Browse Topic: Silicon alloys

Items (64)
The present investigation pertains to effect of different levels of modifiers (Na) in the Al-11.1Si hypo-eutectic alloy casting process. The investigation deals with the porosity analysis of the hypo-eutectic Al-Si alloy casting with varying master alloy, composition and holding time. The modifiers used for the investigation is sodium. Four levels of compositions addition of modifier as sodium is selected for the casting process which are 0.03%, 0.06%, 0.09%, &0.12%. The holding times selected for each composition are 10min, 20min and 30min respectively. The introduction sodium to an Al-Si alloy results in a complete transformation of Si particles, changing them from coarse plates to fine fibres, irrespective of the cooling conditions. The reduction in eutectic growth temperature due to sodium addition was consistently associated with the degree of modification, regardless of the initial microstructure coarseness. Employing modification treatment significantly enhances elongation to failure, particularly when intermetallic compounds are effectively refined in size. The microstructure of the experimental samples is characterized by using differential interference contrast optical image analyzer and found out the level of modification, and then it compared with the porosity level in the sample. The radiography imaging technique confirms that Na that 0.12% addition is giving very less shrinkage porosity.
Manivannan, S.Daniel Das, A.Suresh Balaji, R.Marimuthu, S.
Electrical steels are silicon alloyed steels that possess great magnetic properties, making them the ideal material choice for the stator and rotor cores of electric motors. They are typically comprised of laminated stacks of thin electrical steel sheets. An electric motor can reach high temperatures under a heavy load, and it is important to understand the combined effect of temperature and load on the electrical steel’s performance to ensure the long life and safety of electric vehicles. This study investigated the fatigue strength and failure behavior of a 0.27mm thick electrical steel sheet, where the samples were prepared by a stamping process. Stress-control fatigue tests were performed at both room temperature and 150°C. The S-N curve indicated a decrease in the fatigue strength of the samples at the elevated temperature compared to the room temperature by 15-25 MPa in the LCF and HCF regimes, respectively. Looking at the fracture surface, the room temperature samples at both the low- and high-cycle regimes showed some intergranular cleavage facets along with predominant transgranular facets in the crack initiation zone and transitioned to only transgranular cleavage facets in the crack propagation zone. In contrast, the high-temperature samples showed a smaller fatigue damage zone, and outside of this zone, the main failure mechanism was severe necking for both the low- and high-cycle samples. An important finding here was that the crack always initiated from the breakaway zone on the stamped edge of the samples. The higher temperature adversely affected the fatigue strength, as the higher temperature releases residual stresses and annihilates dislocation density induced during the sheet manufacturing and sample preparation, resulting in shorter fatigue life.
Gill, GurmeetBehravesh, BehzadSaha, DulalZhang, WenshengChen, JimLamonaca, GianniMills, MarieJahed, Hamid
This specification covers a low-carbon steel in the form of sheet and strip coated on both faces with aluminum-silicon alloy by the hot-dip process.
AMS E Carbon and Low Alloy Steels Committee
This SAE standard defines the most commonly used terms for pistons. These terms designate either types of pistons or certain characteristics and phenomena of pistons.
Piston and Ring Standards Committee
Critical Wear Assessment of AA8011/Hybrid Metal Matrix Composites with Surface Amendment Using Friction Stir Process2019-28-009610/11/2019
Friction Stir Process (FSP) was employed for surface modification of steel, titanium, aluminum and magnesium-based alloy has been significantly revised through the last decade. Friction Stir Process can improve surface properties such as hardness, abrasion resistance, ductility, strength, fatigue life, corrosion resistance and formability without upsetting the bulk properties of the material. The aluminum alloy having low ductility and softness characteristics are restricted because of their poor tribological properties. Preliminary studies reveal that, an ideal circumstance is to improve the aluminum alloy material life cycles by the way of strengthening the surface layer which can be modified through reinforcing nanoparticles through FSP. The main objective of the study is to improve the surface properties of AA8011 by adding nanoparticles such as SMA and silicon nitrate (Si3N4) through friction stir process. By the way, this experiment was carried out to obtain three set of samples like virgin AA8011, AA8011 with shape memory alloy and AA8011 along with shape memory alloy and silicon nitride during FSP under optimal process parametric condition. The nanoparticles distribution was improved after each FSP pass and improvement in mechanical properties was observed. On the other hand, to assess the tribological performance of prepared hard surface, three samples were taken for tribo meter test. During this study the influenced process parameters were varied out with 10,20,30,40 N of load and 1000, 2000m sliding distance and responses were calculated on wear rate and co-efficient of friction. The wear rate and friction coefficient for alloy, composite and hybrid composite decrease with increase in sliding distance. Further increase in the applied load, the wear rate increased, and friction coefficient decreased. Hybrid composites of AA8011 along with shape memory alloy and silicon nitride specimen have shown significant tribological outcome than other samples. This hybrid FSP sample makes them as reliable alternate material for aerospace and automotive application components in tribological areas.
Ranganathan, SoundararajanRamachandran, Shri VigneshPalanivelu, RamprakashRamasamy, Saravanakumar
This SAE Part Standard covers selected metric screws, hex bolts, and nuts manufactured in accordance with American Society for Testing and Materials (ASTM) and SAE fastener standards. This document covers fastener materials often used in ship systems and equipment but its use may be applied wherever fasteners of the covered materials are used. This document permits the fasteners to be identified and ordered by a part or identifying number (PIN) as defined in this document.
Ship Systems - Fasteners Committee
The intent of this ARP is to provide guidance to assist users in choosing compatible component finishes/platings to achieve the best corrosion resistance performance for compatible components/couples. This SAE Recommended Practice is intended as a guide toward standard practice and is subject to change to keep pace with experience and technical advances. A galvanic compatibility table is provided to assist with the compatible plating/finish selection. Specific plating performance parameters for each individual plating and each connector/accessory specification have also been provided to assist the product user with compatible plating/finish selection.
AE-8C1 Connectors Committee
In working with various medical equipment such as needles, syringes, trocars, cannulas, guide-wires, catheters, and valves, medical device designers must account for friction in the form of insertion, drag, and break-loose forces. A biocompatible silicone lubricant can significantly reduce friction at interfaces between components and between components and human tissue.
The bearing performance of steel backed half bearings, bushings, and washers is dependent on the properties and thickness of the lining alloy, the strength and dimensional stability of the steel backing (usually SAE 1010) and the strength of the bond between the lining alloy and the backing. This SAE Information Report is primarily concerned with the properties of the lining alloys used in automotive applications, in particular, the crankshaft bearings of the internal combustion engine.
Metals Technical Committee
For convenience, this SAE Information Report is presented in two parts as shown below. To avoid repetition, however, data applicable to both wrought and cast alloys is included only in Part 1. Part I—Wrought Copper and Copper Alloys Types of Copper (Table 1) General Characteristics (Table 3) Electrical Conductivity Thermal Conductivity General Mechanical Properties (Table 10) Yield Strength Fatigue Strength Physical Properties (Table 2) General Fabricating Properties (Table 3) Formability Bending Hot Forming Machinability Joining Surface Finishing Color Corrosion Resistance Effect of Temperature Typical Uses (Table 3) Part II—Cast Copper Alloys Types of Casting Alloys Effects of Alloy Elements and Impurities General Characteristics (Table 11) Physical Properties (Table 12) Typical Uses (Table 11)
Metals Technical Committee
This specification establishes the requirements for a hard aluminum oxide coating, impregnated or codeposited with polytetrafluoroethylene (PTFE) on aluminum alloys.
AMS B Finishes Processes and Fluids Committee
The intent of this ARP is to provide guidance to assist users in choosing compatible component finishes/platings to achieve the best corrosion resistance performance for compatible components/couples. This SAE Recommended Practice is intended as a guide toward standard practice and is subject to change to keep pace with experience and technical advances. A galvanic compatibililty table is provided to assist with the compatible plating/finish selection. Specific plating performance parameters for each individual plating and each connector/accessory specification have also been provided to assist the product user with compatible plating/finish selection.
AE-8C1 Connectors Committee
Anodizing is applied to improve the durability and the corrosion resistance of aluminum alloy parts of engines and car bodies. Generally, anodic oxide film is formed using direct current anodizing (DCA). However, in the case of anodizing high silicon aluminum alloy cast parts, it is difficult to derive uniform film thickness distribution. Furthermore, it takes a long treatment time which causes low productivity. In this study, the authors have developed an anodizing method by using high-frequency switching anodizing (HSA) to solve these problems. The growth process of anodic oxide film is susceptible to the metallographic structure. Thus, the typical DCA application to the high silicon aluminum alloy produces a non-uniform film thickness, while HSA has the potential to form uniform film without being affected by metallographic structure. Moreover, the current density of HSA is higher than that of DCA which reduces treatment time to 1/5 as the film formation enhances. Our investigation is to apply HSA to the mass produced engine pistons that require both high durability and low cost.
Tanaka, H.Fujita, M.Yamamoto, T.Muramatsu, H.Asoh, H.Ono, S.
Piston and Ring Standards Committee
This specification establishes the requirements for a hard aluminum oxide coating, impregnated or codeposited with polytetrafluoroethylene (PTFE) on aluminum alloys.
AMS B Finishes Processes and Fluids Committee
Aluminium Piston Alloy to Retard Age Softening Characteristics in Motorcycle Engines2006-32-003011/13/2006
Pistons for high power output demand its material to possess the properties of low thermal expansion, anti-seizure, wear resistance, high thermal conductivity, high creep and fatigue strength and high strength to weight ratio. Aluminium silicon alloys has excellent characteristics as a piston material. Due to design constraints in engines for heat dissipation and engine temperatures upto 300 ° C, the need for the study on the effect of thermal behaviour of the piston alloy during engine operation becomes important. However a piston operating at 150° C with aluminum silicon alloy gradually loses its attained hardness in T6 condition and is not a constant during engine operation. This decrease in hardness of the alloy due to exposure to temperature and time is due to the phenomena called “age softening”. This phenomena occurs if the equilibrium phase diagram reveals partial solid solubility of the alloying element, at a higher temperature than at lower temperature. Large decrease in hardness of the piston leads to piston wear and seizure. In order to retain hardness during softening, copper was added to the existing aluminium silicon alloy. Though maximum hardening effect can be obtained by addition of 3 to 6 weight %, the amount of copper addition is optimized to 3.4 weight percent, due to reasons discussed in the paper. The age hardening and softening behaviour data is determined and in the heat-treated condition the new alloy reveal peak hardness significantly higher than the existing alloy substantiated by presence of phases in scanning electron micrographs. As the time to attain peak hardness and the peak hardness of the new alloy is found to be higher than the existing alloy, the onset of age softening behaviour is delayed and also the hardness at the offset of the age softening is increased. Effect of softening of alloys at different temperatures was studied and master curves are plotted for hardness versus time at constant temperature. It was found that the hardness of the new alloy was higher at all the temperatures, the hardness decreasing with increasing temperatures. Pistons made of new and existing alloy were heat treated for engine endurance. Hardness of the piston was measured at number of locations across the cross section of the piston before and after the engine test. There was a drop in hardness of the piston alloy at all locations and the hardness is minimum in the top center of the piston. This hardness decrease data is very important to estimate the piston temperature during operation. The temperatures during operation of the piston can be determined from the master curves of hardness versus time plotted. The hardness profile of the engine tested piston with new alloy is about 25 percent higher than the existing alloy, thus the age softening is retarded.
Jayamathy, M.Vasanth, R.
This SAE Part Standard covers selected metric screws, hex bolts, and nuts manufactured in accordance with American Society for Testing and Materials (ASTM) and SAE fastener standards. This document covers fastener materials often used in ship systems and equipment but its use may be applied wherever fasteners of the covered materials are used. This document permits the fasteners to be identified and ordered by a part or identifying number (PIN) as defined in this document.
Ship Systems - Fasteners Committee
This specification establishes the engineering requirements for producing a hard, teflon-impregnated or codeposited teflon-aluminum oxide coating on aluminum alloys and the properties of such coating.
AMS B Finishes Processes and Fluids Committee
For convenience, this SAE Information Report is presented in two parts as shown below. To avoid repetition, however, data applicable to both wrought and cast alloys is included only in Part 1. Part I—Wrought Copper and Copper Alloys Types of Copper (Table 1) General Characteristics (Table 3) Electrical Conductivity Thermal Conductivity General Mechanical Properties (Table 10) Yield Strength Fatigue Strength Physical Properties (Table 2) General Fabricating Properties (Table 3) Formability Bending Hot Forming Machinability Joining Surface Finishing Color Corrosion Resistance Effect of Temperature Typical Uses (Table 3) Part II—Cast Copper Alloys Types of Casting Alloys Effects of Alloy Elements and Impurities General Characteristics (Table 11) Physical Properties (Table 12) Typical Uses (Table 11)
Metals Technical Committee
Development of Low Distortion Cylinder Liners using Rapidly Solidified Aluminum Alloy with High Silicon Content2001-01-204012/1/2001
A cylinder liner made of a new rapidly solidified powder based aluminum alloy has been developed for high-speed motorcycle engines, which have aluminum cylinder liners inserted in a high-pressure-die-cast cylinder block. The new cylinder liner material has a thermal expansion coefficient 20% lower than that of the block material. With this structure, the cylinder liner could be tightly fastened in the cylinder block so that a high machining accuracy of the cylinder bore could be achieved. The structure also enables one to minimize the cylinder bore distortion and the local heating during engine running due to the uniform distribution of the thermal conductivity. For the cylinder liner material, a chemical composition of 22∼26% Si, 0.1∼0.3% Cu, 0.05∼0.9% Mg, Al bal. (mass %) was chosen. The limited Cu content was due to its good extruding characteristics. The molten alloy was atomized, followed by the cold isostatic pressing (CIP) and vacuum-sintering. The consolidated billet was hot-extruded into a tube form and heat-treated in the T6 condition. The cast alloy as the cylinder block was JIS ADC10 containing 10 mass % Si. The bore was then machined and plated with a SiC particle-dispersed Ni-P galvanic layer. The physical and mechanical properties of the new cylinder liner material were compared with conventional cylinder liner materials and the effect of chemical composition and microstructure on cylinder liner characteristics was discussed based on the experimental data. This type of cylinder liner has been successfully used for series production models in the European market to realize a drastic improvement in performance and oil consumption.
Adachi, ShuheiInami, Jun-ichiKusui, Jun
Development of Selectively Reinforced Squeeze Cast Pistons2001-28-006911/1/2001
This paper presents the development of selectively reinforced metal matrix composite (MMC) piston and the associated squeeze casting facility. The need for materials with property mixes and enhanced thermal stability has focused much interest on the development of MMCs, as they offer considerable promise to automotive engineers. The benefits are many fold. The important ones include reduced weight, low thermal expansion, leading to reduced problem of engine seizure and improved wear resistance. Among the various processing methods of MMCs, squeeze casting provides several advantages such as finer microstructure, freedom from porosity, more ductility etc. A squeeze casting machine has been designed and developed, where most of the operations are automatic, except preform placing, product pickup and die cleaning. A selectively reinforced piston has been developed using this facility. The material system consists of aluminium - silicon alloy and alumina-silicate short fibre preform. The piston has been reinforced in the top ring groove and land area only. They have been engine tested and performance is found to be quite satisfactory. The presence of ceramic insert in the top ring region results in improved groove wear resistance. Microstructural studies reveal excellent interfacial bonding and absence of any porosity. This product development is an outcome of the Institute - Industry collaborative project, involving Indian Institute of Technology, Madras and M/s. India Pistons Ltd., Chennai.
Mahadevan, R.Vijayaprasad, V.Palaninathan, R.Singaperumal, M.
An advanced technique of deep reactive-ion etching (DRIE) has been developed for fabricating smooth vertical walls in silicon wafers. These walls are suitable for use as bounding surfaces of optical waveguides in photonic and optoelectronic devices. The roughness of a typical 8-µm-high vertical wall surface of a waveguide made by this technique is <20 nm; by keeping the roughness at such a low level, one helps to ensure that the waveguide is capable of low-loss optical transmission.
Two reports present additional details about the method described in "Reaction-Forming Method for Joining SiC-Based Ceramic Parts" (LEW-16661), NASA Tech Briefs, Vol. 23, No. 3 (March 1999), page 50. To recapitulate: A carbonaceous mixture (typically a paste) is applied to a joint between parts. The parts are clamped together and heated to a temperature of 115±5 °C for 10 to 20 minutes; this action partly cures the mixture, gluing the parts together with just enough strength that one need not clamp the parts during subsequent processing. Silicon or a silicon alloy in tape, paste, or slurry form is applied to the joint region. The parts are heated to a temperature between 1,250 and 1,425 °C for 5 to 10 minutes, causing the silicon or silicon alloy to melt, infiltrate the joint, and react with carbon. The finished joint, which is typically as strong as the parent material, contains silicon carbide with silicon and other phases. The amounts of the phases can be adjusted, by choice of the compositions of the reactants, to obtain joints with tailorable microstructures and thus tailorable thermomechanical properties.
This specification establishes the engineering requirements for producing a hard, teflon-impregnated or codeposited teflon-aluminum oxide coating on aluminum alloys and the properties of such coating.
AMS B Finishes Processes and Fluids Committee
The figure depicts a proposed miniature, electrically actuated, one-time-opening isolation valve that would be made mostly of silicon, by use of micromachining techniques. Isolation valves are needed in systems in which fluids must be stored for long times until use, with no leakage or contamination prior to release. Miniature isolation valves like this one could serve to control the release of propellant liquids or gases in microspacecraft, or of stored chemical reagents in portable in situ chemical-analysis apparatuses. Eventually, such apparatuses may include one-time-use biochemical-analysis chips.
This specification establishes the engineering requirements for producing a hard coating on aluminum alloys and the properties of such coating.
AMS B Finishes Processes and Fluids Committee
The MacWafer™ code computes gravitational and thermal stresses in silicon wafers and uses these results to determine the maximum allowable temperature variation across a wafer, maximum processing temperatures, and maximum allowable heating and cooling rates. This information is of particular interest in the case of processing 300-mm wafers coupled with fast ramp technologies. The program runs interactively on Apple Macintosh, IBM PC, and PC clones, and workstation computers as well. Execution time is typically about 20 seconds on a Motorola 68040 processor operating at 33 MHz.
This specification establishes the engineering requirements for producing a hard coating on aluminum alloys and the properties of such coating.
AMS B Finishes Processes and Fluids Committee
When a silicon wafer is cut from an ingot, it is essentially impossible to align the cut perfectly with the crystal structure. Therefore the surface contour of the wafer will be a flat plane on which terraces consisting of additional atomic layers will be scattered. An atomic step will be found on the surface where each additional layer is encountered. At elevated temperatures, these atomic steps will migrate, but they cannot be eliminated. At the current level of device technology, the effects of steps on the wafer surface can be largely ignored. In future generations of integrated circuits, however, the sizes of these steps will become comparable to some device feature sizes and will affect circuit performance and yields.
Master Alloys to Obtain Premixed Hardenable Powder Metal Steels9603882/1/1996
Systems of alloys for liquid phase alloying during sintering were investigated. The solidification range of alloys of Mn-Ni-Cr-Mo-Fe and Mn-Cu-Ni was determined. Alloys with the lowest and narrowest melting range were prepared and atomized in nitrogen. Admixtures of master alloys to water-atomized, forging grade, pure iron powder were sintered at 1232°C (2250°F). After hot forging, these P/M steels exhibited hardenabilities which were 75%-90% of theoretical hardenability, as calculated from the factors for conventional steels. Alloying efficiency was further improved to 85%-100% of theoretical hardenability when additions of approximately 2% silicon and 1% rare earth misch-metal were made to the master alloys. The silicon and rare earth misch-metal additions were used to enhance diffusion and sintering. The steels obtained by premixing and sintering master alloys with pure iron powder were substantially homogeneous, had excellent microstructures, and exhibited very good tensile and impact properties. It was observed that molybdenum was the slowest diffusing element of those investigated and that manganese diffused about three times faster than molybdenum. However, it was also noted that the diffusion rate of manganese was slowed to the speed of molybdenum when both manganese and molybdenum were contained in the admixed alloy. It was decided to use a base iron powder which was prealloyed only with molybdenum to counteract the slowing down of manganese diffusion during sintering. Accordingly, an iron alloy powder containing 0.3% Mo admixed with a manganese-rich master alloy doped with silicon and rare earths produced a P/M steel which exhibited alloying efficiency approaching 100%. This led to the conclusion that liquid phase alloying is the best method for producing high density, warm-compacted P/M steels having good hardenability.
Mocarski, StanHall, D. W. (Bill)Chernenkoff, Russell A.Yeager, David A.McHugh, Charles O.
This SAE Recommended Practice was prepared by the Motor Vehicle Brake Fluids Subcommittee of the SAE Hydraulic Brake Actuating Systems Committee to provide engineers, designers, and manufacturers of motor vehicles with a set of minimum performance standards in order to assess the suitability of silicone and other low water tolerant type brake fluids (LWTF) for use in motor vehicle brake systems. These fluids are designed for use in braking systems fitted with rubber cups and seals made from natural rubber (NR), styrene-butadiene rubber (SBR), or a terpolymer of ethylene, propylene, and a diene (EPDM). In the development of the recommended requirements and test procedures contained herein, it is concluded that the LWTFs must be functionally compatible with existing motor vehicle brake fluids conforming to SAE J1703 and with braking systems designed for such fluids. To utilize LWTFs to the fullest advantage, they should not be mixed with other brake fluids. Inadvertent mixtures of LWTFs with fluids meeting SAE J1703 are not known to have any adverse effects on performance, but all combinations have not been tested. Vehicle manufacturer's recommendations should be followed where indicated. These fluids are not necessarily suitable for use in central hydraulic or pumped systems and are not intended for use below temperatures of -50 °C (-58 °F). Brake fluids covered under this document are not required to tolerate water and extreme caution should be exercised to prevent accidental entry of water which might lead to brake failure. Other performance characteristics of these LWTFs not covered in this document are discussed in Appendix A.
Brake Fluids Standards Committee
This SAE Recommended Practice covers the mechanical and chemical requirements of oil-tempered chromium silicon alloy steel wire used for the manufacture of springs requiring resistance to set when used at moderately elevated temperatures. It also covers the processing requirements of springs fabricated from this wire.
Metals Technical Committee
The Wettability of Silicon Carbide by Liquid Pure Aluminum and Aluminum Alloys9408083/1/1994
There have been strong moves in recent years to introduce the metal matrix composites concept into higher volume applications, notably the automotive field where large volume production and lower material costs are required. The wettability between reinforcing materials and base material is one of important factors for the strength of composites and its manufacture. The main objective of this paper is to establish a basic understanding of wetting phenomena in SiC/liquid aluminum and aluminum alloy systems. In the present paper, results from the sessile drop method are reported for the effects on the wetting angle, θ, of free silicon in the silicon carbide substrate and of alloying additions of silicon, copper or magnesium to the aluminum drop for the temperature range 700-900 or 1400°C in the titanium-gettered vacuum (1.3 x 10-2 / 1.3 x 10-3 Pa). Wetting angle, θ, was reduced by a factor as large as 2.8 for pure aluminum on reaction bonded, compared with sintered silicon carbide, attributable to partial dissolution by the aluminum of the 18 wt% free silicon present in the reaction- bonded material. For wetting of reaction-bonded silicon carbide, the addition of 5wt% silicon, copper or magnesium to the aluminum gave contact angle that decreased in the sequence Si → Cu → Mg, with the magnesium addition being the only one result in wetting (i.e. θ <90 ° ) for all conditions studied. These results may have implications for design of conditions for joining or promotion of infiltration of silicon carbide parts, preforms or arrays with aluminum alloy melts.
Han, Do-SuckYoon, Jong-Ku
This specification establishes the engineering requirements for producing a hard coating on aluminum alloys and the properties of such coating.
AMS B Finishes Processes and Fluids Committee
This specification covers two types of semi-processed silicon steel in the form of sheet and strip supplied in coils or cut lengths.
AMS E Carbon and Low Alloy Steels Committee
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