWTH Aachen University)
키워드: (키워드는 명시적으로 제공되지 않았지만, 내용상) Aluminum, thin-walled castings, structural components, high pressure die casting (HPDC), RheoMetalTM, cost analysis, automotive industry.

2. Abstract (Short version)

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. 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. The investigation regarding the HPDC and RheoMetal processes.

3. Research Background:

Background of the research topic:

The continuous demand for lower CO2 emissions in the automotive sector necessitates the reduction of vehicle weight. Replacing heavy steel components with lighter, functionally integrated aluminum castings is a key approach. (From Abstract and Introduction)

Status of previous research:

Previous research has explored various approaches to reduce vehicle weight and improve fuel efficiency, including the use of aluminum castings. The document references numerous studies on high-pressure die casting (HPDC), semi-solid casting (including Thixocasting and Rheocasting), aluminum alloys for structural automotive castings, and the influence of process parameters on casting quality. (From Introduction and Theoretical Background)

Need for research:

The mass production of thin-walled structural aluminum body castings can be less economical due to the higher cost of aluminum alloys. Therefore, research is needed to investigate cost-efficient process routes for producing these castings. (From Abstract and Aim of the thesis)

4. Research purpose and research question:

Research purpose:

To develop a cost-efficient process route for the mass production (1,000,000 - 2,000,000 parts) of thin-walled structural aluminum body castings. (From Aim of the thesis)

Core research:

Identifying the factors with the highest influence on the cost of a thin-walled structural aluminum body casting (2020 Ford explorer shock tower). (From Research approach)
Performing high pressure die casting (HPDC) trials and RheoMetalTM casting trials. (From Research approach)
Comparing the outcomes of the HPDC and RheoMetalTM casting trials to determine the cost-efficient process route. (From Research approach)
Defining the suitable test alloys. (From Short version)
The production of the plates and the parts. (From Short version)

5. Research methodology

Research Design: Comparative experimental study, involving cost analysis, process optimization, material characterization, and mechanical testing.

Data Collection:

Cost Calculation Study: Using an upgraded calculation tool from Bühler AG, analyzing the influence of factors like machine type, alloy, vacuum condition, die life, and casting process on the cost of a 2020 Ford Explorer shock tower. (From Cost Calculation Study)
HPDC Trials: Producing test plates and parts using different aluminum alloys and varying process parameters (melt flow velocity, intensification pressure, etc.) at three different suppliers:
- Supplier 1: Foundry Institute (GI) of the RWTH Aachen University.
- Supplier 2: Magna BDW technologies Soest GmbH.
- Supplier 3: Comptech AB.
  (From Experimental Approach)
RheoMetalTM Casting Trials: Producing test plates and parts using different aluminum alloys and varying process parameters (melt superheat, %EEM, rotation speed of the EEM, etc.) at Supplier 1 and Supplier 3. (From Experimental Approach)
Material Characterization:
- Uniaxial tensile tests (ISO 6892-1 standard, method B)
- 3-point bending tests (VDA 238-100 standard)
- Density measurements (Archimedes' principle)
- Self-piercing riveting (SPR) tests
- Microstructural analysis (Optical Microscopy, SEM-EDS Analysis)
- Optical Emission spectroscopy
  (From The characterization of the material properties and the process parameters)

Analysis Method:

Cost Analysis: Comparing cost analysis outcomes for different scenarios. (From Cost Calculation Study)
Mechanical Testing: Analyzing stress-strain curves, yield strength (Rp0.2), ultimate tensile strength (Rm), total elongation, and energy absorption. (From Key research results)
Microstructural Analysis: Identifying phases, defects (porosity, cold flakes, shear bands, segregation), and grain size. (From Key research results)
SPR Joint Evaluation: Checking for cracks on outer surfaces and conducting lap shear tests. (From The characterization of the material properties and the process parameters)
Statistical Analysis: Using Minitab and Microsoft Excel for data visualization and comparison. (From Evaluation of the results)
Simulation: Using Altair RADIOSSTM software to predict test outcomes at different thicknesses. (From Short version)

Research Scope: Investigation of HPDC and RheoMetalTM processes for the production of thin-walled structural aluminum body castings, focusing on cost-efficiency, mechanical properties, crash resistance, and rivetability. The 2020 Ford Explorer shock tower is used as a case study.

6. Key research results:

Key research results and presented data analysis:

Cost Calculation Study: Heat treatment has the greatest impact on the cost of the structural body part. Choosing an alloy that can fulfill its mechanical and joining requirements in the as-cast state would lead to high cost efficiency. The RheoMetalTM process showed potential for higher cost reduction than the HPDC process, mainly due to its positive impact on die life. (From Short version)
HPDC Process Optimization:
- Melt Flow Velocity: No consistent influence of melt flow velocity on mechanical properties was found. (From The investigations regarding the high pressure die casting process)
- Intensification Pressure: Higher intensification pressure improved mechanical properties by reducing porosity. (From The investigations regarding the high pressure die casting process)
RheoMetalTM Process Optimization:
- Melt Superheat: Higher melt superheat was expected to improve mechanical properties. (From The investigations regarding the RheoMetalTM process)
- %EEM: Higher %EEM led to a reduction in the size of the primary α-Al phase and a reduction in porosity. (From The investigations regarding the RheoMetalTM process)
- Rotation Speed of the EEM: Higher rotation speed of the EEM caused an increase in the porosity level. (From The investigations regarding the RheoMetalTM process)
Material Characterization (HPDC):
- AlMg4Fe2 (D-(3-650) & F-(740)), MYFORD (G-(755)) and AlSi10MnMg-T7 fulfilled the mechanical requirements of the 2020 Ford explorer shock tower. (From The investigations regarding the high pressure die casting process)
- AlMg4Fe2 and AlSi10MnMg-T7 showed the best rivetability. (From The investigations regarding the high pressure die casting process)
Material Characterization (RheoMetalTM):
- MYFORD (G-(755-30-1100)-R) was able to deliver better performance than the other alloys. (From Short version)
- RheoMetalTM process led to cast parts with lower crash resistance potentials than those produced using the HPDC process. (From Short version)
New Alloy Development (MYFORD): Lower iron content (0.5%) resulted in the primary solidification of the α-Al phase, improving feeding efficiency and rheocastability. (From Short version)

Figure 2.2: Jaguar XE/XF- Front shock tower
(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 2.3: Range rover- rear longitudinal frame (Magna BDW technologies Soest GmbH) .

Figure 2.6: The different die-casting processes (15).

The most often-used die casting process is high pressure die casting (HPDC), which accounts
for approximately half of the overall light metal casting production (15). This, together with its
short cycle time, makes it a more attractive die casting process for the large volume production
of automotive body parts.

2.3.1 The process flow

In order to estimate the main cost drivers of the HPDC process, it is very important to have a
complete and a thorough understanding of its various stages and of the process flow. The twelve
successive steps, according to TRIMET Aluminium SE, which are required for the production of
structural aluminium car body parts using HPDC, fall under the three major stages in Table 2.1
as follows.

Table 2.1: The process flow and the major stages for the production of the structural aluminium
car body parts by HPDC. Pictures are provided by TRIMET Aluminium SE. — Figure 2.6: The different die-casting processes (15).

Table 5.11: The evaluation of the SPR joints on the plates from supplier 1 and 2.

List of figure names:

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 1.1: The current and future CO2 emission requirements for passenger cars (8).
Figure 1.4: MMLV BIW design (12).
Figure 1.5: The thesis milestones.
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’s section in the calculation tool.
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 the (c) 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’s 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. (Designation from Table 4.3, P54)
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. (Designation from Table 4.3, P54)
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. (Designation from Table 4.3, P54)
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. (Designation from Table 4.3, P54)
Figure 5.1: The influence of the melt flow velocity on the total elongation (%) of AlMg4Fe2. (Designations from Table 4.3, P54)
Figure 5.2: The influence of the melt flow velocity on the total elongation (%) of (a) AlSi7Mg0.3 and (b) AlMg6Si2MnZr. (Designations from Table 4.3, P54)
Figure 5.3: The influence of the melt flow velocity on the total elongation (%) of AlMg5Si2Mn. (Designations from Table 4.3, P54)
Figure 5.4: The influence of the intensification pressure on the total elongation (%) of AlMg4Fe2. (Designations from Table 4.3, P54)
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 (%). (Designations from Table 4.3, P54)
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 (%). (Designations from Table 4.9, P65)
Figure 5.7: The force-displacement chart of the Al-Si alloys and alloy-heat treatment combinations. (Designations from Table 4.3, P54)
Figure 5.8: The energy-displacement diagram of the Al-Si alloys and alloy-heat treatment combinations. (Designations from Table 4.3, P54)
Figure 5.9: The simulated force-displacement chart of the Al-Si alloys and alloy-heat treatment combinations. (Designations from Table 4.3, P54)
Figure 5.10 : The simulated energy-displacement chart of the Al-Si alloys and alloy-heat treatment combinations. (Designations from Table 4.3, P54)
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. (Designations from Table 4.3, P54)
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. (Designations from Table 4.3, P54)
Figure 5.13: The force-displacement chart of the HPDC alloys that were used at supplier 3. (Designations from Table 4.9, P65)
Figure 5.14: The energy-displacement chart of the HPDC alloys that were used at supplier 3. (Designations from Table 4.9, P65)
Figure 5.15: The force-displacement chart for the HPDC alloys and alloy-heat treatment combinations that belonged to the groups (b) and (c). (Designations from Table 4.3, P54)
Figure 6.1: The influence of the intensification pressure on the total elongation (%) of the AlMg4Fe2 alloy. (Designations from Table 4.5, P58)
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 (%). (Designations from Table 4.5, P58)
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 (%). (Designations from Table 4.9, P65)
Figure 6.4: The force-displacement chart for the RheoMetalTM alloys that were used for the casting of the plates at supplier 1. (Designations from Table 4.5, P58)
Figure 6.5: The energy-displacement chart for the RheoMetalTM alloys that were used for the casting of the plates at supplier 1. (Designations from Table 4.5, P58)
Figure 6.6: The force-displacement chart of the RheoMetalTM alloys that were used at supplier 3. (Designations from Table 4.9, P65)
Figure 6.7: The energy-displacement chart of the RheoMetalTM alloys that were used at supplier 3. (Designations from Table 4.9, P65)
Figure 6.8:The force-displacement chart for D-(50-4.63-575-1000)-R. (Designation from Table 4.5, P58)
Figure 7.1: The shrinkage porosities in the microstructures of (a) AlMg5Si2Mn (B-(3.5-650)) and (b) AlMg6Si2MnZr (C-(3.5-650)). (Designations from Table 4.3, P54)
Figure 7.2: The 500x microstructural images of (a) AlSi10MnMg-F and (b) AlSi10MnMg-T7. (Designations from Table 4.3, P54)
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. (Designations from Table 4.3, P54)
Figure 7.5: The 200x microstructural images of (a) AlSi10MnMg (H) and of (b) AlMg4Fe2 (D-(3-650)). (Designations from Table 4.3, P54)
Figure 7.6: The 500x microstructural images of (a) AlMg4Fe2 (F-740C) and of (b) MYFORD (G-755C). (Designations from Table 4.9, P65)
Figure 7.7: The total elongation (%) chart for the investigated RheoMetalTM alloys at supplier 1. (Designation from Table 4.5, P58)
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). (Designations from Table 4.9, P65)
Figure 7.9: The crash resistance potentials of the RheoMetalTM parts (red) and the parts produced by HPDC (black).

7. Conclusion:

Summary of key findings:

Cost Efficiency: The RheoMetalTM process showed potential for cost reduction compared to HPDC, primarily due to its positive impact on die life. Heat treatment was identified as a major cost driver.
HPDC Process:
- AlMg4Fe2, MYFORD, and AlSi10MnMg-T7 met the mechanical requirements of the 2020 Ford Explorer shock tower.
- AlMg4Fe2 and AlSi10MnMg-T7 exhibited the best crash resistance and rivetability.
RheoMetalTM Process:
- MYFORD and AlMg4Fe2 met the mechanical requirements.
- MYFORD showed better rivetability than AlMg4Fe2.
- RheoMetalTM parts generally showed similar or lower crash resistance compared to HPDC parts.
MYFORD Alloy: Demonstrated superior performance in terms of mechanical properties, crash resistance, and rivetability, especially in the as-cast condition, making it a promising candidate for cost-efficient production.

{Summary of research results. Academic significance of the research, practical implications of the research}

The MYFORD alloy is the most suitable choice for fulfilling the aim of mass-producing the 2020 Ford explorer shock tower in a cost-efficient way.
The HPDC process is currently considered to be more suitable than the RheoMetal process for the cost-efficient mass production of crash resistant thin walled structural body parts.
The outcome of the RheoMetal process can be improved if it is implemented in the production of thicker and smaller parts.

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Tags: Al-Si alloy; , Aluminium die coating; , Aluminum Casting; , Aluminum Die casting; , CAD; , Casting Technique; , Die casting; , High pressure die casting; , High pressure die casting (HPDC); , Microstructure; , Sand casting