Patent Grant
6964292
1. Field of the Invention
The present invention relates generally to casting light alloy components, for example aluminum alloy components, and more particularly to casting components incorporating metal inserts.
One non-limiting example of such components is internal combustion engine cylinder blocks incorporating inserts consisting of cylinder liners.
2. Description of the Prior Art
To make some cast aluminum components, for example engine cylinder blocks, it is currently necessary to use at some locations inserts made from a material other than that from which the component is cast. In the case of light alloy engine blocks, the most widely used technology consists in integrally casting cast iron liners which, in the assembled engine, come into contact with the piston rings. The insert is given a satisfactory mechanical attachment surface, for example by machining helicoidal grooves into the external surface of the liners. If the liquid aluminum penetrates properly into them, the mechanical strength of the combination is satisfactory.
It appears that if the liners are placed in the mold cold, whether this is a metal mold (low-pressure or shell gravity type processes) or a green sand mold, for example as described in the document FR 2 775 917 A in the name of the applicant, it is not possible to guarantee correct coating of the cast iron liners by the liquid aluminum, whatever the conditions for preparing the surface of the machined insert (shot-blasting, degreasing, etc), and whatever the casting conditions (provided that they lie within a range of parameter values enabling an engine block free of functional defects to be obtained). This results in voids in the aluminum, caused by misruns and blowholes, at places on the outside surface of the liners, and in particular in the areas between the liners, which are functionally unacceptable because they seriously compromise the mechanical cohesion between the engine block and the liners.
One prior art method of overcoming this problem consists of heating the liners, either in a separate furnace, before they are inserted into the mold, in the case of processes using metal molds, or by boring orifices in the sand, in the case of processes using sand molds, through which electrical inductors are passed as far as the interior space of the liners, to heat the liners inductively in the mold before casting the metal.
However, in this type of application these heating techniques represent a penalty from the points of view of investment, complexity of use and control. Failing better solutions, these techniques are nevertheless used at present to make internal combustion engine blocks with integrally cast liners made of cast iron.
An object of the present invention is to alleviate these limitations of the prior art and to obtain good coating of the insert by the liquid aluminum alloy, combined with intimate contact between the insert and the aluminum alloy after solidification, without preheating the insert prior to casting the aluminum alloy.
Accordingly, in a first aspect, the present invention proposes a process of fabricating a light alloy casting, such as an aluminum alloy casting, including at least one metal insert, which process includes the following steps:
Preferred but non-limiting aspects of the method according to the invention are as follows:
In a second aspect, the present invention proposes a metal insert adapted to be fastened to a light alloy casting, such as an aluminum alloy casting, during casting of the component in a mold cavity, which insert has a coating of lampblack on a face adapted to be in contact with the alloy of the component.
In a preferred application, in which the casting is an internal combustion engine block, the insert constitutes a cylinder liner, made of cast iron, for example.
The whole of the external surface of the insert is advantageously coated with lampblack.
Other aspects, objects and advantages of the present invention will become more apparent on reading the following detailed description of preferred embodiments of the invention, which description is given by way of non-limiting example and with reference to the accompany drawing.
As in the prior art, the set of cores and inserts includes:
The seat cores B are assembled to the remainder of the set of cores in the direction of the arrow F, each water core NE covering a respective liner C over a particular distance so that, when the engine block is cast, molten metal penetrates into the gap between the external face of each liner and the internal face of the respective water core, the objective being to provide a satisfactory mechanical bond between the solidified alloy and each liner.
In accordance with the invention, and to ensure excellent adhesion to the liners C of the molten alloy used to cast the engine block, the outside surface of the liners is coated with lampblack.
This coating can be effected by either of the following two methods, described here by way of non-limiting example:
Method 1: the liners are coated by exposing them to the lampblack resulting directly from the combustion of a flame adjusted for this purpose. A homogeneous coating is obtained over the whole of the outside surface of the liners by turning and moving the liners over the flame using suitable manual or automatic handling means.
The typical treatment time for each liner is of the order of 20 to 60 seconds for cast iron liners with the following approximate dimensions:
The liners prepared in the above manner are ready to be placed in the metal or sand mold prior to casting.
Method 2: the lampblack can instead be sprayed onto the liners, which can have advantages for automating the method in the context of mass production. One option is to dilute the lampblack in methanol, typically at the rate of 5 to 15 wt %, keeping the lampblack in suspension by means of an appropriate agitator. The suspension is then sprayed using a conventional release agent gun at a compressed air pressure of the order of 2.105 Pa, the pressure being adjusted according to the type of gun to obtain as regular as possible a layer of lampblack on the liner.
An agent for stabilizing the dispersion of lampblack, for example gum arabic, can be added to the suspension if necessary.
Whichever method is used, the coating is preferably applied after assembling the set of cores, and in particular the liner support cores described above, and before placing the set of cores in the mold cavity.
With both of the methods described above, microscopic examination and testing of the mechanical strength of the liners prepared in this way and maintained at room temperature in the mold after depositing the lampblack showed that they were perfectly “wetted” by the liquid aluminum alloy during filling of the mold. In this way, the external relief (not shown in detail in the figures, and formed of striations, grooves, etc, for example, as described above) is in intimate contact with the aluminum alloy after the component has solidified. This results in excellent mechanical retention of the liners in the engine block.
The advantages of the present invention will become more apparent in the light of the following examples:
A 5.7 liter V8/90° engine block was produced using an overturning casting process with a green sand mold, such as described in the document FR 2 775 917 A cited above, and cast iron liners with the following dimensions:
inside diameter: 96 mm,
outside diameter: 103.5 mm,
height: 135 mm.
The eight liners were positioned in the core boxes for forming the interior parts of the block before firing the cores, so that there was an intimate bond between the liners and the parts of the liner support cores PCH that penetrate to the interior of the liners after firing in the coremaking machine. This technique for fastening the liners to the cores is known in the art and is not described further.
The total weight of the cores was 90 kg. As described above, the set of cores consisted of four liner support cores PCH each carrying two liners C, two end cores NEXT, two water cores NE supported by two seat cores B, a riser core M and a crankshaft bearing core PR with a cast iron chill R on the crankshaft axis, arranged as shown in
The block was cast in a green sand mold contained in two metal frames each having dimensions of 800×650×300 mm.
All of the sand used was silica sand.
The mold was filled via the risers, at low pressure. The whole of the mold was turned over after filling it and blocking off the feed channel, and then solidified by gravity, before the subsequent operations of extracting the block from the mold, cooling, decoring (elimination of the coring sand by vibration hammering), sawing of the risers and deburring, all of which operations are conventional in themselves.
The aluminum alloy used was an aluminum-based alloy with the following composition:
The temperature of the cast metal was 710° C. and the imprint took 30 seconds to fill. The subsequent overturning took 5 seconds.
In the above operation, the cast iron liners were neither heated nor coated in accordance with the invention prior to casting. They had a machined external profile featuring a helicoidal groove with a circular section having a radius of approximately 1 mm, a width of approximately 1.85 mm and a depth of approximately 0.4 mm, with a helix pitch of approximately 3 mm. After cutting the block for analysis and direct observation of the liner-alloy interface in the area between the liners, significant misruns were observed, virtually systematically; in other words it was not possible to guarantee correct coating of the cast iron by the aluminum alloy.
The molding process was exactly the same as that described for example A except that when the liner support cores were made they were hollowed out by means of spindles and the liners were heated prior to casting by inductors inserted through these openings. It is typically necessary to heat the liners before introduction into the casting station to a temperature of the order of 500 to 550° C. to obtain a liner temperature of the order of 400° C. during casting.
Good coating of the liners by the liquid alloy was obtained and, after solidification and examination of the block, it was apparent that the alloy was intimately applied to the surface of the liner, espousing all its exterior reliefs, including in the area between the liners that proved a problem in example A. The block was functionally satisfactory.
However, the above process is complex: apart from the investment and electrical power consumption costs inherent to induction heating, which in this case relies on magnetic coupling and is therefore of relatively low efficiency, this process requires boring of the sand to enable the inductors to reach the openings in the core in each liner, which causes difficult problems in guaranteeing a seal at the surfaces of contact between the sand and the set of cores in line with these passages. Also, any change in the throughput of the process affects the waiting time between heating the liners and casting, with the risk of causing scrap castings through excessive cooling of the liners which then, during casting, gives rise to the same problems as in example A.
The molding process was exactly the same as that described for example A, except that the liners were coated with lampblack after firing the liner support cores; four sets each consisting of a liner support core PCH and two cast iron liners C were manipulated at a distance of approximately 40 to 60 mm above an oxyacetylene torch flame adjusted to produce lampblack so that the liners were totally coated with lampblack. Deposition took approximately 40 seconds per liner and the liners, which became slightly heated during this operation, were then cooled naturally to room temperature in still air. During deposition the cores were masked to prevent deposition of lampblack on the sand.
The cores were then assembled as in example A, after which the metal was cast under the same conditions. After the engine block solidified, the coating quality and the intimate contact between the aluminum alloy and the liner were at least as good as in example B, although the casting operation was greatly facilitated. This is because, in the process in accordance with the invention, no mechanical or thermal intervention on the liners was required prior to casting. In particular, avoiding the need to bore the sand eliminates all risk of aluminum alloy leaking out during casting between the green sand and the chemical cores, which were made in a cold box.
The process in accordance with the invention was also applied with success to the same engine block by spraying onto the liners a mixture of methanol and carbon black, the carbon black being maintained in suspension by an agitator at a concentration of lampblack of 9 wt %. A compressed air gun was used for this purpose, operating at a pressure of 2.105 Pa, and with a distance between the gun and the liner of the order of 50 to 100 mm.
It was also verified that the process according to the invention could be used successfully to cast engine blocks by gravity in a metal mold by depositing lampblack onto the liners before assembly thereof into the metal mold in the casting position.
Of course, the present invention is in no way limited to the embodiments described, many variants and modifications of which will be evident to the skilled person.
| Number | Date | Country | Kind |
|---|---|---|---|
| 00 11784 | Sep 2000 | FR | national |
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| Number | Date | Country | |
|---|---|---|---|
| 20020046822 A1 | Apr 2002 | US |
