Compacted Graphite Iron a new material for diesel engine cylinder blocks

Wilson Luiz Guesser Tupy Fundies and UDESC (Universidade do Estado de Santa Catarina) [email protected] Rua Albano Schmidt, 3400 CEP 89.227- 901 Joinville SC - Fax: 55 47 441 8641

Abstract it is presented an overview of recent trends in diesel engines, in particular in Europe, and the consequences of the trends in material selection for cylinder blocks. The increasing demand for higher specific power and the need for weight reduction and decrease of emissions require the use of stronger materials for cylinder blocks, opening a promising space for compacted graphite iron (CGI). The properties of CGI are described, in particular those required for engine cylinder blocks (fatigue strength and elastic modulus).
Keywords diesel engines, compacted graphite iron, cylinder blocks

1) Introduction: In a study published in 2001, reporting the production of engine cylinder blocks (diesel and gasoline) in Europe, it was possible to see the continuous growth of aluminum (figure 1). The forecast of the study was a remarkable increase in the production of aluminum cylinder blocks, with the decrease on the participation of cast iron cylinder blocks. The reason is the trend to reduce the weight of the engine, reducing in this way the fuel consumption.

Production of engine cylinder blocks (x103)

aluminum

Gray iron

year

Figure 1 Production of engine cylinder blocks in Europe (up to 2001) and forecast. In 2001, 35% of the total was produced in aluminum. (Martin, 2003)

The forecast of figure 1 was not confirmed by the numbers of recent years, and the first reason is the growth of diesel engines. After the introduction of high-pressure common-rail technology, in 1997, it was observed an increase on the demand of diesel engines in Europe (see Fig. 2) (Buchholz, 2003). This growth is surrounded by requirements as: less fuel consumption, emissions reduction, and larger power output and torque. Improved performance, as operation efficiency and engine power density (Fig. 3), are being achieved by the rise of combustion chamber pressures, particularly for diesel engines. For diesel passenger cars, peak firing pressures in excess of 160 bar (Heap, 1999) or 180 bar (Vollrath, 2003) can be expected. Heavy-duty truck engines are expected to achieve peak pressures up to 200 bar (Heap 1999, Mohrdieck 2003).

Figure 2 The introduction of high-pressure common-rail technology in 1997 marked a significant turning point in European sales of diesel-fueled vehicles (Buchholz, 2003).

year

Figure 3 Time evolution of diesel engines specific power, according to FEV (Bick, 2003).

2) The materials scenario: In figure 4 it is compared Gray Iron, CGI and AlSi9Cu related to important properties for cylinder blocks and cylinder heads (Bick, 2003). It can be seen the low density and high thermal conductivity of aluminum alloys, the main reasons for the use of aluminum in cylinder heads.

Figure 4 Material properties, comparing CGI 400, Gray Iron 250 and AlSi9Cu (FEV Bick, 2003). However, aluminum alloys will hardly endure the high pressure numbers mentioned before for cylinder blocks (Martin et all, 2003). Some studies from AVL set limits of 150 bar (for in-line engines) and 130 bar (for V engines) for aluminum in diesel engine cylinder blocks (figure 5, Marquard & Sorger, 1997). Another weak point of aluminum alloys is their mechanical strength fast drop with raising temperatures. Over 1500 C there is a continuous decrease of mechanical properties with increasing temperature. For cast irons, it is possible to obtain tensile strength values from 220 MPa to 550 MPa in the bulkhead area, and those strength values remain stable with increasing temperatures, for example, up to 4000 C (Vollrath, 2003). To overcome the limits of aluminum, it was suggested the use of hybrid concepts, combining a frame of cast iron in an aluminum cylinder block (figure 6) (Bick, 2003). The high cost of that solution will probably limit the application to specific uses.

Figure 5 Peak firing pressure limits for various materials in diesel engine cylinder block (AVL - Marquard & Sorger, 1997)

Peak firing pressure (bar)

Figure 6 Hybrid design of cylinder block. Cast iron insert in aluminum cylinder block (Bick, 2003) Some other examples of tendencies in OEMs from Europe: Audi: manufactures 2,8 million engines per year; 85% cast iron and 15% aluminum alloys engine blocks. The forecast according to this company is that direct injection diesel engines will be made from gray iron, and in near future, from CGI. For turbocharged gasoline engines, with up to 20 bar average pressures, the engine blocks should be made from gray iron. For other engines, aluminum blocks should be used (Vollrath, 2003). MAN: for truck engines, the peak firing pressures will grow according to Fig. 7. For Euro 3, a peak firing pressure of 150 bar will be enough, while for Euro 4 (2005) the peak firing pressure will be increased up to 180, and for Euro 5 (2008) values of 200 bar will be necessary (Vollrath, 2003). Deutz: for the new engine 2014, gray iron grade 300 and section thickness of 5,0 mm are adequate for 195 bar peak firing pressure. For higher pressures, CGI will be necessary, despite the increasing costs of foundry and machining processes involved (Vollrath, 2003). Daimler Chrysler: for 2009, it is forecast for gasoline engines exhaust gas temperatures up to 1050 C; for diesel engines, it is expected peak firing pressure up to 200 bar and exhaust gas temperatures up to 850 C (Mohrdieck, 2003). One of the first CGI parts at Daimler Chrysler Germany will be a diesel engine cylinder head, in CGI Grade 400.

We can see from those examples the good opportunities for CGI. In a recent paper discussing CGI uses for engine cylinder blocks and heads, S. Dawson (2001) stated that the Iron Age is just beginning. His point of view, added to those from Rizzo (2001), discloses the enormous CGI potential for manufacturing engine components, especially for diesel engines.

Figure 7 In order to fulfill emissions standards requirements, the peak firing pressure in truck engines must surpass 200 bar, according to MAN (Vollrath, 2003)

3) CGI a new combination of properties: As shown in Fig. 8, the compacted graphite iron graphite particles appear as individual worm-shaped or vermicular particles. The particles are elongated and randomly oriented as in gray iron; however they are shorter and thicker, and have rounded edges. The compacted graphite morphology inhibits crack initiation and growth and is the source of the improved mechanical properties, as compared to gray iron. Compacted graphite iron invariably includes some nodular (spheroidal) graphite particles. The decision is to work with a small excess of magnesium, in order to avoid any flake graphite formation. As the nodularity increases, the strength and stiffness also increase, but only at the expense of castability and thermal conductivity (Guesser et all, 2001). It is usual to set a limit of 20% nodularity for CGI specifications. Table 1 shows mechanical properties of CGI, with grades from 300 to 500 MPa. Most of the developments for diesel cylinder blocks are concentrated on the grades 400 to 500.

Figure 8 CGI typical microstructure: 5% nodularity, 11% graphite, 229 particles/mm2.

Table 1 - CGI Grades German Standard VDG Merkblatt W50 (2002) Grade EN-GJV-300 EN-GJV-350 EN-GJV-400 EN-GJV-450 EN-GJV-500 UTS (MPa) 300-375 350-425 400-475 450-525 500-575 YS (MPa) 220-295 260-335 300-375 340-415 380-455 E (%) 1,5 1,5 1,0 1,0 0,5 HB 30 (typical results) 140-210 160-220 180-240 200-250 220-260

Typical mechanical properties for cylinder blocks are shown in Figure 9, with the samples obtained from the actual castings. The results allow the comparison between CGI and gray iron. It can be seen the increase on tensile strength, moving from gray iron to CGI.
600
CGI - UTS

600 CGI - UTS 500

500 UTS, YS (MPa) UTS, YS (MPa) 400 300 200 100 0 1.6L I4 1.0L I4 7.3L V8

CGI - YS

Gray - UTS

400 300 200 100 0 5.9L I6 4.1L I4 I4 Bed Plate 12.0L I6 3.4L V6 Gray UTS

Figure 9 - Mechanical properties of gray iron and CGI grades 500 (a) and 450 (b). Samples taken from the main bearing of the cylinder blocks. Results of fatigue strength tests can be seen on figure 10, comparing gray iron grade 250 and CGI grade 450, samples from an I6 5.9L diesel cylinder block. The fatigue limit for the gray iron lies in the range of 62 to 79 MPa, depending on the carbon content, while for the CGI the fatigue limit is 175 MPa. The raise of fatigue strength allows the designer to reduce the cylinder block weight.

Figure 10 - Fatigue Limit results for an I6 cylinder block 5.9 L 150 kg. Samples from the main bearings, push-pull test (R = -1, 10 Hz). Gray Iron Grade 250, 100% pearlite, 210-250 HB, CrCuSn. CGI Grade 450. 2-4% nodularity, <2% ferrite. 230-255 HB. (Guesser, 2003). CGI also shows a higher elastic modulus, when compared to gray iron. The results in Figure 11 were obtained from two sources: test bars and main bearings of a 12.0L cylinder block. The increase in elastic modulus, from 100 GPa for gray iron to 150 GPa for CGI, results in slighter cylinder bore distortion as reported by Tholl et all (1996), therefore reducing oil consumption and emissions.

Figure 11 Elastic modulus of gray iron and CGI grade 400. 12.0L I6 cylinder block (Guesser, 2003). As a result of mechanical properties improvements, a recent design study conducted by AVL Austria (Sorger & Holland, 1999) has evaluated downsizing opportunities for a 1.8 L diesel engine cylinder block, converting from gray iron to CGI. The benefits of this conversion included: 9% reduction in overall weight of the finished engine 22% reduction in weight of machined cylinder block 15% reduction in overall length of the finished engine 5% reduction in both; height and width of the finished engine

4) Examples of Engines with CGI Cylinder Blocks:

BMW V8 (Birch, 1999; Luchner, 1999) V8 3,9L power output -180 kW (245 hp) at 4000 rpm specific power - 46,2 kW/L maximum torque of 560 N.m between 1750 and 2500 rpm acceleration 0-100 km/h in 8.4 s fuel consumption 9,9 litres/100 km maximum injection pressure of 135 MPa adjustment of turbochargers by electric motors two intercoolers four-valve combustion chambers with the injection nozzle located in the middle cooled exhaust gas recirculation cracked bearing caps cylinder block in CGI 500 cylinder head in aluminum exhaust manifold in ductile iron (Ni Resist) emissions close to Euro3

Audi V8 (Birch, 1999; Kassack, 2000) 3,3 L V8 32 valves 165 kW (50 kW/L) 480 N.m of torque available from 1800 to 3000 rpm. direct-injection common rail cylinder pressures up to 160 bar variable turbine geometry turbochargers fuel consumption 9,7 L / 100 km cylinder block in CGI 450 emissions according to Euro 3

DAF XE390-C (Lampic-Oplnder, 1999) I6 12,6L 1050 kg 390 kW 2350 N.m at 1100 to 1500 rpm emissions according to Euro 3 cylinder block in CGI 400

Ford PSA Jaguar V6 (Birch, 2003) 2.7L V6 Diesel 202 kg up to 152 kW up to 440 N.m common-rail direct injection twin turbochargers emissions according to Euro 4 cylinder block in CGI 450

The Ford PSA V6 is the first high volume engine with CGI cylinder block to be manufactured. The production started in Oct. 2003. The cylinder block is casted at Tupy Fundies, Plant Joinville Brazil, using the SinterCast technology to control the liquid metal. Some machining operations are also made at Tupy. 5) Perspectives: The use of CGI in engine parts is just starting, fitting a marked need for a stronger material in cylinder blocks for diesel engines. The unique mechanical and physical properties of CGI make the material ideally suited to solve some of the problems of light-weight design in diesel engines. The increasing demands for emissions reduction promise new opportunities for CGI. 6) References: Bick, W et all. Light weight engine concepts for 200 bar peak firing pressure. 5th CGI Machining Workshop. Darmstadt, Germany, Sept 2003. Birch, S. Diesel power for the luxury car market. Automotive Engineering International SAE, Sept 1999, pp.18-22. Birch, S. PSA and Ford: the next diesels Automotive Engineering International SAE, Oct 2003, pp32. Buchholz, K. Why diesels, why not?. Automotive Engineering International SAE, Aug 2003, pp.65-66. Dawson, S. Lost and Foundry. Engine Technology International, n4, 2001, pp. 48-52. Guesser, W: Schroeder, T; Dawson, S. Production experience with compacted graphite iron automotive components. AFS Transactions 2001. Guesser, W. Building a manufacturing competence in CGI cylinder blocks and heads. 5th CGI Machining Workshop. Darmstadt, Germany, Sept 2003. Heap, M. Compacted Graphite Iron. Engine Technology International, n.2, 1999, pp. 70. Kassac, J. Machining of CGI 40 experiences and requirements. CGI Machining Workshop, PTWSinterCast, Darmstadt, Germany, Nov 2000. Lampic-Oplnder, M. Erfolgreiche Materialsubstitution fr den neuen DAF XE 390 Motor. CGI Design & Machining Workshop, SinterCast-AVL-PTW, Bad Nauheim, Germany, 1999. Luchner, C. Bruchtrennen von GGV am Beispiel das neuen BMW V8-Dieselmotors. CGI Design & Machining Workshop, SinterCast-AVL-PTW, Bad Nauheim, Germany, 1999. Marquard, R & Sorger, H. Modern Engine Design. CGI Design and Machining Workshop, Sintercast PTW Darmstadt, Bad Homburg, Germany, Nov 1997. Marquard, R; Sorger, H; McDonald, M. Crank it up new materials create new

possibilities. Engine Technology International, n. 2, 1998, pp.58-60. Martin, T; Weber, R; Kaiser, R.W. Dnnwandige Zylinderblcke aus Gusseisen. Giesserei-Erfahrungsaustauch, n.8, 2003, pp. 357-362. Mohrdieck, C. Innovations in Iron Casting for Automotive Applications. 5th CGI Machining Workshop PTW Darmstadt, Germany, Sept 2003. Reuter, U. TDI Technology CGI and Audi. 5th CGI Machining Workshop. Darmstadt, Germany, Sept 2003. Rizzo, F. Cast a production line. Engine Technology International, n.4, 2001, pp. 54-55. Sorger, H & Holland, T. The effect of downsizing on light-weight engine design. CGI Design and Machining Workshop, Auburn Hills, MI, Nov 1999. Tholl, M; Magata, A; Dawson, S. Practical experience with passenger car engine blocks produced in high quality compacted graphite iron. SAE Paper 960297, SAE Congress, Detroit, 1996 Vollrath, K. Motorguss Werden die Werkstoffkarten neu gemischt?. Kontruiren + Giessen, vol 28, n2, 2003, pp. 25-27