Microstructural Investigation of Tensile Fractography and Wear Properties of Scrap Aluminium Engine Head (SAEH) Reinforced with Fresh and Spent Catalysts from Petrochemical Industries using Stir Casting Method

doi:10.21203/rs.3.rs-3100022/v1

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Microstructural Investigation of Tensile Fractography and Wear Properties of Scrap Aluminium Engine Head (SAEH) Reinforced with Fresh and Spent Catalysts from Petrochemical Industries using Stir Casting Method

https://doi.org/10.21203/rs.3.rs-3100022/v1

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This study examines the microstructural properties, tensile fractography, and wear characteristics of scrap aluminum engine head (SAEH) composites reinforced with different types of alumina catalysts. Four composite variants were created using the stir casting method: SAEH + spent alumina catalysts (SAC), SAEH + fresh alumina catalysts (FAC), LM25 + SAC, and LM25 + FAC. Scanning electron microscopy (SEM) was utilized to analyze the microstructural features, while pin-on-disk wear testing was performed to assess wear properties. The results indicate that the SAEH + SAC composite demonstrates superior mechanical and wear properties compared to the other variants. The SAEH + FAC composite exhibits the second-best performance, followed by the LM25 + SAC and LM25 + FAC composites. SEM analysis confirms the presence of cohesive and uniform microstructures in composites containing SAC and FAC. These findings emphasize the potential of utilizing waste materials, specifically SAEH from automotive scrap yards matrices and SAC as reinforcement materials from petrochemical industries. This approach offers enhanced mechanical and wear properties, making it suitable for various applications.

Microstructure

Tensile Fractography

Wear Properties

Scrap Aluminium Engine Head

Stir Casting Method

Sustainable Development

The pursuit of sustainable development has prompted significant interest in the utilization of waste materials and byproducts from various industries [1]. In particular, the automotive and petrochemical sectors generate substantial amounts of scrap materials and spent catalysts, which, if effectively repurposed, can contribute to resource conservation and minimize environmental impact [2]. One such waste material of interest is the scrap aluminum engine head (SAEH) obtained from automotive scrap yards, which holds potential for further application due to its intrinsic properties [3]. Moreover, the petrochemical industry produces substantial quantities of spent alumina catalysts (SAC) during refining processes, creating an opportunity for their reutilization in different sectors.

To harness the potential of these waste materials, the present study aims to investigate the microstructural properties, tensile fractography, and wear characteristics of SAEH composites reinforced with fresh alumina catalysts (FAC) and spent alumina catalysts (SAC) obtained from petrochemical industries. The stir casting method was employed to fabricate four different composite variants: SAEH + SAC, SAEH + FAC, LM25 + SAC, and LM25 + FAC.

It is worth noting that our previous studies have extensively investigated the detailed physical and mechanical properties of similar aluminum composites, including tensile strength, compressive strength, impact strength, hardness, porosity percentage, and thermal analysis (DTA and TGA). This comprehensive analysis was published in the Journal of Physics Communication[4].However, the current study focuses primarily on fracture analysis and the wear properties of the same composite samples. The investigation of fracture behavior and wear resistance is essential for understanding the structural integrity and performance of these composites in real-world applications.

Understanding the microstructural features of the composites is crucial to comprehend the relationship between the reinforcement materials and the resulting mechanical and wear properties. Scanning electron microscopy (SEM) analysis provides a powerful tool to examine the microstructural characteristics, such as grain morphology, particle distribution, and interfacial bonding, within the composites [5]. By assessing the microstructure, it becomes possible to discern the underlying mechanisms responsible for the observed mechanical and wear behavior.

Additionally, wear resistance is a critical property for materials employed in various applications, as it directly impacts their durability and longevity [6]. Pin-on-disk wear testing, a widely used technique for evaluating wear properties, will be employed in this study to quantify the performance of the composites under abrasive and sliding wear conditions [7]. This assessment will enable a comparative analysis of the wear behavior exhibited by the different composite variants.

Preliminary investigations suggest that the SAEH + SAC composite exhibits superior mechanical and wear properties among the four composite variants. This finding indicates that the incorporation of SAC into the SAEH matrix enhances the overall performance of the composite. The SAEH + FAC composite demonstrates the second-best performance, highlighting the potential of using fresh alumina catalysts as a reinforcement material. On the other hand, the LM25 + SAC and LM25 + FAC composites exhibit slightly inferior properties, suggesting that the specific combination of matrix and reinforcement materials influences the resulting performance.

The microstructural analysis using SEM is expected to reveal cohesive and uniform microstructures in composites containing SAC and FAC. These microstructural characteristics contribute to the improved mechanical and wear properties observed in these composites. The uniform distribution of reinforcement materials and the establishment of strong interfacial bonding are essential factors that influence the overall performance of the composites[8].

The findings of this study underscore the significance of repurposing waste materials and byproducts in the development of sustainable materials[9]. The utilization of SAEH from automotive scrap yards and SAC from petrochemical industries as reinforcement materials demonstrates great potential for enhancing the mechanical and wear properties of composites. This approach not only reduces waste generation but also provides a viable solution for achieving sustainable development.

In conclusion, this study presents a comprehensive investigation into the microstructural properties, tensile fractography, and wear characteristics of SAEH composites reinforced with fresh and spent alumina catalysts. The outcomes of this research contribute to our understanding of the relationship between microstructure and mechanical behavior, as well as the influence of waste materials on wear resistance. By capitalizing on waste materials and employing a sustainable approach, these composites exhibit improved properties suitable for a wide range of applications.

In this research, a scrap aluminum engine head (SAEH) of grade AC₄B (Al-Si-Cu) was utilized, which is commonly employed in the automotive industry for engine production[4]. Another commonly used aluminum alloy for engine head production is LM25. Figure 1a displays the chemical composition similarity between SAEH[10] and LM25[11].

For reinforcement, two types of alumina catalysts were employed: fresh alumina catalysts (FAC-5%wt) and spent alumina catalysts (SAC-5%wt) [11]. FAC is a byproduct of cracking petroleum products, while SAC is a waste catalyst generated by petrochemical industries. Typically, SAC is disposed of as solid waste, giving rise to environmental concerns. Figure 1b presents the chemical compositions of the reinforcement particles. As depicted in the figure, a significant amount of alumina content is present, which can be effectively utilized as reinforcement for the production of metal matrix composites (MMC).

Figure 2 illustrates the methodology employed in this research. Scrap aluminum engine heads were obtained from a scrap yard where they are abundantly available in large quantities. Although these scraps are commonly reused for making aluminum gates, window panels, and similar items due to their anti-corrosion properties, their full reutilization potential has not been realized. This study aims to repurpose these scraps for the production of metal matrix composites. To begin, the scrap aluminum engine heads (SAEH) were carefully cut into small pieces, taking into consideration the presence of steel linings. These steel linings, which have a high melting point and do not melt easily, were discarded.

The composites were fabricated using a computer-assisted stir casting process. Each casting required 1000 grams of matrix, to which 5% by weight (50 grams) of reinforcement composites were added. The process parameters involved a stirring temperature of 750 ºC, a stirring speed of 450 RPM, and a stirring time of 10 minutes. The reinforcement particles were preheated to 300 ºC, while the permanent die was preheated to 200 ºC.

The wear properties of the composites were assessed using a pin-on-disk wear testing machine. The wear parameters employed in the evaluation included an input velocity of 1m/s (238RPM) and 3m/s (716RPM), temperatures of 30 ºC and 300 ºC, and applied loads of 20N and 60N.

To examine the microstructural properties of the composites, scanning electron microscopy (SEM) analysis was performed on fractured tensile specimens. The SEM analysis yielded valuable insights into the cohesion and uniformity of the microstructures observed within the composites.

3.1 Tensile strength

Figure 3 depicts the results of the tensile test conducted on the produced composites[4]. It is evident that the SAEH + FAC and SAEH + SAC composites demonstrate significantly higher tensile strength values of 208 MPa and 217 MPa, respectively, in comparison to the other composites[12]. This notable increase in tensile strength can be attributed to the effective interaction between the rigid reinforcement particles and the aluminium matrix, resulting in enhanced load transfer and deformation resistance[11]. Conversely, composites containing a mixture of reinforcement particles exhibit lower tensile strength values due to increased porosity and inadequate bonding with the matrix. Porosity is well-known for weakening the structural integrity of materials by creating stress concentration points and reducing their load-bearing capacity[13]. The decline in tensile strength primarily stems from the presence of significant porosity. Thus, the choice of reinforcing particles and the quality of particle-matrix bonding play pivotal roles in determining the tensile strength of the composites.

3.2 Fractography

Fractography analysis provides valuable insights into the fracture behavior of the fabricated composites. Figure 4 showcases the fracture surfaces of the specimens, indicating that all failures occurred within the gage length, confirming that the obtained tensile strengths are representative of the composites [14]. The presence of agglomerates within the gauge region suggests that fracture sites originate from within this area. Non-coherent interfaces formed between the reinforcement particles and the matrix possess high interface energies, which may contribute to failures at these locations[15]. Lack of wetting between the reinforcement particles and the matrix can also lead to crack initiation and propagation, potentially explaining the observed failures. This scenario creates micro-cavities at the interface, facilitating crack nucleation and growth.

The SEM images presented in Fig. 4 offer a closer look at the fracture surfaces. The base metal sample exhibits variously sized dimples, indicative of ductile and shear failure, with no evidence of brittle fracture characteristics[16]. However, at higher magnification, smaller and shallower dimples compared to the base metal are observed in the composite samples. This reduction in dimple size can be attributed to grain refinement and further fragmentation of the hard phase [17]. Grain refinement also contributes to the closure of voids, as dimple size is influenced by the initiation site and the number of voids nucleating at the grain boundaries [18]. Microcracks are visible on the fracture surfaces, with one of the images showing a cleavage surface and ploughing of the reinforcement [19]. Transverse ruptures and the formation of deep hole-like cavities characterize the fractured surface.

In particular, Fig. 4c illustrates fracture surfaces composed of cleavage planes and tear ridges. The cleavage planes represent detached areas of the α (Al) phase, while the tear ridges correspond to rupture surfaces of the α (Al) phase elongated in the tensile direction. These cracks propagate along areas rich in hard particles surrounding the α (Al) phase, resulting in the formation of cleavage planes and tear ridges [20]. Additionally, the interfaces between oxide inclusions and the metal matrix exhibit higher stress concentration, making them preferential sites for void and crack nucleation. Void nucleation can occur due to decohesion of globular oxides from the matrix, and the fracture of these oxides can also contribute to void nucleation [21].

Furthermore, Fig. 4d highlights hairline cracks observed on the SAC particles. These cracks indicate the presence of localized stress concentrations and potential areas for crack propagation [22].

In summary, the fractography analysis reveals that the fracture behavior of the composites is influenced by factors such as agglomerates, non-coherent interfaces, lack of wetting, grain refinement, and the presence of oxides. These factors contribute to the observed fracture characteristics, including the formation of dimples, cleavage planes, tear ridges, and hairline cracks. The analysis underscores the importance of understanding the fracture mechanisms and their impact on the overall performance and reliability of the composites.

3.3 Analysis of wear behavior

Figure 5 presents the wear rates by weight for the four composite combinations (SAEH + FAC, SAEH + SAC, LM25 + FAC, LM25 + SAC) at different operating conditions. In the first set of experiments, conducted at a velocity of 1m/s, a speed of 238 RPM, and a temperature of 30°C, the wear rates for all composites were relatively low at an applied load of 20N, ranging from 0.08 to 0.15[23]. However, at an applied load of 60N, the wear rates increased significantly, ranging from 0.20 to 0.28. At a temperature of 300°C and an applied load of 20N, the wear rates ranged from 0.08 to 0.17, while at an applied load of 60N, the wear rates increased and ranged from 0.14 to 0.30.

The wear rate by weight was calculated using Eq. 1[24],

Wear rate by weight (W.R.W.) = (W1-W2)*t/ W1 (1)

Where:

W1 = weight of the aluminum sample before friction action.

W2 = weight of the aluminum sample after friction action.

t = test time (358s)

In the second set of experiments, conducted at a higher velocity of 3m/s, a speed of 716 RPM, and a temperature of 30°C, the wear rates for all composites were significantly higher than in the first set of experiments, ranging from 0.24 to 0.42 at an applied load of 20N and from 0.69 to 2.28 at an applied load of 60N. At a temperature of 300°C and an applied load of 20N, the wear rates were in the range of 0.55 to 0.84, while at an applied load of 60N, the wear rates ranged from 16.32 to 20.60.

Overall, the results show that the wear rates for all composites increased with increasing operating conditions (velocity, temperature, and applied load). Moreover, the wear rates were generally higher for LM25-based composites than for SAEH-based composites. The study highlights the potential of using spent alumina catalysts from petrochemical industries as a reinforcement material in composite materials, as well as the importance of considering operating conditions in evaluating the wear properties of such materials.

3.4 Effect of applied load on coefficient of friction

The coefficient of friction is a measure of the resistance to sliding between two surfaces in contact. In this study, the coefficient of friction was determined for the various combinations of materials and parameters. From Fig. 6, it can be observed that the coefficient of friction varies with the type of reinforcement used, applied load, temperature, and velocity. Generally, the addition of FAC as a reinforcement material resulted in a lower coefficient of friction compared to SAC. At a lower velocity of 1m/s and a temperature of 30°C, the coefficient of friction was lowest for SAEH + FAC, and highest for LM25 + SAC. At a higher velocity of 3m/s and the same temperature of 30°C, the coefficient of friction was lowest for SAEH + FAC, and highest for LM25 + SAC.

When the temperature was increased to 300°C, the coefficient of friction increased for all materials[25]. However, the trend of SAEH + FAC having the lowest coefficient of friction remained consistent for all applied loads and velocities. At an applied load of 20N, the coefficient of friction was generally lower compared to an applied load of 60N. The exception to this trend was LM25 + FAC at a velocity of 3m/s and temperature of 300°C, which had a significantly higher coefficient of friction at an applied load of 20N compared to 60N. Overall, the coefficient of friction results suggest that SAEH + FAC is the best combination for reducing friction and wear.

3.5 Worn surface morphology

Figure 7 showcases the worn surface morphologies of the specimens obtained from the pin-on-disc testing, as observed in the SEM micrographs. The worn surfaces exhibit continuous grooves that are parallel to each other. The composites display a wear surface morphology characterized by deep groove wear. Additionally, severe ploughing and irregular tear pits are visible, indicating the presence of hard reinforcement particles in the contacting medium, which can cause microplowing [26]. The analysis of wear debris, depicted in Fig. 7a and Fig. 7c, reveals that debris formation becomes more prominent with heavier loads [27]. Lighter loads are unable to effectively disrupt the interfacial bonding, resulting in minimal debris formation. This increase in friction between the contacting surfaces leads to the generation of a greater amount of wear debris. The presence of SAC particles reduces the depth of the grooves, and there is evidence of lower degree of plastic deformation at the groove margins [28]. Figure 7c demonstrates that the energy developed during testing leads to high plastic deformation over the corresponding subsurface and surface, further enhancing delamination wear on the surface [29].

The SEM micrographs of the worn surfaces reveal continuous grooves, deep groove wear, and the presence of hard reinforcement particles causing ploughing and tear pits. The amount of wear debris formed is influenced by the applied load, with heavier loads generating more significant debris. The inclusion of SAC particles reduces groove depth and affects the degree of plastic deformation at the groove margins. The high energy developed during testing contributes to enhanced delamination wear on the surface.

This study aimed to investigate the microstructural properties, tensile fractography, and wear behavior of aluminium-based composites reinforced with scrap aluminium engine head (SAEH) and different types of alumina catalysts. Four composite variants were fabricated using the stir casting method: SAEH + spent alumina catalysts (SAC), SAEH + fresh alumina catalysts (FAC), LM25 + SAC, and LM25 + FAC. The results of this study contribute to the understanding of the mechanical and wear properties of these composites and their potential for various applications.

Waste materials, such as scrap aluminium engine heads (SAEH) and alumina catalysts obtained from petrochemical industries, have shown great potential for repurposing in the development of sustainable composites. This study investigated the microstructural properties, tensile fractography, and wear characteristics of composites fabricated using these waste materials.

The SAEH + SAC composite exhibited the highest tensile strength among all the variants, followed closely by the SAEH + FAC composite.

Fractography analysis showed dimples, cleavage planes, tear ridges, and hairline cracks on the fracture surfaces of the composites.

The composites exhibited a ductile failure mode with evidence of particle debonding and stress concentration sites.

The SAEH + SAC composite exhibited the lowest wear rates among all the composites at different operating conditions.

The incorporation of spent alumina catalysts as reinforcement materials contributed to improved wear resistance.

The pin-on-disk wear testing revealed that composites containing SAC and FAC exhibited enhanced wear resistance compared to the LM25-based composites. This is a crucial finding as wear resistance is a critical property for materials used in various applications, including automotive and industrial sectors.

Wear rates increased with higher applied loads and velocities, indicating sensitivity to these parameters.

By repurposing waste materials, sustainable composites can be developed, reducing reliance on virgin materials and promoting environmental conservation.

The utilization of waste materials in composites not only offers environmental benefits but also presents economic advantages by reducing waste disposal costs and creating opportunities for circular economy practices.

The composites demonstrated improved mechanical and wear properties, making them suitable for various applications.

Further research could focus on optimizing the processing parameters, exploring additional waste materials, and investigating the long-term durability and stability of the developed composites. Additionally, studies on the economic feasibility and scalability of producing these sustainable composites on a larger scale would be valuable for industrial applications

Acknowledgements

The authors express their gratitude to the School of Engineering at Presidency University, India, and the National University of Science and Technology, Sultanate of Oman, for their valuable research support. Additionally, the funding for the computerized stir casting setup used in this study was provided by the National University Faculty Research Grant (NUFRG-2020), Project ID (NUFRG20.11).

Ethical Approval

Not applicable

Competing interests

The authors declare no competing interests

Authors' contributions

Author 1: conducted the experiments and carried out the wear tests and fracture tests of the produced composites. The author also contributed to the data acquisition, interpreted the results, and played a major role in drafting the manuscript.

Author 2: supervised the data collection process, contributed to the literature review, provided critical feedback during the manuscript revision process, and approved the final version for publication.

Author 3: provided critical feedback during the manuscript revision process, which contributed to improving the overall quality of the manuscript.

Author 4 (Corresponding author): conceptualized the study, contributed to the literature review, prepared figures, and approved the final version of the manuscript for publication. The author also took responsibility for reviewing the manuscript for accuracy and scientific validity, as well as performing data analysis.

All authors have read and approved the final version of the manuscript, demonstrating their agreement to be accountable for all aspects of the work, ensuring its accuracy and integrity

Funding

Not applicable

Availability of data and materials

Data can be accessed form corresponding author upon request

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No competing interests reported.

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Microstructural Investigation of Tensile Fractography and Wear Properties of Scrap Aluminium Engine Head (SAEH) Reinforced with Fresh and Spent Catalysts from Petrochemical Industries using Stir Casting Method

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Version 1

Abstract

Figures

Introduction

Materials and Methods

Results and Discussion

3.1 Tensile strength

3.2 Fractography

3.3 Analysis of wear behavior

3.4 Effect of applied load on coefficient of friction

3.5 Worn surface morphology

Conclusion

Declarations

References

Additional Declarations

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