EP3143173B1 - Method for producing an engine component, engine component, and use of an aluminum alloy - Google Patents

Description

Technical area

The present invention relates to a method for producing and using an engine component, in particular a piston for an internal combustion engine, in which an aluminum alloy is gravity-cast, an engine component at least partially made of an aluminum alloy, and the use of an aluminum alloy for producing such an engine component ,

State of the art

In recent years there has been an increasing demand for particularly economical and thus ecological means of transport, which have to meet high consumption and emission requirements. In addition, there is always the need to make engines as powerful and low-consumption. A key factor in the development of high-performance and low-emission internal combustion engines are pistons, which can be used at ever higher combustion temperatures and combustion pressures, which is essentially made possible by more efficient piston materials.

Basically, a piston for a combustion engine must have a high heat resistance and at the same time be as light and strong as possible. It is of particular importance how the microstructural distribution, morphology, composition and thermal stability of highly heat-resistant phases are formed. An optimization in this regard usually takes into account a minimum content of pores and oxide inclusions.

The material sought must be optimized for both isothermal fatigue strength (HCF) and thermo-mechanical fatigue strength (TMF). In order to optimally design the TMF, it is always desirable to have the finest possible microstructure of the material. A fine microstructure reduces the risk of microplasticity or microcracks on relatively large primary phases (in particular of primary silicon precipitates) and thus also the risk of crack initiation and propagation.

Under TMF stress occur on relatively large primary phases, in particular on primary silicon precipitates, due to different expansion coefficients of the individual components the alloy, namely the matrix and the primary phases, microplasticities or microcracks, which can significantly reduce the life of the piston material. To increase the life is known to keep the primary phases as small as possible.

In the gravity die casting used, there is an upper limit of the concentration up to which alloying elements should be introduced and, if exceeded, the castability of the alloy is reduced or casting becomes impossible. In addition, too high concentrations of strength-enhancing elements lead to the formation of large plate-shaped intermetallic phases, which drastically reduce the fatigue strength.

The JP 2004-256873A describes an alloy used in particular for pistons.

The DE 44 04 420 A1 describes an alloy which can be used in particular for pistons and for components which are exposed to high temperatures and are stressed mechanically. The described aluminum alloy comprises 8.0 to 10.0% by weight of silicon, 0.8 to 2.0% by weight of magnesium, 4.0 to 5.9% by weight of copper, 1.0 to 3.0 Wt .-% nickel, 0.2 to 0.4 wt .-% manganese, less than 0.5 wt .-% iron and at least one element selected from antimony, zirconium, titanium, strontium, cobalt, chromium, and vanadium wherein at least one of these elements is present in an amount of> 0.3% by weight, the sum of these elements being <0.8% by weight.

The EP 0 924 310 B1 describes an aluminum-silicon alloy which has its application in the production of pistons, in particular for pistons in internal combustion engines. The aluminum alloy has the following composition: 10.5 to 13.5% by weight of silicon, 2.0 to less than 4.0% by weight of copper 0.8 to 1.5% by weight of magnesium, 0, 5 to 2.0% by weight of nickel, 0.3 to 0.9% by weight of cobalt, at least 20 ppm of phosphorus and either 0.05 to 0.2% by weight of titanium or up to 0.2% by weight. % Zirconium and / or up to 0.2% by weight vanadium and balance aluminum and unavoidable impurities.

The WO 00/71767 A1 describes an aluminum alloy suitable for high temperature applications, such as heavy loaded pistons or other applications in internal combustion engines. The aluminum alloy is composed of the following elements: 6.0 to 14.0% by weight of silicon, 3.0 to 8.0% by weight of copper, 0.01 to 0.8% by weight of iron, 0 , 5 to 1.5% by weight of magnesium, 0.05 to 1.2% by weight of nickel, 0.01 to 1.0% by weight of manganese, 0.05 to 1.2% by weight of titanium , 0.05 to 1.2 wt .-% zirconium, 0.05 to 1.2 wt .-% vanadium, 0.001 to 0.10 wt .-% strontium and balance aluminum.

The DE 103 33 103 B4 describes a piston made of a cast aluminum alloy, wherein the aluminum casting alloy contains: 0.2 or less wt .-% magnesium, 0.05 to 0.3 mass% titanium, 10 to 21 wt .-% silicon, 2 to 3, 5 wt.% Copper, 0.1 to 0.7 wt.% Iron, 1 to 3 wt.% Nickel, 0.001 to 0.02 wt.% Phosphorus, 0.02 to 0.3 wt. % Zirconium and balance aluminum and impurities.

It is further described that the size of a non-metallic inclusion present within the bulb is less than 100 μm.

The EP 1 975 262 B1 describes an aluminum casting alloy consisting of: 6 to 9% silicon, 1.2 to 2.5% copper, 0.2 to 0.6% magnesium, 0.2 to 3% nickel, 0.1 to 0.7% iron, 0.1 to 0.3% titanium, 0.03 to 0.5% zirconium, 0.1 to 0.7% manganese, 0.01 to 0.5% vanadium and one or more of the following elements: strontium 0.003 to 0.05%, antimony 0.02-0.2% and sodium 0.001-0.03%, the total amount of titanium and zirconium being less than 0.5%, and aluminum and unavoidable impurities forming the balance when the total amount is 100 percent by mass is used.

The WO 2010/025919 A2 describes a method for producing a piston of an internal combustion engine, wherein a piston blank made of an aluminum-silicon alloy with the addition of copper portions is poured and then finished. The invention provides that the copper content is at most 5.5% of the aluminum-silicon alloy and that the aluminum-silicon alloy portions of titanium (Ti), zirconium (Zr), chromium (Cr) or vanadium (V) are admixed and the sum of all ingredients is 100%.

The registration DE 102011083969 relates to a method for producing an engine component, in particular a piston for an internal combustion engine, in which an aluminum alloy is gravity-poured by casting, an engine component that consists at least partially of an aluminum alloy, and the use of an aluminum alloy for producing an engine component. In this case, the aluminum alloy has the following alloying elements: 6 to 10 wt .-% silicon, 1.2 to 2 wt .-% nickel, 8 to 10 wt .-% copper, 0.5 to 1.5 wt .-% magnesium , 0.1 to 0.7% by weight of iron, 0.1 to 0.4% by weight of manganese, 0.2 to 0.4% by weight of zirconium, 0.1 to 0.3% by weight Vanadium, 0.1 to 0.5 wt .-% of titanium and aluminum and avoidable impurities as the remainder. Preferably, this alloy has a phosphorus content of less than 30 ppm.

Finally, the EP 1 340 827 B1 which describes the effects of beryllium in an aluminum-silicon casting alloy with relatively low magnesium concentration. Additions of 5-100 ppm beryllium contribute to the formation of an advantageous, thin, stoichiometric MgO layer, which favors the flowability and the short-time oxidation behavior of the alloy.

Presentation of the invention

An object of the present invention is to provide a method for producing an engine component, in particular a piston for an internal combustion engine, wherein an aluminum alloy is poured by gravity die casting, so that a highly heat resistant engine component can be produced by gravity die casting.

The solution to this problem is given by the method according to claim 1. Further preferred embodiments of the invention will become apparent from the relevant subclaims.

A further object of the invention is to provide an engine component, in particular a piston for an internal combustion engine, which is highly heat-resistant and at least partially consists of an aluminum alloy.

This object is achieved by the subject matter of claim 10 and further preferred embodiments will become apparent from the relevant subclaims.

• Silizium (Si) von etwa 7, bevorzugt von etwa 9 Gew.-% bis zu < etwa 14,5, bevorzugt bis zu < etwa 12, weiter bevorzugt bis zu < etwa 10,5 und noch weiter bevorzugt bis zu < etwa 10 Gew.-%;
• Nickel (Ni) von > etwa 1,2, bevorzugt von > etwa 2 Gew.-% t bis zu < etwa 3,5 und weiter bevorzugt bis zu < etwa 2 Gew.-%;
• Kupfer (Cu) von > etwa 3,7, bevorzugt von > etwa 5,2 und weiter bevorzugt von > 5,5 Gew.-% bis zu < etwa 10, bevorzugt bis zu < etwa 8, weiter bevorzugt bis zu ≤ etwa 5,5 und noch weiter bevorzugt bis zu etwa 5,2 Gew.-%;
• Kobalt (Co) bis zu < etwa 1 Gew.-%, bevorzugt von > etwa 0,2 Gew.-% bis < etwa 1 Gew.-%;
• Magnesium (Mg) von etwa 0,1, bevorzugt von etwa 0,5, weiter bevorzugt von etwa 0,6, noch weiter bevorzugt von > etwa 0,65 und insbesondere bevorzugt ≥ etwa 1,2 bis zu etwa 1,5, bevorzugt bis zu etwa 1,2 Gew.-% und noch weiter bevorzugt bis zu ≤ etwa 0,8 Gew.-%;
• Eisen (Fe) von etwa 0,1, bevorzugt von etwa 0,4 Gew.-% bis zu ≤ etwa 0,7, bevorzugt bis zu etwa 0,6 Gew.-%;
• Mangan (Mn) von etwa 0,1 Gew.-% bis zu ≤ etwa 0,7 und bevorzugt bis zu etwa 0,4 Gew.-%;
• Zirkonium (Zr) von > etwa 0,1, bevorzugt von etwa > 0,2 Gew.-% bis zu < etwa 0,5, bevorzugt bis zu ≤ etwa 0,4 und weiter bevorzugt bis zu < etwa 0,2 Gew.-%;
• Vanadium (V) von ≥ etwa 0,1 Gew.-% bis zu ≤ etwa 0,3, bevorzugt bis zu < etwa 0,2 Gew.-%;
• Titan (Ti) von etwa 0,05, bevorzugt von etwa 0,1 Gew.-% bis zu etwa 0,5, bevorzugt bis zu ≤ etwa 0,2 Gew.-%;
• Phosphor (P) von etwa 0,004 Gew.-% bis zu etwa ≤ 0,05, bevorzugt bis zu etwa 0,008 Gew.-%

und als Rest Aluminium und nicht zu vermeidende Verunreinigungen, auf. Als Verunreinigungen können ferner oben nicht genannte Elemente angesehen werden. Das Verunreinigungsniveau kann beispielsweise 0,01 Gew.-% je Verunreinigungselement bzw. 0,2 Gew.-% in Summe betragen.In a method according to the invention, the aluminum alloy has the following alloying elements:

• Silicon (Si) of about 7, preferably from about 9 wt .-% to <about 14.5, preferably up to <about 12, more preferably up to <about 10.5 and even more preferably up to <about 10 wt .-%;
• Nickel (Ni) of> about 1.2, preferably from> about 2 wt% t to <about 3.5 and more preferably to <about 2 wt%;
• Copper (Cu) of> about 3.7, preferably of> about 5.2 and more preferably of> 5.5 wt .-% to <about 10, preferably up to <about 8, more preferably up to ≤ about 5 , 5 and even more preferably up to about 5.2% by weight;
• Cobalt (Co) up to <about 1 wt%, preferably from> about 0.2 wt% to <about 1 wt%;
• Magnesium (Mg) of about 0.1, preferably about 0.5, more preferably about 0.6, even more preferably> about 0.65, and most preferably ≥ about 1.2 up to about 1.5, preferably up to about 1.2% by weight, and more preferably up to about 0.8% by weight;
• Iron (Fe) of about 0.1, preferably from about 0.4% to about ≦ about 0.7, preferably up to about 0.6% by weight;
• Manganese (Mn) from about 0.1% to about ≦ about 0.7 and preferably up to about 0.4% by weight;
• Zirconium (Zr) of> about 0.1, preferably from about> 0.2% by weight to <about 0.5, preferably up to ≦ about 0.4, and more preferably up to <about 0.2% by weight. -%;
• Vanadium (V) of ≥ about 0.1 wt .-% to ≤ about 0.3, preferably up to <about 0.2 wt .-%;
• Titanium (Ti) of about 0.05, preferably from about 0.1% to about 0.5, preferably up to about 0.2% by weight;
• Phosphorus (P) from about 0.004% by weight to about ≦ 0.05, preferably up to about 0.008% by weight

and the balance aluminum and unavoidable impurities. As impurities, non-mentioned elements can be further considered above. The impurity level may be, for example, 0.01% by weight per impurity element or 0.2% by weight in total.

By the selected aluminum alloy, it is possible to produce a motor component in the gravity die casting process, which has a high proportion of finely divided, highly heat-resistant, thermally stable phases and a fine microstructure. Susceptibility to crack initiation and crack propagation e.g. On oxides or primary phases is reduced by the choice of the alloy according to the invention over the previously known manufacturing processes of pistons and similar engine components and increases the TMF-HCF life.

The alloy according to the invention, in particular the comparatively low silicon content, also results in comparatively less and finer primary silicon being present in its thermally highly loaded bowl edge region, at least in the case of a piston produced according to the invention, so that the alloy leads to particularly good properties of a piston produced according to the invention. Thus, a highly heat resistant engine component can be produced by the gravity die casting method. The proportions of copper, zirconium, vanadium and titanium according to the invention, in particular the comparatively high content of zirconium, vanadium and titanium, produce an advantageous proportion of strength-increasing precipitates, without, however, causing large plate-shaped intermetallic phases. For example, the alloy properties can be optimized in an application-specific manner by a targeted selection of the Cu content in the range according to the invention. In particular, higher Cu contents improve the heat resistance of the alloy. By contrast, lower contents allow the increase of the thermal conductivity and reduction of the density of the alloy. Furthermore, the proportions of cobalt and phosphorus according to the invention are advantageous in that cobalt increases the hardness and (warm) strength of the alloy and phosphorus as a nucleating agent for primary silicon precipitates contributes to their being precipitated particularly finely and evenly distributed. In addition, zirconium and cobalt contribute to increases in strength at elevated temperatures, in particular in the edge area of the bowl.

Advantageously, the said aluminum alloys preferably comprise 0.6% by weight to 0.8% by weight of magnesium, which in the preferred concentration range contributes, in particular, to the effective formation of secondary, strength-increasing phases without excessive oxide formation occurring. Furthermore, the alloy alternatively or additionally preferably has from 0.4% by weight to 0.6% by weight of iron, which advantageously reduces the tendency of the alloy to stick in the casting mold, wherein the formation of plate-shaped phases remains limited in said concentration range.

The aluminum alloys described above may also be from about 0.0005, preferably from> about 0.006 and more preferably from about 0.01% to about 0.5, preferably to about <about 0.1% by weight beryllium (Be), wherein the content of calcium is limited to ≤ about 0.0005% by weight. The addition of beryllium results in a particularly good castability of the alloy. Its addition to the melt causes a dense oxide skin on the melt, which acts as a diffusion barrier and reduces the oxidation and hydrogen uptake of the melt. The diffusion of aluminum and magnesium can also be prevented. The above effects are particularly relevant when using holding furnaces. In addition, a fine / thin oxide layer is formed on the solidification front during casting, for example, in a mold, which improves flowability. Overall, thus thin walls and fine mold structures can be filled better and without additional assistance. In addition, the addition of beryllium improves the strength characteristics of the alloy as a whole. During aging, a higher density of strength enhancing precipitates is achievable. The addition of beryllium adds to the beneficial effects of the present aluminum alloys by reducing the oxidation of the melt, contributes to better castability, particularly in gravity die casting, and improves the strength of the alloy. At the same time, it is preferable to limit the calcium content to the above low level. The simultaneous presence of excess levels of calcium can counteract the beneficial effects of beryllium and enhance oxidation. In this regard, the lowest possible calcium content is advantageous.

Particularly preferred aluminum alloys A, B and C of the present invention are shown in the following table (in% by weight): composition A B C D Si min 9 9 9 7 Max <10.5 <10.5 <12 <14.5 Ni min > 2.0 > 1.2 2 Max <3.5 <2.0 <3.5 ≤ 4 Cu min > 5.2 > 5.2 > 3.7 Max <10 <10 5.2 ≤ 5.5 Co min Max <1 <1 <1 <1 mg min 0.5 0.5 0.5 0.1 Max 1.5 1.5 1.5 1.2 Fe min 0.1 0.1 0.1 Max 0.7 0.7 0.7 ≤ 0.7 Mn min 0.1 0.1 0.1 Max 0.4 0.4 0.4 ≤ 0.7 Zr min 0.2 0.2 0.2 > 0.1 Max <0.4 <0.4 0.4 <0.5 V min > 0.1 > 0.1 0.1 Max <0.2 <0.2 0.3 ≤ 0.3 Ti min 0.05 0.05 0.1 Max <0.2 <0.2 0.5 ≤ 0.2 P min 0,004 0,004 0,004 Max 0,008 0,008 0,008 ≤ 0.05 Be min - - - 0.0005 Max - - - 0.5 Ca min - - - Max - - - ≤ 0.0005 rest Al and unavoidable impurities

The alloys A, B and C realize the above-mentioned technical advantages. In addition, in Alloy A, the comparatively high Cu and Zr content proves to be advantageous, which causes an increase in strength-increasing precipitations. The same applies to the preferred alloy B, which has a reduced nickel content, which further contributes to the reduction of alloying costs. The relatively high content of Zr, V and Ti in Alloy C also adds to the increase in strength increasing precipitations. In general, an increased Zr content causes a further improvement in strength. Alloy C particularly preferably has an Si content <10.5% by weight. Alloy D, not part of this invention, is advantageous in that the addition of beryllium, as described above, improves the oxidation and flow behavior of the melt as well as the strength of the alloy. This effect is further increased by the comparatively low Mg content and the limited to a low level Ca content. Alloy D may also have the alloying elements in the following preferred concentration ranges: nickel (Ni) from about 2 to about 3.5 wt%, copper (Cu) from about 3.7 to about 5.2 wt%. , Magnesium (Mg) of> about 0.65 to <about 0.8 wt%, iron (Fe) of about 0.4 to about 0.6 wt%, manganese (Mn) of about 0.1 to about 0.4% by weight, and for beryllium, the preferred concentration limits mentioned above. Optionally, the presence / addition of beryllium to improve the oxidation, flow and strength properties is also possible in / to the alloys A, B and C. The calcium content should also be limited to the specified low level in order not to counteract the beneficial effects of beryllium. Overall, there is a certain combinability between the alloys A, B and C, so that their advantageous technical effects can also be realized together in a single alloy.

Advantageously, the weight ratio of iron to manganese in said aluminum alloys is at most about 5: 1, preferably about 2.5: 1. Thus, in this embodiment, the aluminum alloy contains at most five parts iron versus one part manganese, preferably about 2.5 parts iron versus one part manganese. By this ratio particularly advantageous strength properties of the engine component can be achieved.

The nickel concentration is <3.5 wt .-%, since otherwise can form too large, plate-shaped (primary, nickel-rich) phases in the structure, which can reduce their strength and / or life due to their notch effect. At the preferred nickel concentrations greater than 1.2 wt%, a thermally stable primary phase network is produced with connectivity and contiguity.

Further, it is preferable that the sum of nickel and cobalt in said aluminum alloys is> 2.0 wt% and <3.8 wt%. The lower limit ensures an advantageous strength of the alloy and the upper limit advantageously ensures a fine microstructure and avoids the formation of coarse, plate-shaped phases which would reduce the strength.

Advantageously, the aluminum alloys have a fine microstructure with a low content of pores and inclusions and / or little and small primary silicon, especially in the highly loaded bowl rim area. In this case, a low content of pores is preferably to be understood as meaning a porosity of <0.01% and less than a few primary silicon <1%. Furthermore, the fine microstructure is advantageously described by the fact that the average length of the primary silicon about <5 microns and its maximum length is about <10 microns and the intermetallic phases and / or primary precipitates lengths of on average about <30 microns and have a maximum <50 microns. The fine microstructure contributes in particular to the improvement of the thermomechanical fatigue strength. Limiting the size of the primary phases can reduce the susceptibility to crack initiation and crack propagation, thus significantly increasing the TMF-HCF lifetime. Furthermore, it is particularly advantageous due to the notch effect of pores and inclusions to keep their content low.

An engine component according to the invention consists at least partially of one of the abovementioned aluminum alloys. Another independent aspect of the invention is the use of the above-mentioned aluminum alloys for the manufacture of an engine component, in particular a piston of an internal combustion engine, according to claim 19 and the related subclaim. In particular, the aluminum alloys found are processed by gravity die casting.

Claims (20)

1. Method for producing an engine component, in particular a piston for an internal combustion engine, in which an aluminium alloy is cast using the gravity die casting process,
   wherein the aluminium alloy has the following alloy elements: silicon: 7 wt.% to < 14.5 wt.%, nickel: > 1.2 wt.% to < 3.5 wt.%, copper: > 3.7 wt.% to < 10 wt.%, cobalt: to < 1 wt.%, magnesium: 0.1 wt.% to 1.5 wt.%, iron: 0.1 wt.% to ≤ 0.7 wt.%, manganese: 0.1 wt.% to ≤ 0.7 wt.%, zirconium: > 0.1 wt.% to < 0.5 wt.%, vanadium: ≥ 0.1 wt.% to ≤ 0.3 wt.%, titanium: 0.05 wt.% to 0.5 wt.%, phosphorus: 0.004 wt.% to ≤ 0.05 wt.%, optionally beryllium: 0.0005 wt.% to 0.5 wt.% and optionally calcium: to ≤ 0.0005 wt.% and aluminium and unavoidable impurities as the remainder.
2. Method according to claim 1, wherein the aluminium alloy further has: beryllium: 0.0005 wt.% to 0.5 wt.% and calcium: to ≤ 0.0005 wt.%
3. Method according to claim 1 or 2, wherein the aluminium alloy has: silicon: 9 wt.% to < 10.5 wt.%, nickel: > 2 wt.% to < 3.5 wt.%, copper: > 5.2 wt.% to < 10 wt.%, cobalt: to < 1 wt.%, magnesium: 0.5 wt.% to 1.5 wt.%, iron: 0.1 wt.% to 0.7 wt.%, manganese: 0.1 wt.% to 0.4 wt.%, zirconium: 0.2 wt.% to < 0.4 wt.%, vanadium: > 0.1 wt.% to < 0.2 wt.%, titanium: 0.05 wt.% to < 0.2 wt.%, phosphorus: 0.004 wt.% to 0.008 wt.%, and aluminium and unavoidable impurities as the remainder.
4. Method according to claim 1 or 2, wherein the aluminium alloy has: silicon: 9 wt.% to < 10.5 wt.%, nickel: > 1.2 wt.% to < 2.0 wt.%, copper: > 5.2 wt.% to < 10 wt.%, cobalt: to < 1 wt.%, magnesium: 0.5 wt.% to 1.5 wt.%, iron: 0.1 wt.% to 0.7 wt.%, manganese: 0.1 wt.% to 0.4 wt.%, zirconium: 0.2 wt.% to < 0.4 wt.%, vanadium: > 0.1 wt.% to < 0.2 wt.%, titanium: 0.05 wt.% to < 0.2 wt.%, phosphorus: 0.004 wt.% to 0.008 wt.%, and aluminium and unavoidable impurities as the remainder.
5. Method according to claim 1 or 2, wherein the aluminium alloy has: silicon: 9 wt.% to < 12 wt.%, nickel: 2 wt.% to < 3.5 wt.%, copper: > 3.7 wt.% to 5.2 wt.%, cobalt: to < 1 wt.%, magnesium: 0.5 wt.% to 1.5 wt.%, iron: 0.1 wt.% to 0.7 wt.%, manganese: 0.1 wt.% to 0.4 wt.%, zirconium: 0.2 wt.% to 0.4 wt.%, vanadium: 0.1 wt.% to 0.3 wt.%, titanium: 0.1 wt.% to 0.5 wt.%, phosphorus: 0.004 wt.% to 0.008 wt.%, and aluminium and unavoidable impurities as the remainder.
6. Method according to claim 1, wherein the aluminium alloy has: silicon: 7 wt.% to < 14.5 wt.%, nickel: > 1.2 wt.% to < 3.5 wt.%, copper: > 3.7 wt.% to ≤ 5.5 wt.%, cobalt: to < 1 wt.%, magnesium: 0.1 wt.% to 1.2 wt.%, iron: 0.1 wt.% to ≤ 0.7 wt.%, manganese: 0.1 wt.% to ≤ 0.7 wt.%, zirconium: > 0.1 wt.% to < 0.5 wt.%, vanadium: ≥ 0.1 wt.% to ≤ 0.3 wt.%, titanium: 0.05 wt.% to ≤ 0.2 wt.%, phosphorus: 0.004 wt.% to ≤ 0.05 wt.%, beryllium: 0.0005 wt.% to 0.5 wt.%, calcium: to ≤ 0.0005 wt.% and aluminium and unavoidable impurities as the remainder.
7. Method according to any of the preceding claims 1 to 6, wherein in the aluminium alloy a weight ratio of iron to manganese is at most approximately 5:1, preferably the weight ratio of iron to manganese is approximately 2.5:1.
8. Method according to any of the preceding claims 1 to 7, wherein a sum of nickel and cobalt is preferably > 2.0 wt.% and < 3.8 wt.%.
9. Method according to any of the preceding claims 1 to 8, wherein the aluminium alloy has a fine microstructure with a low content of pores and inclusions and/or few and small primary silicon, in particular in a trough rim area of the engine component, wherein the porosity is < 0.01 % and/or the content of primary silicon is < 1 %, wherein the primary silicon has mean lengths of < 5 µm and/or maximum lengths of < 10 µm, and the intermetallic phases and/or primary precipitations have mean lengths of < 30 µm and/or maximum lengths of < 50 µm.
10. Engine component, in particular piston for an internal combustion engine, which consists at least partially of an aluminium alloy, wherein the aluminium alloy has the following alloy elements: silicon: 7 wt.% to < 14.5 wt.%, nickel: > 1.2 wt.% to < 3.5 wt.%, copper: > 3.7 wt.% to < 10 wt.%, cobalt: to < 1 wt.%, magnesium: 0.1 wt.% to 1.5 wt.%, iron: 0.1 wt.% to ≤ 0.7 wt.%, manganese: 0.1 wt.% to ≤ 0.7 wt.%, zirconium: > 0.1 wt.% to < 0.5 wt.%, vanadium: ≥ 0.1 wt.% to ≤ 0.3 wt.%, titanium: 0.05 wt.% to 0.5 wt.%, phosphorus: 0.004 wt.% to ≤ 0.05 wt.%, optionally beryllium: 0.0005 wt.% to 0.5 wt.% and optionally calcium: to ≤ 0.0005 wt.% and aluminium and unavoidable impurities as the remainder.
11. Engine component according to claim 10, wherein the aluminium alloy further has: beryllium: 0.0005 wt.% to 0.5 wt.% and calcium: to ≤ 0.0005 wt.%.
12. Engine component according to claim 10 or 11, wherein the aluminium alloy has: silicon: 9 wt.% to < 10.5 wt.%, nickel: > 2 wt.% to < 3.5 wt.%, copper: > 5.2 wt.% to < 10 wt.%, cobalt: to < 1 wt.%, magnesium: 0.5 wt.% to 1.5 wt.%, iron: 0.1 wt.% to 0.7 wt.%, manganese: 0.1 wt.% to 0.4 wt.%, zirconium: 0.2 wt.% to < 0.4 wt.%, vanadium: > 0.1 wt.% to < 0.2 wt.%, titanium: 0.05 wt.% to < 0.2 wt.%, phosphorus: 0.004 wt.% to 0.008 wt.%, and aluminium and unavoidable impurities as the remainder.
13. Engine component according to claim 10 or 11, wherein the aluminium alloy has: silicon: 9 wt.% to < 10.5 wt.%, nickel: > 1.2 wt.% to < 2.0 wt.%, copper: > 5.2 wt.% to < 10 wt.%, cobalt: to < 1 wt.%, magnesium: 0.5 wt.% to 1.5 wt.%, iron: 0.1 wt.% to 0.7 wt.%, manganese: 0.1 wt.% to 0.4 wt.%, zirconium: 0.2 wt.% to < 0.4 wt.%, vanadium: > 0.1 wt.% to < 0.2 wt.%, titanium: 0.05 wt.% to < 0.2 wt.%, phosphorus: 0.004 wt.% to 0.008 wt.%, and aluminium and unavoidable impurities as the remainder.
14. Engine component according to claim 10 or 11, wherein the aluminium alloy has: silicon: 9 wt.% to < 12 wt.%, nickel: 2 wt.% to < 3.5 wt.%, copper: > 3.7 wt.% to 5.2 wt.%, cobalt: to < 1 wt.%, magnesium: 0.5 wt.% to 1.5 wt.%, iron: 0.1 wt.% to 0.7 wt.%, manganese: 0.1 wt.% to 0.4 wt.%, zirconium: 0.2 wt.% to 0.4 wt.%, vanadium: 0.1 wt.% to 0.3 wt.%, titanium: 0.1 wt.% to 0.5 wt.%, phosphorus: 0.004 wt.% to 0.008 wt.%, and aluminium and unavoidable impurities as the remainder.
15. Engine component according to claim 10, wherein the aluminium alloy has: silicon: 7 wt.% to < 14.5 wt.%, nickel: > 1.2 wt.% to < 3.5 wt.%, copper: > 3.7 wt.% to ≤ 5.5 wt.%, cobalt: to < 1 wt.%, magnesium: 0.1 wt.% to 1.2 wt.%, iron: 0.1 wt.% to ≤ 0.7 wt.%, manganese: 0.1 wt.% to ≤ 0.7 wt.%, zirconium: > 0.1 wt.% to < 0.5 wt.%, vanadium: ≥ 0.1 wt.% to ≤ 0.3 wt.%, titanium: 0.05 wt.% to ≤ 0.2 wt.%, phosphorus: 0.004 wt.% to ≤ 0.05 wt.%, beryllium: 0.0005 wt.% to 0.5 wt.%, calcium: to ≤ 0.0005 wt.% and aluminium and unavoidable impurities as the remainder.
16. Engine component according to any of the preceding claims 10 to 15, wherein in the aluminium alloy a weight ratio of iron to manganese is at most approximately 5:1, preferably the weight ratio of iron manganese is approximately 2.5:1.
17. Method according to any of the preceding claims 10 to 16, wherein a sum of nickel and cobalt is preferably > 2.0 wt.% and < 3.8 wt.%.
18. Method according to any of the preceding claims 10 to 17, wherein the aluminium alloy has a fine microstructure with a low content of pores and inclusions and/or few and small primary silicon, in particular in a trough rim area of the engine component, wherein the porosity is < 0.01 % and/or the content of primary silicon is < 1 %, wherein the primary silicon has mean lengths of < 5 µm and/or maximum lengths of < 10 µm, and the intermetallic phases and/or primary precipitations have mean lengths of < 30 µm and/or maximum lengths of < 50 µm.
19. Use of an aluminium alloy for producing an engine component, in particular a piston of an internal combustion engine,
    wherein the aluminium alloy has the following alloy elements: silicon: 7 wt.% to < 14.5 wt.%, nickel: > 1.2 wt.% to < 3.5 wt.%, copper: > 3.7 wt.% to < 10 wt.%, cobalt: to < 1 wt.%, magnesium: 0.1 wt.% to 1.5 wt.%, iron: 0.1 wt.% to ≤ 0.7 wt.%, manganese: 0.1 wt.% to ≤ 0.7 wt.%, zirconium: > 0.1 wt.% to < 0.5 wt.%, vanadium: ≥ 0.1 wt.% to ≤ 0.3 wt.%, titanium: 0.05 wt.% to 0.5 wt.%, phosphorus: 0.004 wt.% to ≤ 0.05 wt.%, optionally beryllium 0.0005wt.% to 0.5 wt.% and optionally calcium: to ≤ 0.0005 wt.% and aluminium and unavoidable impurities as the remainder.
20. Use according to claim 19, wherein the aluminium alloy further has: beryllium: 0.0005 wt.% to 0.5 wt.% and calcium: to ≤ 0.0005 wt.%.