1. Introduction
HPDC is one of the most important manufacturing processes in the automotive industry as it enables obtaining automotive components with complex shapes cost-effectively [
1]. Molds are exposed to severe conditions during the HPDC such as high pressure and temperature and rapid temperature fluctuations. The usual casting speed moves between 20 and 60 m/s and the temperature ranges around 700°, depending on the aluminum alloy type [
2]. Although die lubricants are applied on the mold surface, these severe conditions trigger failure mechanisms due to the complex chemical, metallurgical and mechanical processes such as erosion, thermal fatigue, corrosion and soldering [
3]. Erosion is characterized by the loss of mold material from the surface as the result of mechanical processes. Thermal fatigue cracks can be divided by their appearance in heat checks and stress cracks. The studies have revealed, that crack initiation and propagation are increased by higher heating temperatures and higher heating/cooling rates [
4]. According to [
5] erosion and soldering are regarded as the primary causes of HPDC production downtime. In HPDC molten aluminum tends to react with tool steel and forms Fe-Al intermetallic layers because the solidus temperature of Al-Fe diagram phase is lower than molten aluminum [
6]. This condition is referred to as metallurgical/chemical soldering (or die sticking). Die soldering can be classified as metallurgical/chemical and mechanical [
4]. Metallurgical soldering occurs at high surface temperatures and takes time to develop. Mechanical soldering happens almost promptly under high pressure, after one shot or a few shots, when there is not enough time for the formation of an intermetallic layer [
7]. It does not require too high surface temperatures. Mechanical and chemical soldering can appear simultaneously [
8]. The formation of soldering often requires rectifying the tool surface by mechanical processes (machining, grinding, polishing, etc.) after stopping production [
9].
The above-mentioned surface failure modes change the mold surface and reduce casting surface quality. Surface roughness is one of the most important metrics determining the quality of produced castings. Organizations supplying parts in the automotive industry are certified according to the International Automotive Task Force (IATF) 16949:2016 automotive quality management system standard and they must meet quality requirements specified by customer organizations [
10]. Therefore, the technological service life of mold is limited by the quality requirements specified for the casting and tolerance intervals for HPDC process parameters [
11,
12]. The maintenance or replacement of mold parts due to erosion, cracks, corrosion and soldering that negatively affect castings quality induces costs. Therefore, producers need to find the best solution to increase the lifetime of tools as well as reduce maintenance costs.
Heat treatment, nitriding and PVD coatings have been employed to withstand the degradation mechanisms of the molds. Erosion and soldering can be reduced by maintaining the hardness of the mold at 44–48 HRC, nitriding of mold surface and deposition of PVD coatings [
13]. Several studies have confirmed the positive effect of nitride-based PVD coatings (mono-layer and multi-layer) in HPDC of aluminum alloys e. g. [
1,
2,
14,
15,
16,
17,
18,
19,
20,
21,
22]. In the study conducted by [
14] (pp. 200–205), the positive effect of TiN, CrN and TiCN coatings deposited on core pins in terms of soldering was confirmed in HPDC (semi-industrial trials). The study also concluded that increased build-up of aluminum alloy is connected with the increased surface roughness of PVD-coated pins (blasted). TiN and TiAlN have high wear resistance and high hardness [
23]. According to [
24] (p.123866), despite many advantages of TiN it becomes oxidized at the temperature of 550 °C. The oxidation resistance of TiAlN and TiAlSiN can be enhanced up to 850 to 950 °C [
25]. It is much higher than in the case of TiN-coated films. On the other hand, the comparative study of [
26] (pp. 260–265) examining TiN and TiAlN coating layers showed that TiN coating has higher abrasive resistance than TiAlN. The friction coefficient of TiAlN is higher than TiN [
27]. In the case of CrAlSiN, the friction coefficient is lower than for TiAlN and higher than for TiN [
28]. Authors of the study [
29] (pp. 74–81) tested the tribological properties of selected coatings and concluded that CrN outperforms TiN and TiAlN, while TiAlN performed the worst. Chromium-based hard coatings such as CrN or CrAlN have proven excellent tribological properties [
30]. CrAlSiN has excellent thermal stability. Within the study [
16] (p. 358), CrAlSiN coating systems with different chemical composition modulations were tested regarding washout in HPDC. Washout damages are attributed to corrosion and soldering, where molten aluminum comes into contact with the surface of the steel mold. The correlation between erosion and soldering of molten aluminum was confirmed by the study [
18]. Except for washout, the cracks of PVD coatings can also be the primary reason for molten aluminum penetration, which dissolves the steel substrate, causing the cracked coating to flake off, as was concluded in the study [
17].
The selection of the optimal PVD surface treatment of molds in foundry organizations has to be taken into account in terms of effectiveness and costs [
31]. Several factors influence the formation of failure mechanisms on mold parts like the chemical composition of casting alloy, casting temperature, casting speed, tool shape, mold material, surface treatment of a mold, and other process conditions [
13,
32]. Despite the several studies on PVD coatings (primarily in laboratory conditions) in terms of their mechanical wear and chemical resistance we haven’t encountered a study comparing the selected nitrid-based PVD coatings (TiN, TiAlN and CrAlSiN) in the HPDC process. Our research focuses on the study of the mold inserts’ lifetime – uncoated and coated with selected nitride-based PVD coatings—TiN, TiAlN and CrAlSiN under the real production conditions. The study also aims at the identification of failure modes resulting in the decommissioning of inserts. The lifetime of the inserts is limited by the requirements on surface quality (surface roughness) of produced casting that is supplied to the car manufacturer, who determines the maximum toleration limit of surface roughness (Ra).