自生颗粒增强铝基复合材料汽缸套的制备技术及其应用研究
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摘要
本文采用离心铸造工艺制备了一种新型、轻质的自生颗粒增强铝基复合材料汽缸套，并为实现该铝合金缸套在发动机上的应用开展了系统的实验研究。
本文首先采用离心铸造法制备了分别含有不同自生颗粒的复合材料Al-18Si-7Mg、Al-18Si-7Ni、Al-18Si-7Ti，采用X射线衍射（XRD）、扫描电镜（SEM）、X射线能谱议（EDS）及光学显微镜（OM）分析了各复合材料微观组织，并检测了各铸件的力学性能。对比研究发现，Al-18Si-7Mg铸件内层中偏聚了大量的初晶Si/Mg_2Si颗粒，形成了颗粒增强层，外层没有颗粒，且内层颗粒体积分数高达24.16%，具有优良的力学性能，适用于制备铝合金缸套。为了使Al-Si-Mg合金缸套应用于发动机上，本文开展了前期的材料成分系统研究、铸件成形工艺研究，中期的铝合金缸套毛坯成形及质量控制研究及后期的铝合金缸套压铸工艺研究、机械加工工艺研究、缸套内表面处理、台架实验等，并采用自制的传热装置对全铝合金汽缸体的传热性能进行了测试，对装配有铝合金缸套的全铝发动机进行了道路实验。
通过材料成分系统研究，发现Al-xSi-yMg合金中，当x≥12.8＋0.49y且y≥5时，合金中同时形成初晶Si、Mg_2Si颗粒；当x<12.8＋0.49y且y≥5，合金中只形成初晶Mg_2Si颗粒；当x≥12.8＋0.49y且y<5时，合金中只形成初晶Si颗粒；当x<12.8＋0.49y且y<5时，合金中不形成初晶颗粒。随着Si含量的增加（Mg含量不变），Al-xSi-Mg铸件增强层厚度在整个铸件厚度所占比例，k，逐渐增加；随着Mg含量的增加（Si含量不变），k值呈现不同的变化趋势：当m(Si)≤20%时，k值随着Mg含量的增加先减小后增大；当m(Si)≥25%时，k值随着Mg含量的增加而增大。
通过对铸件的成形工艺研究，发现k值随浇温或模温的升高而增大，最大值达0.59；随离心转速增大，k值由1.0逐渐减小至0.53。随着工艺参数的改变，铸件增强层内的初晶Si，Mg_2Si颗粒体积分数及尺寸大小呈现不同的梯度分布，并且，初晶颗粒的形貌也发生较大变化，其圆度值，F，出现极低值0.3～0.5。
根据不同的缸套尺寸分别离心铸造试制了宗申149cc和109cc风冷发动机缸套毛坯，嘉陵600cc及东风小康1300cc水冷发动机缸套毛坯。实验发现，通过降低浇注温度可以消除铸件中的孔洞及裂纹，通过①自制的氩气“静态喷吹”装置净化熔体，降低熔体中的夹渣、杂质含量和②提高离心转速使铸件中微小的夹渣物聚拢并车削加工，可以消除铸件中的夹渣，实现缸套毛坯的质量可控。
合适的模具尺寸、铸件尺寸是获得具有理想偏聚层厚度的缸套产品的必要条件。以宗申149cc发动机缸套尺寸为例：设定铸件壁厚为xmm，则铸件的原始偏聚层最小厚度值为0.45xmm，其铸件内表面的车削加工尺寸为b≥3.0mm，加工后剩余偏聚层厚度d≥1.5mm。设定模具内径为ymm，缸套内径粗加工尺寸为62mm，则得模具内径应为79.3mm，铸件壁厚在11.65～13.0mm，其偏聚层厚度为：5.24≤f≤5.85mm，铸件内表面车削值为：3.0≤b≤4.35mm，其剩余偏聚层厚度为：1.5≤d≤2.24mm，铸件外表面的理论车削值为： c=2.15mm。
将铝合金缸套在工厂里与铝合金缸体进行压铸成形时发现，高压压铸时，铝合金缸套较大的热膨胀量会导致压铸过程中缸体内出现“跑水”，为此，压铸前加工铝合金缸套内孔时要适当缩小尺寸，一般取其加工范围的下偏差。低压压铸时，由于铝合金缸套的压铸预热温度较低，压铸时易造成充型不完整，为此，要适当提高压铸机的工作压力。
通过计算铝合金缸套-缸体与铸铁缸套-缸体的理论传热值，发现本研究铝合金缸套-缸体的传热能力是铸铁缸套-缸体的2倍以上；首次通过“实验测温-数据曲线拟合法”测算铝合金缸套/铝合金缸体发动机工作时汽缸内表面的温度为231℃，同时得到铸铁缸套/铝合金缸体的内表面为242℃，表明铝合金缸套/铝合金缸体具有优良的传热性能。
对铝合金缸套内表面进行传统的珩磨处理后发现，其形成的交叉网纹的粗糙度过大，在台架实验中易发生“拉缸”现象。实验发现，将珩磨工艺与自制的SiC—毛毡抛光装置结合起来，能够在铝合金缸套内表面形成合适的网纹。
采用10wt%的NaOH溶液在25℃条件下对宗申通用109cc空冷发动机铝合金缸套腐蚀处理并进行台架实验，测得其总的（HC+NOx）排放量较铸铁缸套上升了10%，未能有益于减少尾气排放。对腐蚀处理后的嘉陵600cc水冷发动机铝合金缸套进行台架实验，测得发动机的最大功率达22.66kw，最大转矩达44.37N·m，达到了该发动机的设计要求，并且，全铝合金汽缸缸温有明显降低，表明铝合金缸套在该机型上具有应用的可能性。
对腐蚀处理后的东风小康1300cc水冷发动机铝合金缸套汽缸进行了装车（安装在长安集团公司生产的1.3L“镭蒙”牌轻型面包车上），进行了一年多的道路测试。该车现已完成初期30000公里测试，目前运行良好，有望获得应用。
The centrifugal casting process was adopted to fabricate a new lightweightaluminum matrix composite material cylinder liner reinforced with in-situ particulate,and the system experimental studies were carried out to realize the application of thealuminum alloy cylinder liner in the engine.
The centrifugal casting process was used to prepare Al-18Si-7Mg, Al-18Si-7Ni andAl-18Si-7Ti composite materials which contain different in-situ particles. The X raydiffraction, scanning electron microscopy, X ray energy spectrometer and opticalmicroscopy were adopted to analyze the microstructures of the composite materials, andthe mechanical properties of them were tested as well.
It is found that a large number of primary Si/Mg_2Si particles were segregated in theinner layer of Al-18Si-7Mg casting, while no particle was in the outer layer. Themaximum particle volume fraction in the inner layer was up to24.16vol.%, whichcontributed the highest hardness and superior wear resistance for the casting. Thus,among the three alloys, Al-18Si-7Mg was most suitable for use in the preparation ofaluminum alloy cylinder sleeve. In order to make the Al-Si-Mg alloy cylinder liner beapplied in the engine, the preliminary researches of material composition, centrifugalcasting parameters, the metaphase study of the quality control of the fabrication ofcylinder liner blanks and the later stage experiments of the die-casting technology, themachining process, the inner surface processing of the cylinder bore and the bench testof the cylinder liner were implemented. A self-made device was used to measure theheat transfer performance of the aluminum alloy cylinder. A Road test was conducted toexamine the use of the all-aluminum engine assembled Al-Si-Mg alloy cylinder sleeve.
Through material composition research, it is found that in the Al-xSi-yMg alloy,primary Si and Mg_2Si are formed on the condition of x≥12.8＋0.49y, y≥5(15≤x≤30,y≤8); only primary Si particles are formed on the condition of x≥12.8＋0.49y, y<5; onlyprimary Mg_2Si particles are formed on the condition of x<12.8＋0.49y, y≥5; and noparticle is formed on the condition of x<12.8＋0.49y, y<5. With the increase of Sicontent (constant Mg content), the ratio, k, describing the particle accumulation area interms of the whole cross section of the casting, increased gradually. With the increase ofMg content (constant Si content), a different variant rule of k occurred: as m(Si)≤20%, kdecreases first and then increases with the increase of Mg content; as m(Si)≥25%, k increases continuously with the increase of Mg content.
Through the studies of forming process to the castings, it is found that the value ofk increased gradually to the peak of0.59with the ascendant pouring temperature andmold temperatures; the value of k gradually decreased from1.0to0.53with the increaseof centrifugal speed. With the changed processing parameters, the volume fraction andthe size of primary Si, Mg_2Si particles show different gradient distribution. Themorphologies of particles also produce bigger change, their roundness values, F,appearing a very low value of0.3～0.5.
According to the different dimensions of cylinder liners, the air-cooled engine of149cc and109cc cylinder blank from Zongshen, and the water-cooled engine of600cccylinder blank from Jialing and1300cc cylinder blank from DFSK were fabricated bycentrifugal casting. It is found that the holes and cracks in castings can be eliminatedthrough reducing the pouring temperature. The slag inclusions and impurities can bereduced by using homemade argon "static blowing" device to purify the melt, and theslag can be collected by improving the centrifugal speed. Thus, the quality control ofcylinder blanks is realized through machining.
A suitable mold size and casting size are necessary conditions to obtain cylinderliner products having ideal thickness of particle segregation layer. Taking the cylindersize of149cc engine from Zongshen as an example, set the wall thickness of a castingxmm, then, the original minimum thickness of segregation layer in the casting is0.45xmm, the machining dimension of the inner surface is b≥3.0mm, and the remainingthickness value of the segregation layer is d≥1.5mm. Set the inside diameter of the moldis ymm, and the rough machining size of inside diameter of the cylinder liner is knownof62mm. As a result, the inside diameter of the mold should be79.3mm, the wallthickness of the casting ranges from11.65mm to13.0mm, the thickness value of thesegregation layer is5.24≤f≤5.85mm, the cutting value of the inner surface is3.0≤b≤4.35mm, the remaining thickness of the segregation layer is1.5≤d≤2.24mm, and the theory turning value of the outer surface of the castingcasting is c=2.15mm.
During the process of high pressure die casting, the larger thermal expansion ofaluminum alloy cylinder liner would cause the action of "running water" in the cylinderbody, therefore, the machining dimension of the cylinder bore needs a appropriatereduction. Generally speaking, a lower value in the processing scope is accepted.During the process of low pressure die casting, the cavity tends to be incomplete filled as a result of a low preheated temperature of the aluminum cylinder liner, therefore, theworking pressure of the die casting machine should be appropriate to increase.
Through the theory calculation of heat transfer of aluminum alloy cylinder sleeve–aluminum block and the cast iron cylinder liner-aluminum cylinder block, it is foundthat the heat transfer ability of aluminum alloy cylinder sleeve is more than twice thanthat of cast iron cylinder liner. Through the “experiment of temperaturemeasurement-data of curve fitting” method, it is the first time to find that thetemperature of the inner surface of the aluminum block is231°C while it is242°C forthe iron cylinder liner-aluminum cylinder block, which proves that aluminum alloycylinder has a better heat transfer performance.
The traditional honing processing was adopted to machine the inner surface ofaluminum alloy cylinder sleeve, and it is found that the formed cross reticulate is toorough, so that the phenomenon of piston scraping is easy to occur in the bench test.Through experimental exploration, the combination of honing process and a homemadeSiC-felt polishing device is proved to be feasible to produce appropriate reticulates inthe inner surface of aluminum alloy cylinder sleeve.
Using10wt%NaOH solution to corrode the aluminum alloy cylinder liner used in109cc air-cooled engine from Zongshen at25°C, it is found that the measurement oftotal (HC+NOx) emissions rose by10%than that of cast iron cylinder liner during thebench test, which is not beneficial to exhaust emissions. After the corrosion treatmenton aluminum alloy cylinder liner used in600cc water-cooled engine from Jialing, themeasured maximum engine power and engine torque reach22.66kw and44.37N·m,respectively, in the bench test, which meets the original design demand. Also, thetemperature of the aluminum cylinder is significantly reduced during bench test.
A road test was carried out on corroded aluminum alloy cylinder liner used in1300cc water-cooled engine from DFSK. The aluminum alloy cylinder liner assembledin an engine has now completed an initial test phase of30000km, and runs well atpresent, which is expected to be applied.
本文首先采用离心铸造法制备了分别含有不同自生颗粒的复合材料Al-18Si-7Mg、Al-18Si-7Ni、Al-18Si-7Ti，采用X射线衍射（XRD）、扫描电镜（SEM）、X射线能谱议（EDS）及光学显微镜（OM）分析了各复合材料微观组织，并检测了各铸件的力学性能。对比研究发现，Al-18Si-7Mg铸件内层中偏聚了大量的初晶Si/Mg_2Si颗粒，形成了颗粒增强层，外层没有颗粒，且内层颗粒体积分数高达24.16%，具有优良的力学性能，适用于制备铝合金缸套。为了使Al-Si-Mg合金缸套应用于发动机上，本文开展了前期的材料成分系统研究、铸件成形工艺研究，中期的铝合金缸套毛坯成形及质量控制研究及后期的铝合金缸套压铸工艺研究、机械加工工艺研究、缸套内表面处理、台架实验等，并采用自制的传热装置对全铝合金汽缸体的传热性能进行了测试，对装配有铝合金缸套的全铝发动机进行了道路实验。
通过材料成分系统研究，发现Al-xSi-yMg合金中，当x≥12.8＋0.49y且y≥5时，合金中同时形成初晶Si、Mg_2Si颗粒；当x<12.8＋0.49y且y≥5，合金中只形成初晶Mg_2Si颗粒；当x≥12.8＋0.49y且y<5时，合金中只形成初晶Si颗粒；当x<12.8＋0.49y且y<5时，合金中不形成初晶颗粒。随着Si含量的增加（Mg含量不变），Al-xSi-Mg铸件增强层厚度在整个铸件厚度所占比例，k，逐渐增加；随着Mg含量的增加（Si含量不变），k值呈现不同的变化趋势：当m(Si)≤20%时，k值随着Mg含量的增加先减小后增大；当m(Si)≥25%时，k值随着Mg含量的增加而增大。
通过对铸件的成形工艺研究，发现k值随浇温或模温的升高而增大，最大值达0.59；随离心转速增大，k值由1.0逐渐减小至0.53。随着工艺参数的改变，铸件增强层内的初晶Si，Mg_2Si颗粒体积分数及尺寸大小呈现不同的梯度分布，并且，初晶颗粒的形貌也发生较大变化，其圆度值，F，出现极低值0.3～0.5。
根据不同的缸套尺寸分别离心铸造试制了宗申149cc和109cc风冷发动机缸套毛坯，嘉陵600cc及东风小康1300cc水冷发动机缸套毛坯。实验发现，通过降低浇注温度可以消除铸件中的孔洞及裂纹，通过①自制的氩气“静态喷吹”装置净化熔体，降低熔体中的夹渣、杂质含量和②提高离心转速使铸件中微小的夹渣物聚拢并车削加工，可以消除铸件中的夹渣，实现缸套毛坯的质量可控。
合适的模具尺寸、铸件尺寸是获得具有理想偏聚层厚度的缸套产品的必要条件。以宗申149cc发动机缸套尺寸为例：设定铸件壁厚为xmm，则铸件的原始偏聚层最小厚度值为0.45xmm，其铸件内表面的车削加工尺寸为b≥3.0mm，加工后剩余偏聚层厚度d≥1.5mm。设定模具内径为ymm，缸套内径粗加工尺寸为62mm，则得模具内径应为79.3mm，铸件壁厚在11.65～13.0mm，其偏聚层厚度为：5.24≤f≤5.85mm，铸件内表面车削值为：3.0≤b≤4.35mm，其剩余偏聚层厚度为：1.5≤d≤2.24mm，铸件外表面的理论车削值为： c=2.15mm。
将铝合金缸套在工厂里与铝合金缸体进行压铸成形时发现，高压压铸时，铝合金缸套较大的热膨胀量会导致压铸过程中缸体内出现“跑水”，为此，压铸前加工铝合金缸套内孔时要适当缩小尺寸，一般取其加工范围的下偏差。低压压铸时，由于铝合金缸套的压铸预热温度较低，压铸时易造成充型不完整，为此，要适当提高压铸机的工作压力。
通过计算铝合金缸套-缸体与铸铁缸套-缸体的理论传热值，发现本研究铝合金缸套-缸体的传热能力是铸铁缸套-缸体的2倍以上；首次通过“实验测温-数据曲线拟合法”测算铝合金缸套/铝合金缸体发动机工作时汽缸内表面的温度为231℃，同时得到铸铁缸套/铝合金缸体的内表面为242℃，表明铝合金缸套/铝合金缸体具有优良的传热性能。
对铝合金缸套内表面进行传统的珩磨处理后发现，其形成的交叉网纹的粗糙度过大，在台架实验中易发生“拉缸”现象。实验发现，将珩磨工艺与自制的SiC—毛毡抛光装置结合起来，能够在铝合金缸套内表面形成合适的网纹。
采用10wt%的NaOH溶液在25℃条件下对宗申通用109cc空冷发动机铝合金缸套腐蚀处理并进行台架实验，测得其总的（HC+NOx）排放量较铸铁缸套上升了10%，未能有益于减少尾气排放。对腐蚀处理后的嘉陵600cc水冷发动机铝合金缸套进行台架实验，测得发动机的最大功率达22.66kw，最大转矩达44.37N·m，达到了该发动机的设计要求，并且，全铝合金汽缸缸温有明显降低，表明铝合金缸套在该机型上具有应用的可能性。
对腐蚀处理后的东风小康1300cc水冷发动机铝合金缸套汽缸进行了装车（安装在长安集团公司生产的1.3L“镭蒙”牌轻型面包车上），进行了一年多的道路测试。该车现已完成初期30000公里测试，目前运行良好，有望获得应用。
The centrifugal casting process was adopted to fabricate a new lightweightaluminum matrix composite material cylinder liner reinforced with in-situ particulate,and the system experimental studies were carried out to realize the application of thealuminum alloy cylinder liner in the engine.
The centrifugal casting process was used to prepare Al-18Si-7Mg, Al-18Si-7Ni andAl-18Si-7Ti composite materials which contain different in-situ particles. The X raydiffraction, scanning electron microscopy, X ray energy spectrometer and opticalmicroscopy were adopted to analyze the microstructures of the composite materials, andthe mechanical properties of them were tested as well.
It is found that a large number of primary Si/Mg_2Si particles were segregated in theinner layer of Al-18Si-7Mg casting, while no particle was in the outer layer. Themaximum particle volume fraction in the inner layer was up to24.16vol.%, whichcontributed the highest hardness and superior wear resistance for the casting. Thus,among the three alloys, Al-18Si-7Mg was most suitable for use in the preparation ofaluminum alloy cylinder sleeve. In order to make the Al-Si-Mg alloy cylinder liner beapplied in the engine, the preliminary researches of material composition, centrifugalcasting parameters, the metaphase study of the quality control of the fabrication ofcylinder liner blanks and the later stage experiments of the die-casting technology, themachining process, the inner surface processing of the cylinder bore and the bench testof the cylinder liner were implemented. A self-made device was used to measure theheat transfer performance of the aluminum alloy cylinder. A Road test was conducted toexamine the use of the all-aluminum engine assembled Al-Si-Mg alloy cylinder sleeve.
Through material composition research, it is found that in the Al-xSi-yMg alloy,primary Si and Mg_2Si are formed on the condition of x≥12.8＋0.49y, y≥5(15≤x≤30,y≤8); only primary Si particles are formed on the condition of x≥12.8＋0.49y, y<5; onlyprimary Mg_2Si particles are formed on the condition of x<12.8＋0.49y, y≥5; and noparticle is formed on the condition of x<12.8＋0.49y, y<5. With the increase of Sicontent (constant Mg content), the ratio, k, describing the particle accumulation area interms of the whole cross section of the casting, increased gradually. With the increase ofMg content (constant Si content), a different variant rule of k occurred: as m(Si)≤20%, kdecreases first and then increases with the increase of Mg content; as m(Si)≥25%, k increases continuously with the increase of Mg content.
Through the studies of forming process to the castings, it is found that the value ofk increased gradually to the peak of0.59with the ascendant pouring temperature andmold temperatures; the value of k gradually decreased from1.0to0.53with the increaseof centrifugal speed. With the changed processing parameters, the volume fraction andthe size of primary Si, Mg_2Si particles show different gradient distribution. Themorphologies of particles also produce bigger change, their roundness values, F,appearing a very low value of0.3～0.5.
According to the different dimensions of cylinder liners, the air-cooled engine of149cc and109cc cylinder blank from Zongshen, and the water-cooled engine of600cccylinder blank from Jialing and1300cc cylinder blank from DFSK were fabricated bycentrifugal casting. It is found that the holes and cracks in castings can be eliminatedthrough reducing the pouring temperature. The slag inclusions and impurities can bereduced by using homemade argon "static blowing" device to purify the melt, and theslag can be collected by improving the centrifugal speed. Thus, the quality control ofcylinder blanks is realized through machining.
A suitable mold size and casting size are necessary conditions to obtain cylinderliner products having ideal thickness of particle segregation layer. Taking the cylindersize of149cc engine from Zongshen as an example, set the wall thickness of a castingxmm, then, the original minimum thickness of segregation layer in the casting is0.45xmm, the machining dimension of the inner surface is b≥3.0mm, and the remainingthickness value of the segregation layer is d≥1.5mm. Set the inside diameter of the moldis ymm, and the rough machining size of inside diameter of the cylinder liner is knownof62mm. As a result, the inside diameter of the mold should be79.3mm, the wallthickness of the casting ranges from11.65mm to13.0mm, the thickness value of thesegregation layer is5.24≤f≤5.85mm, the cutting value of the inner surface is3.0≤b≤4.35mm, the remaining thickness of the segregation layer is1.5≤d≤2.24mm, and the theory turning value of the outer surface of the castingcasting is c=2.15mm.
During the process of high pressure die casting, the larger thermal expansion ofaluminum alloy cylinder liner would cause the action of "running water" in the cylinderbody, therefore, the machining dimension of the cylinder bore needs a appropriatereduction. Generally speaking, a lower value in the processing scope is accepted.During the process of low pressure die casting, the cavity tends to be incomplete filled as a result of a low preheated temperature of the aluminum cylinder liner, therefore, theworking pressure of the die casting machine should be appropriate to increase.
Through the theory calculation of heat transfer of aluminum alloy cylinder sleeve–aluminum block and the cast iron cylinder liner-aluminum cylinder block, it is foundthat the heat transfer ability of aluminum alloy cylinder sleeve is more than twice thanthat of cast iron cylinder liner. Through the “experiment of temperaturemeasurement-data of curve fitting” method, it is the first time to find that thetemperature of the inner surface of the aluminum block is231°C while it is242°C forthe iron cylinder liner-aluminum cylinder block, which proves that aluminum alloycylinder has a better heat transfer performance.
The traditional honing processing was adopted to machine the inner surface ofaluminum alloy cylinder sleeve, and it is found that the formed cross reticulate is toorough, so that the phenomenon of piston scraping is easy to occur in the bench test.Through experimental exploration, the combination of honing process and a homemadeSiC-felt polishing device is proved to be feasible to produce appropriate reticulates inthe inner surface of aluminum alloy cylinder sleeve.
Using10wt%NaOH solution to corrode the aluminum alloy cylinder liner used in109cc air-cooled engine from Zongshen at25°C, it is found that the measurement oftotal (HC+NOx) emissions rose by10%than that of cast iron cylinder liner during thebench test, which is not beneficial to exhaust emissions. After the corrosion treatmenton aluminum alloy cylinder liner used in600cc water-cooled engine from Jialing, themeasured maximum engine power and engine torque reach22.66kw and44.37N·m,respectively, in the bench test, which meets the original design demand. Also, thetemperature of the aluminum cylinder is significantly reduced during bench test.
A road test was carried out on corroded aluminum alloy cylinder liner used in1300cc water-cooled engine from DFSK. The aluminum alloy cylinder liner assembledin an engine has now completed an initial test phase of30000km, and runs well atpresent, which is expected to be applied.
引文
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