Finishing

Designing engine-cradles for a highperformance ship diesel engine with highstrength ADI (austempered ductile iron) castiron material, results in a weight advantage of
30% compared with previous series-solution
results. Additionally, the manufacturing costs
are clearly reduced. This case study illustrates
the added value of the austempering process
when carried out as a post casting heat
treatment.
Part 2 of the article will appear in the
November issue of Foundry Trade Journal.

In the year 2000, MTU Friedrichshafen

Ltd introduced the model range 8000
(g. 1). This is a high-performance
diesel engine in a 20-cylinder-Vconstruction based on the common-rail
technology with a power rating up to
9000 kw. Its primary application is fast,
commercial ships and is also used in
marine navigation and yachts.

Engine cradle for the high performance Diesel motor made from ADI (model MTU Friedrichshafen Ltd,
series BR 8000)

The engine cradle steel

construction, steel basis S355J2G3
according to DIN EN 10025, comprises
several single components which are
welded or screwed together (g. 2). The
base plate is welded with two sidesections with two through-holes in
each section. These are used to screw
the engine cradle to the crankcase. A
connecting link welded to both side
sections and the base plate serves as
reinforcement.
The base plate has several holes,
of which the one in the centre is

clutch side, is braced by the shackle.

The remaining six engine cradles
are identical in construction, except
for a shorter width. The steel-engine
cradles with shackle consist of six single
components (four without shackle). In
addition to the actual joining process,
preparation and subsequent mechanical
post-processing of the weld seams is
required. Due to the high manufacturing
costs and the variety of parts for a steel
cradle, an alternative design in the form
of an integrative cast component was
conceived.

The application of high-strength cast

irons (ADI - austempered ductile iron) in
high-performance diesel engines part 1
In commercial applications, the
engine is connected by a total of eight
engine cradles (four on each side) to
the body of the ship. This arrangement
transmits the reaction forces and
momentum to the ship's foundation.

intended for connection to the engine

suspension. Two of the eight engine
cradles always possess a shackle, which
is screwed on the right or left side. The
momentum generated by the rotating
exhaust turbocharger, at the engine

As component design change

would lead to signicant costs for the
small and medium number of pieces,
the new design needed to provide
not only equivalent componentperformance, but also considerable cost
and weight advantages.

Material selection

The authors are Cahit Demirel,

Thomas Behr, Kar-L Weisskopf
from Ulm, Germany; Reiner
Bschen from Friedrichshafen,
Fig. 1. High performance diesel engine (Model MTU 20V 8000) with four engine cradles each side. One
Germany; and Christian Gndisch
engine cradle is shown with mounting supports for the overlaying transmission turbocharger and inter-cooler
from Bocholt, Germany.
bracing

248

FTJ October 2006

In order to reduce the number of

single components in the steel engine
cradle and with it the associated preprocessing, joining and post-processing
operations, the engine cradle should
be produced as an integrative cast
component in the future. The shackle
can then be cast as required on the
right or left side of the engine cradle by
using an interchangeable component
at the set-up stage. Because of the
required high strength and obvious
weight reduction, the innovative castiron material ADI-800 (austempered
ductile iron, EN-GJS-800-8 according to
EN 1564) was chosen.

Finishing
ADI is a heat-treated cast iron with
nodular graphite. In comparison with
pearlitic cast iron with nodular graphite
and is characterised by signicantly
higher static and dynamic strength and
a higher ductility at the same time. This
is proven to be essential, particularly for
the required zero damage rate. Therefore
the material ADI-800 is preferred for
this application and also with regard to
lightweight-aspects.
Furthermore, this material offers
better characteristics concerning noiseand vibration-damping than steel.
This is an advantageous characteristic,
particularly for components in the
engine suspension region. In spite
of the material heat treatment for
lightweight variants, the manufacturing
costs of ADI cast parts can compete
with conventional materials. Compared
with steel and aluminium, ADI has
a lower price per kilogramme (based
on the attainable yield point of the
material).

Fig. 2. Engine cradle (machined) with base plate, side sections left/right, each with two through-holes as well
as welded brace and right shackle which is screwed on

Manufacturing and features of

ADI
Pearlitic cast iron with nodular graphite
forms the basis for the production of
ADI materials. It may be necessary to
use a small amount of nickel and/or
molybdenum alloying elements
(depending on the maximum wallthickness of the component) during the
heat-treatment process.
The central component of the
manufacturing of ADI is a three-stage
heat-treatment (g. 3). Firstly the
component is heated to the austenite
region at 900C and held there for at
least two hours, in order to enrich the
initially low-carbon austenite with
carbon. Afterwards it is transferred
immediately to a salt bath with an
exact temperature between 240 and
390C and held isothermally for at least
1.5 hours. During this period, ferrite
needles separate from the austenite
until equilibrium is reached.
The resulting composite structure
is referred to as ausferrite. Depending
on the selected temperature of the salt
bath, the required mechanical features
of the material ADI can be achieved. The
result of using higher temperatures in
the intermediate stages (salt bath with
approx. 360 to 380C) is the desired
ADI-800 with high ductility (table 1).
Using several salt-bath-temperatures,
ADI-grades can be divided into ve
(ASTM A 897M-90) or four (DIN EN

Table 1. ADI Standards

1564) categories.
At present, the ISO/WD 17804 is
aiming to achieve simplication of the
standard. The most important factor
for the factory production of ADI is the
exact balance between the component
related, chemical alloy-composition and
the parameters of the heat-treatment.
The quenching speed has to be so high
that no pearlite is formed. For thickwalled components in particular, this
is provided by an accurately controlled
addition of alloying elements like
copper and a small amount of nickel
and molybdenum. This causes pearlite
not to form even at lower cooling rates,
so that the continuous heat-treatment
can be ensured for thick-walled
components.
The exact stop-periods and
temperatures are dependent on the

FTJ October 2006

component geometry and the selected

alloy composition. A continuous
communication between founder
and heat treater is crucial for process
safety. Appropriate fully-automatic and
computer-controlled heat-treatment
facilities are also required for the setting
of the desired ADI-structure. These can
be operated with precision and give
reproducible results for the austemperheat-treatment process.

ADI-suitable component
dimensioning
In order to keep the manufacturing
costs low, a hollow construction
is chosen. Fig. 4 shows the castgeometry of the broad engine cradle
with a shackle on the left side. In this
broader variant, the shackle is cast
with an interchangeable component

249

Finishing
to the mould either on the right or the
left side of the side section. The two
interior openings of the base plate are
predened by the casting pattern.
Because of the forces acting
between crankcase and bearing,
webs in the direction of the bearing
connection are located between the
side sections and the central bearing
connection. A denite weight reduction
on the base plate could be achieved
by a reduction of the wall-thickness.
In order to simultaneously guarantee
the conservation of rigidity, the lower
side was provided with a rib structure.
Pockets were inserted on both sides
of the side-sections to provide further
weight reduction and production
optimisation.
Additionally, the pockets improve
the solidication procedure and offer a
better heat dissipation during the heat
treatment because of the reduced wallthickness.

Fig. 3. Schematic of the temperature gradient of the isothermal interstitial transformation

ADI Treatments Ltd; tel: (+44) 121 525 0303;

e-mail: arron.rimmer@aditreatments.com

Fig. 4. Single component motor cradle cast using ADI with left founded shackle; (left) view from above with
webs between the side sections and the bearing connection. The side sections have pockets on both sides;
(right) view from below with wall thickness reduced base plate and ridge structure for rigidity

In part 2 of the article, the authors

provide details of the simulation of the
casting, ADI properties and endurance
testing.

www.icme.org.uk

A Peoples Organisation for People like YOU

The Time is Now
to join a growing number of
like-minded individuals and
watch your career progress

Professional Recognition and Accreditation

Proof of Continuing Professional Development
Ability for Lifelong Learning
Lifelong Careers Advice
Industry Seal of Approval
Quality Status amongst Peers
Commitment to Your Industry
Unlimited Networking and Assistance

Institute of Cast Metals Engineers

Tel: +44 (0) 121 601 6979 Fax: +44 (0) 121 601 6981 Email: info@icme.org.uk

250

FTJ October 2006

Finishing
Designing engine cradles for a high-performance ship diesel engine
with high strength ADI (austempered ductile iron) cast iron
material, results in a weight advantage of 30% compared with
previous series solution results. Additionally, the manufacturing
costs are clearly reduced.
Part 1 of this article appeared in the October issue of
Foundry Trade Journal.
In part 1 of the article, the authors provided details of the
engine-cradles (model MTU Friedrichshafen Ltd, series BR
8000), materials selection, manufacturing and features of
ADI and an ADI-suitable component dimensioning.

Simulation tools
FEM was used to calculate the possible static and dynamic
loading and the component was redesigned with regard
to the chosen casting method. Adjacent components like
the elastic engine bearing and the crankcase, as well as

Fig. 5. Stress distribution (cross section) resulting from vertically applied

load at the bearing connection and pre-stresses. The highest stress
(compressive) occurs on the screw surfaces on the side sections as well as in
the bearing connections and the webs. The strain level is not critical to the
design condition

(position and geometry of feeder, etc) as well as an

adjusted solidication in section and feeder have to be
achieved in particular. The simulation can reveal potential
problem areas like an isolated centre of heat, on which the
formation of cavities and porosity can occur.
For optimal quality of the component, feeder and
heat sinks are established whose size and position are
determined with the aid of the simulation. A snapshot

The application of high-strength cast

irons (ADI - austempered ductile iron) in
high-performance diesel engines part 2
the resulting pre-stress force of the screwed joint, were
included in the FEM calculation.
Fig. 5 shows the result of a loading case calculation
(screwed joints are blanked here). The motor cradle bearing
connection is subjected to a vertical force emanating
from the motor bearing. In spite of this stress the highest
tensions are produced during assembly pre-stressing.
These are located at the side sections screw bearing
surfaces in the form of compression stresses. Further
highly stressed areas are situated at the interface of the
ribs to the base plate and at the bearing connection. The
height and distribution of the tension remain at a noncritical level for ADI-800, however, because of the design.
The component development has been supported
by the use of casting and solidication simulation. For
optimal quality of the component, a constant die lling

The authors are Cahit Demirel,

Thomas Behr, Kar-L Weisskopf from
Ulm, Germany; Reiner Bschen
from Friedrichshafen, Germany; and
Christian Gndisch from Bocholt,
Germany.

286

Fig. 6. Solidication simulation indicating temperature prole after 18

minutes. By appropriately positioning the feeders, and the use of chills, the
desired solidication pattern is achieved

FTJ November 2006

of the solidication simulation is shown in g. 6. Three

feeders are used in total, of which one is located on
each of the side sections and another on the bearing
connection. Furthermore heats sink are placed on the
base plate and the bearing surface as well as the engine
mounting. The temperature gradient from the cooling
elements facilitates solidication to the feeders. Possible
micro-porosities are displaced to uncritical areas such
as in the interior of the side parts. According to the FEM
simulation, these areas experience a lower load, so that
potential porosities are not critical to the performance of
the component.

Production of prototypes
The prototypes were cast at Eisengieerei Hulvershorn
GmbH & Co KG in Bocholt, Germany, which specialises

Fig. 7. Moulding plates for the broad engine cradle made from ADI with
interchangeable shackle (right or left)

Finishing

Fig. 8. Cast engine cradle made from ADI-800 (machined) with left shackle
(cast at Eisengieerei Hulvershorn, Bocholt, Germany; heat treated at ADI
Treatments Ltd in England)

in large and sophisticated ADI-components. The heat

treatment was carried out at ADI Treatments Ltd in
Birmingham, England; the company is a subsidiary of the
Bocholt foundry, ensuring co-ordination from the outset
between founder and heat-treater. This is essential for
successful production of ADI.
Fig. 7 shows the adjustable moulding plates with
adjustable component for the broad variant of the engine
cradle with a shackle. The tool for the shackle can be
attached on the left or the right side on the mould
according to requirements. The casting dies, in furan
resin bound quartz sand, are produced on a mechanised
moulding facility. Machining is performed on a ve-axis
CNC machining centre in two clampings. The completely
machined ADI cast engine cradle with left shackle is
shown in g. 8.
Through the systematic application of CAX-tools
and the utilisation of the material potential of ADI, a
weight reduction to 85kg (30%) is achieved, compared
with the conventional construction of some 126kg. The
integrative cast construction with the ADI material also
gives cost savings in the manufacturing of the component.
This is achieved through a reduction of the amount of
single components and therefore the reduced joining and
treatment operations.

Fig. 9. ADI structure in the region of the middle bearing connection beside
the drilled hole

the surface of the middle bearing connection, adjacent to

the drilled hole.

Endurance test on the component

The endurance tests were conducted on a dynamic
endurance test bench, on which two engine cradles were
tested in parallel in double load. Fig. 10 shows the test
bench with the clamped engine cradles (the engine cradle
in the back is rotated 180C relative to that at the front,
so that it is almost obscured in this gure). The vertical
cyclic load per engine cradle was 1.7 times the required
specic load and was endured by the engine cradles
without damage.
The subsequent crack test in lime water revealed no
evidence of cracking. The ultimate number of load cycles,

Component characterisation
The comparison of material variables, which were found
by destructive material testing with the given standard
value of DIN EN 1564, more than conrms the achieved
quality of the material. Tensile tests according to DIN EN
10 002, which were extracted from several component
areas (amongst others bearing connection, web structure
etc) show an average value of 645N/mm yield stress for
0.2 % elongation (standard specication EN-GJS-800-8:
500N/mm, see table 1) and for the tensile strength an
average of 900N/mm (standard specication EN-GJS-8008: 800 N/mm).
The standard specications are exceeded on different
parts of the component. The fracture point is also above
the standard specications of 8% elongation in all regions.
The appropriate microstructure examinations conrm the
results of the tensile tests, because all tested ranges, even
the range of maximum wall thickness of approximately
80mm, show a well formed and persistent ausferrite
structure.
Fig. 9 shows the ADI structure, consisting of ferrite
needles in an austenite matrix as well as nodular graphite.
The structure test was performed in the region close to

Fig. 10. Test bed for fatigue test at MTU Friedrichshafen Ltd with two clamped engine cradles
(the second engine cradle is largely obscured). The parallel mounting allows the concurrent
testing of both engine cradles within excess of 1.7 times the power in the vertical direction

FTJ November 2006

287

Finishing
(10 million cycles), was achieved free of cracks. Therefore
the endurance of the ADI engine cradle was proven.
For the nal engine tests at MTU in Friedrichshafen,
an engine at the engine test bench was loaded with a
complete set of ADI engine cradles. Special acceleration
sensors were used for a variety of structure borne
ultrasonic measurements on the engine cradles among
others. In spite of signicant weight reduction, the natural
frequency and noise amplitude emissions are comparable
with the steel engine cradles and are consequently in the
acceptable range.
Based on the component and bench tests, the ADI
engine cradles for commercial applications in shipping
(ferries, yachts etc) were released at MTU. In addition to
considerable cost reduction, the total engine weight was
reduced by approximately 300kg.

Summary
Operating stresses were simulated through detailed
FEM calculations of the critical loading scenarios and
the geometry was optimised accordingly. In addition to
the calculation of loading scenarios, the casting, feeding
and cooling processes, which are necessary for good
component and material quality, were designed with the

help of casting and solidication simulation. As such, the

ADI engine cradle contains all functions of the welded and
screwed steel alternative.
Destructive testing conrmed the component and
material quality of the engine cradle of EN-GJS-800-8
according to DIN EN 1564. The required endurance limit of
the ADI engine cradles was demonstrated by subsequent
vibration fatigue tests. On an engine loaded with ADI
engine cradles, structure borne ultrasonic measurements
yielded frequencies and emissions in acceptable ranges
and so enabled the ADI engine cradle to be approved for
series manufacture.
ADI is a cast iron material that offers a high potential
for cost and weight reduction in many applications
compared to the conventional use of steel and aluminium.
In addition to the substitution of existing components,
the application spectrum of ADI is set to expand for
current and future developments for high performance
diesel engines at MTU as a highly cost effective material
alternative.
ADI Treatments Ltd; tel: (+44) 121 525 0303;
e-mail: arron.rimmer@aditreatments.com

World Foundry Congress 2006

Casting the Future
Conference Proceedings
A CD of the World Foundry Congress 2006 conference proceedings is available
from the Institute of Cast Metals Engineers (ICME) at a cost of 63.75 (including
VAT, postage and packaging).
This is an excellent way of taking advantage of the wealth of information
presented at the Congress of those who were unable to attend dont miss out
twice!
For more information and to order a copy contact:
Mrs Yvonne Marriott at ICME head ofce.
ICME, National Metalforming Centre, 47 Birmingham Road,
West Bromwich, West Midlands B70 6PY. United Kingdom.
Tel: +44 (0) 121 601 6979.
Fax: +44 90) 121 601 6981.
Email: yvonne@icme.org.uk

288

FTJ November 2006