Magnesium and Its Alloys in Automotive Applications A Review...Presently China is the leading supplier of magnesium to the world, Fig 3. The usage of magnesium is shown in Fig 4. Magnesium

Columbia International Publishing American Journal of Materials Science and Technology (2015) Vol. 4 No. 1 pp. 12-30 doi:10.7726/ajmst.2015.1002

Review

______________________________________________________________________________________________________________________________ *, ** Corresponding e-mail: [email protected] ; [email protected] 1 Department of Mechanical Engineering, R.V.R. & J.C. College of Engineering (A) , Guntur , A.P. 2 Department of Mechanical Engineering, Andhra University College of Engineering (A), Visakhapatnam, A.P.

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Magnesium and Its Alloys in Automotive Applications – A Review

D. Sameer Kumar1*, C. Tara Sasanka1**, K. Ravindra1 , K.N.S. Suman2 Received 18 January 2015; published online 31 January 2015 © The author(s) 2015. Published with open access at www.uscip.us

Abstract Magnesium is very attractive material as it has the combination of good strength, low weight and good quality. The usage of magnesium and its alloys has considerably increased over the past ten years. In structural applications, where weight plays a major role, magnesium is a good choice. Its recyclability property also gives an edge. The use of magnesium and its alloys in automotive components was limited in the early sixties and seventies but today the awareness on fuel savings and environmental protection through reduced CO2 emissions makes this material attractive. This paper reviews the benefits due to Mg, its alloy materials, manufacturing methods and applications in automotive sector. It also summarizes directions for the development of new magnesium alloys based on properties. Keywords: Magnesium; Magnesium alloys; Manufacturing methods of Magnesium; Automobile applications

1. Introduction The name magnesium has originated from the greek word for a district in thessaly called Magnesia. It was first discovered by Sir Humphrey Davy in 1808. And in metallic form by Antoine Bussy in 1831. Davy's first suggestion was magnium, but later it became magnesium (George et al. 2007, information from http://metals.about.com ). Magnesium is found to be the 8th most-abundant element in the earth's crust by mass, 9th abundant element in the universe as a whole. It occupies the 4th position among the elements that contribute earth mass as a whole followed by iron, oxygen and silicon. It is ranked 3rd most-abundant element dissolved in seawater (George et al. 2007, Guillen 2008). Magnesium is also needed by the human body as a mineral.

D.Sameer Kumar, C.Tarasasanka, K.Ravindra, and K.N.S.Suman / American Journal of Materials Science and Technology (2015) Vol. 4 No. 1 pp. 12-30

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Magnesium (Mg) is an alkaline earth metal having atomic number 12 with oxidation number +2. The free element (metal) is not found naturally on earth, as it is highly reactive. Magnesium is a light, strong and silvery-white metal that gives a white brilliant light when exposed to atmosphere. Magnesium shows great potential as a substitute to conventional materials.One of the fundamental advantages of magnesium is its density. Magnesium is similar or even better than aluminium and many commercial steels in terms of strength. Properties of magnesium, aluminum and iron are tabulated in table1.

Table 1 Properties of Mg, Al and Fe (Mutua et al. 2011, Mustafa 2008)

Property Magnesium Aluminium Iron Atomic number 12 13 26 Atomic weight 24.32 26.98 58.7 Crystal structure HCP FCC BCC Density at 20°C (g/cm3) 1.74 2.70 7.86 Elastic modulus (GPa) 45 69 207 Melting point °C 650 660 1536 Boiling point °C 1105 2520 2862 Poisson’s ratio 0.35 0.33 0.33 Specific strength (kNm/kg) 35-260 7-200 30-50 Specific stiffness ( MNm/kg) 21-29 25-38 28-30

Coefficient of thermal expansion 20°C –100°C (×106/C)

25.2 23.6 11.7

Tensile strength (MPa) 240 (for AZ91D) 320 (for A380) 350

Fig. 1. Comparison of Basic Properties of Mg, Al and Fe (Mustafa 2008)

From Fig.1 It can been seen that the specific stiffness of Al & Fe is higher than Mg in little fractions but the specific strength of Mg is considerably higher than Al and Fe. Magnesium seems to be


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superior in terms of properties but it is highly reactive. Extraction methods of Mg cost with respect to other materials and corrosion have also been important concerns restricting the usage of magnesium globally. The cost of magnesium has been decreasing below the cost of the aluminium since 2004 as shown in Fig 2. Magnesium melting cost is 2/3 compared to aluminium, while considering productivity cost 25% higher casting productivity compared to aluminium pressure die casting, 300- 500% compared to aluminium permanent mold casting, and 200% compared to polymer injection molding.

Fig. 2. Comparison graph between Mg and Al Price (Mining Intellegence & Technology 2012)

This metal is now obtained mainly by electrolysis of magnesium salts obtained from brine. But an understanding of the extraction methods is needed for the safe handling of magnesium. The primary sources for the production of magnesium are magnesite [ MgCO3 ] , dolomite [ MgCO3*CaCO3 ] , bischofite[ MgCl2 * 6H2O ] , carnallite [ MgCl2 * KCl * 6H2O ] , serpentine [ 3MgO * 2SiO * 2H2O ] , olivine [ (Mg, Fe)2SiO4 ] and sea water [ Mg2+(aq) ].

The commercial production of electrolytic magnesium has begun in Germany in 1886 and is the only country to produce this way until 1916. The production of magnesium for flares and tracer bullets is used in the US, Britain, France, Canada and Russia for their military applications. The worldwide production of magnesium dropped off between the world wars. Germany's production increased to 20,000 tons by 1938, accounting for 60% of global production and the US started 15 new magnesium production facilities by 1943 a capacity of over 265,000 tons has been produced (http://metals.about.com/). In 2006, the production reached 726.000 metric tonnes in the world. Presently China is the leading supplier of magnesium to the world, Fig 3. The usage of magnesium is shown in Fig 4. Magnesium is considered to be a good choice material in the areas of defense and aerospace engineering for aircraft and missile components, aircraft engine mounts, control hinges, fuel tanks, wings. In automotive sector magnesium is used for wheels, housings, transmission cases, engine blocks, steering wheels and columns, seat frames, electronic


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goods like laptops, televisions, cell phones and in many more areas (http://www.intlmag.org/). Magnesium can be used as a primary source if the limitations are overcome.

Fig. 3. Production supply of Magnesium in the world

Fig 3: Source: "Magnesium Metal: Global Industry Markets & Outlook 2012", Roskill Information Services Ltd.

Fig. 4. Magnesium Usage in different areas

Fig 4: Source: http://americanmagna.com/magnesium-uses/

China 74%

Israel 3%

Kazahkstan

2%

Malaysia 1%

Russia 9%

Serbia <1%

South korea <1%

Ukraine 1% USA

7%

Brazil 2%

Magnesium Supply

43%

40%

11% 6%

Magnesium usage

Alloying withAluminum

As a Structral Metal

Iron and SteelProcessing

Electrochemical andfor other usage


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2. Alloying of Magnesium The magnesium-alloy development started in the early days of 1945(María 2011). Research has been conducted on the manufacture of various products by different combination of alloys and its suitability and association of one element over the other. Magnesium contains hexagonal lattice structure which resist the plastic deformation hence majority of Mg alloys are casted. Wrought alloys came into existence in 2003.

Casting methods for magnesium are popular and the appropriate amounts of additives improve the strength, castability, workability, corrosion resistance and weldability of these alloys in a well-balanced way (http://en.wikipedia.org/wiki/Magnesium_alloy). Table 2 lists various alloying elements that can be added to magnesium to improve the properties as per ASTM standards (Avedesian and Baker 1999 and Polmear 1994).

ASTM (American Society for Testing and Materials) names the Magnesium alloys with two letters defining the elements, with numbers denoting the percentage and an additional digit to indicate intermediate properties. For example, AZ 91 Mg alloy contain aluminum (Al) and zinc (Zn) in 9%, 1% respectively in total and the rest by pure magnesium. (Avedesian and Baker 1999)

Table 2 An ASTM code for magnesium’s alloying elements (Siobhan Fleming 2012).

Letter Alloying Element Letter Alloying Element A Aluminum L Lithium B Bismuth M Manganese C Copper N Nickel D Cadmium P Lead E Rare Earths Q Silver F Iron R Chromium H Thorium S Silicon

2.1 Alloying of Magnesium with Aluminum

Aluminum improves the corrosion properties of the magnesium alloy and approximate by 1 to 9% is added. These are called Mg-Al zlloys. The effect of alloying with different amounts of aluminum on the microstructure of Mg-Al alloys is observed to be the decrease in the grain size and increase in the micro hardness (Shi et al. 2006, Zheng et al. 2006).

2.2 Alloying of Magnesium Zinc

Zinc in magnesium alloy results in enhancement of tensile properties. Zinc is added up to 1%. Above 1%, zinc in magnesium causes Hot shortness and decreases the weldability property (Avedesian and Baker 1999). The micro structural analysis indicates the observed stability of different phases in Mg-Zn alloys (Palacios et. al 2007). Use of Mg-Zn alloys in medical applications as bio degradable materials is one of the research areas (Shaoxiang et al. 2010).


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2.3 Alloying of Magnesium Rare Earths

There has been progress in using the rare earth materials in the development of magnesium alloys. The advantage of these additions is to allow the materials to work at elevated temperatures which are a fundamental requirement in Automobile engineering. Rare earth additive in the past were La, Nd, Pr, but now 15 elements from LA to Lu can be individually added as an alloy material. Baikov Institute of Metallurgy has applied almost all the materials in alloying and found the micro structural abilities with properties (Rokhlin 1998). Table 3 The Effects of various alloying elements in Magnesium (http://www.intlmag.org,

Avedesian and Baker 1999, Friedrich and Mordike 2006 and Siobhan 2012)

Alloying Element Properties Effect

Aluminum Hardness

Increases Strength Ductility Decreases

Beryllium Oxidation Decreases Calcium Oxidation Decreases

Cerium Corrosion resistance Increases Yield strength Decreases

Copper Strength Increases Ductility Decreases

Nickel Yield and Ultimate Strength Increases Ductility and Corrosion resistance Decreases

Rare Earth Metals High temperature creep

Increases Corrosion resistance Strength

Silicon Corrosion resistance Increases Zinc Corrosion resistance Increases

Table 3 summarizes the effects of alloying elements in magnesium. The combination of alloy elements like Al-Zn , Al-Zn-Mn , Al-Cu, RE-Zr , Zr-Y , Zn-Zr- RE and many more were tried with magnesium and successfully proven to be of advantage (Tarek 2009 and Luo, Pekguleryuz 1994). Statistics were showing that AZ series of alloys are the most commonly used and AZ 91 alloys are popular magnesium alloys with good room temperature strength and ductility (Fig 5). AZ91E shows good corrosion resistance (Fig 6) and weldabilty among AZ91 series alloys (Avedesian and Baker 1999, Bruce, Paul 2007, http://mg.tripod.com/ asm_prop.htm). The properties of some Magnesium alloys are given in Table 4.


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Fig. 5. No of articles with terms AZ91, AZ31

Fig. 6. Corrosion Tests with 10, 20 Days of Exposure (Bruce, Paul 2007)

Magnesium alloys can be categorized into two groups Viz. cast alloys and wrought alloys based on the process of operations. The tensile and other mechanical properties of the cast alloys are determined on separately poured test bars conforming to standard ASTM procedures while in wrought alloys, the mechanical properties of wrought magnesium alloys are determined on specimens cut from the actual manufactures - extrusions, forgings, or rolled products.


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Table 4 Magnesium alloys and their properties (Sameer, Suman 2014)

The selection of suitable alloy type depends on how the product will be made (cast or wrought), the strength required, and the conditions of work environment. Some of the cast and wrought magnesium alloys are given in table 5 and different manufacturing methods of magnesium metal matrix composites are explained in later section.

Table 5 Magnesium Wrought vs Cast alloys

Wrought Magnesium alloys Cast Magnesium Alloys

AZ91,AM50,AM60,ZK51,ZK61,ZE41,ZC63,HK

31,HZ32,QE22,QH21,WE54,WE43,

Elektron 21, AZ63, AZ81.

ZK60,M1A,HK31,HM21,ZE41,ZC71,

Elektron 675, AZ31 ,AZ61,AZ80,

3 Processing Methods

A wide variety of processing methods and technologies has been developed for Mg MMCs (Metal Matrix Composites). Mg MMC is divided into three main groups based on temperature of processing as shown in Fig 7.

(i) Solid State Processing

(ii) Vapor Processing

(iii) Liquid Processing

Plenty of literature is available on these methods (Jayaraman et al. 2012, Clyne, Withers 1993, Hartaj et al. 2011) and this section briefly describes the various processes.

S.No

Material

Density

(g/cm3)

Thermal

Conductivity

(W/mK)

UTS (Mpa)

YTS (Mpa)

Fatigue

Strength

(Mpa)

Impact (J)

Hardness

(BHN)

% Elongation in 50

mm

Specific

Heat (J/g-°C)

Coeff . of

Thermal

Expansion

(μm/m-C)

1 AZ91 1.81 72.7 230 150 97 2.7 63 3 0.8 26 2 AM60 1.79 62 241 131 80 2.8 65 13 1 26 3 AM50 1.77 65 228 124 75 2.5 60 15 1.02 26 4 AZ31 1.771 96 260 200 90 4.3 49 15 1 26 5 ZE41 1.84 113 205 140 63 1.4 62 3.5 1 26 6 EZ33 1.8 99.5 200 140 40 0.68 50 3.1 1.04 26.4 7 ZE63 1.87 109 295 190 79 2.3 75 7 0.96 27 8 ZC63 1.87 122 240 125 93 1.25 60 4.5 1 26


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Fig. 7. Classification of Mg-MMC Manufacturing Process

3.1 Solid State Processing :

The two major solid state processes are powder metallurgy (PM) and the diffusion bonding process.

3.1.1 Powder Metallurgy Magnesium and other reinforcement elements are powdered, mixed, pressed and sintered at a temperature under controlled atmosphere. It has potential of high volume fraction of reinforcement but this is a costly process. This technique is not ideal for mass production. A variety of magnesium matrix composites like Al203/AZ91, SiC/AZ91, TiO2/AZ91, ZrO2/AZ91, SiC/QE22, and B4C/AZ80 have been fabricated through powder metallurgy (Jayaraman et al. 2012). 3.1.2 Diffusion Bonding Diffusion Bonding is a solid state technique in which the matrix is in the form of foils and reinforcement as fibres. The fibres are arranged in a particular order and pressed at elevated temperature such that the finished laminate is multi layered with improved shear strength. A number of products like flat plates to curved engine plates have been fabricated using this process but by this process it is difficult to produce large complex parts (Hartaj et al. 2011). Some of the materials like AZ91/Al7075, AZ31/AA2024 are prepared by this process.

3.2 Vapor Processing CVD (Chemical Vapor Deposition), PVD (Physical Vapor Deposition) vapor processing involves the deposition of thin films by condensation of vaporized desired material on work piece surface. Vapor deposition is a primary process where the matrix is deposited from the vapor phase on to

Fabrication process

Solid State processing

Powder Metallurgy

Diifusion Bonding

Vapor Processing

Physical vapor deposition

Liquid processing

Squeeze infiltration

Stir Casting

Melt Deposition Technique


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individual reinforcement of ingredients. This process is very slow but there is no mechanical disturbance at the interface region as it is purely a chemical process (Hartaj et al. 2011). This method has been widely adapted to Mg-Al-Zn alloys for surface coatings to improve corrosion resistance (Hartaj et al. 2011, Tański 2012).

3.3 Liquid Processing The major methods of liquid processing are squeeze casting, stir casting and Disintegrated Melt Deposition Technique and its schematics are shown in Fig 8 (a,b,c).

3.3.1 Squeeze Casting

The Squeeze casting concepts are developed in 1800 but came into use since 1940. In this Process the reinforcements are placed in the casting mold and the molten Mg alloy is poured and solidified under high pressure. This process can also be applicable for high percentage of volume fractions but slow cooling is required to accommodate the solidification process. Hu explained the principle, process, controlling parameters of Mg alloys prepared by squeeze casting process. (Hu 1998). 3.3.2 Stir Casting Stir Casting is a very popular liquid state process for composite fabrications in which the matrix metal is heated to the liquidus temperature and reinforcement particles are introduced and distributed into molten matrix phase by mechanical / ultrasonic stirrer to overcome poor wetability of matrix and reinforcement phase (Anish et al. 2012). The melt is cooled down to room temperature to the get final solid product. This process bears 30% vol of reinforcement in the matrix phase. If this process is carried out in a Semi – Solid condition then it is called Rheo Casting. 3.3.3 Melt Deposition Technique

This process can be used in two ways either by producing droplet stream by molten bath (Osprey process) or by continuous feeding of cold metal into a zone of rapid heat injection (Thermal spray process). The Disintegrated Melt Deposition (DMD) Process is a combination of dispersion and spray Process. Two jets of gas are passed for the preparation of the final product from the molten metal. The product thus formed can be sent to hot extrusion for further processing (Po-Chou 2010).


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(a)

(b) (c)

Fig. 8. Processing of Mg alloys

(a) Squeeze Casting (b) Stir casting (c) DMD Technique Table 6 provides the summary of Mg-MMC fabrication processes. In addition to the above methods discussed, Friction Stir Welding (FSW) also shows great significance for the processing of Mg alloys now (Tomas Kupec 2012). Even though there are different methods of fabrication, the selection of effective process will have a good impact on micro structure, properties and cost analysis of the product.


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Table 6 Summary of Mg-MMC fabrication Processes.

Route Cost Application Comments Powder metallurgy

Medium Used to produce small objects bolts, pistons, valves etc.

high volume fractions of particulate are possible (better properties) , powders are expensive ,not for near-net-shape parts.

Diffused Bonding

High Used to make sheets, blades, vane shafts etc.

lower temperatures than hot pressing but not capable of complex parts ,slow, expensive fiber damage can occur

Squeeze Casting

Medium Widely used in automotive industry like connecting rods.

lower porosity ,expensive , molds needed, large capacity presses needed

Stir Casting Low Basic process for Mg MMC’s, used in Automotive & Aerospace Industry

Applicable for mass production, low volume fractions up to 30%

Melt Deposition Technique

Low/ medium

Used to produce structural shapes such as rods, beams etc

Uniform distribution, high strengths

4 Automotive Applications Consumer’s preference for vehicle performance is increasing day by day. Fuel economy and air pollution are the deciding factors to select the vehicle. In the research aspects these are achieved by using alternate fuels, power train enhancements, aerodynamic modifications and weight reduction methodologies. Among these, weight reduction of a vehicle by alternate materials is the simplest and cost effective solution (Sameer, Suman 2014).

Most of the castings in automotive industry are of steel/cast iron but when they look for alternate metals, Aluminum is considered the best option with good strength and cost when compared with magnesium and the usage of aluminum has grown more than 80% in the past 10 years. Most of aluminum and its alloys are used in car parts like cylinder heads, pistons, radiators, car’s body and wheel rims. It was been reported that one kilogram of aluminum has the capability to eliminate 20kg of CO2 emissions when replaced by a heavier metal, over the lifetime of the vehicle (Musfirah, Jaharah 2012).

Magnesium is a powerful weight saving option its density is 36% to aluminum, 74% lighter than zinc and 79% lighter than steel (Aghion 2004). Based on the several studies the weight distribution in a vehicle is shown in Fig 9. The weight reduction using magnesium when compared with Al/Fe alloys was shown in Fig 10.


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Fig. 9. Vehicle Mass Distribution (Avedesian and Baker 1999, Kevorkijan 2014)

Fig. 10. Vehicle mass Reduction using Mg (Mustafa 2008)

As can be seen from Fig 10, almost all areas of a vehicle replaced by Mg and its alloys contributed a weight reduction of 20-70%. Material alteration can be done in a vehicle in the three major areas like body, power train and chassis components. Body is the major contributor of total weight and also the first choice of structural material. There have been plenty of opportunities for researchers to use interior, exterior and seat frames made of Mg alloy materials. The power train is also another important element in a vehicle where the transmission and engine systems are linked to work together by various mechanical couplings. Creep resistant alloys like rare earth added Mg alloys have a good potential to work in this area. The chassis components are highly individual and show diverse characteristics. Wheels are the first replaced materials with Mg (Gaines et al. 1996). A variety of cast products are available to serve the purpose. The detailed areas of applications in motor components are given in Table 7 and also in Fig 11.

28%

28%

27%

10%

5% 2% BodyWeight

Power TrainComponentsChasis

Interior


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Table 7 Magnesium alloys applications in car components (Gaines et al. 1996, Mustafa 2008)

Engine and Parts Transmission

Engine Block , Gear Box, Crank Case , Oil Pump Housing , Cylinder Head Cover, Transfer Case , Covers , Cams, Bed Plate , Engine Cradle , Clutch and Engine parts

Interior Parts Steering Wheel Covers , Seat Components , Instrument Panel , Brake and Clutch Pedal , Air Bag Retainer , Door Inner

Chassis Components Wheels , Suspension Arms , Engine Cradle , Rear Support , Taligate , Bumper , Brake System , Fuel Storage System

Body Components Cast Components , Radiator Support , Sheet Components , Extruded Components , Exterior and Interior Components , Seats , Instruments and Controls

Magnesium was used in racing cars in the early 1920’s but Volkswagen Beetle used 20 Kg of magnesium in 1970. The usage of magnesium in automotive applications is expanding day by day as structural light weight material. Volkswagen group is leading the other companies like Mercedes Benz, BMW, Ford and Jaguar. Now around 14Kgs of Mg are using in Audi A4 & A6 models. AM50 & AM60 alloys are extensively used in interior parts of a car. General Motors (GM) used 26 kg of Mg alloy in savana & express vans (http://www.magnesium-elektron.com/). AZ91D Mg alloys are popular and offer 20-25% weight saving over Aluminum in transmission casings.

Fig. 11. Examples of Components made by Magnesium alloys (Mustafa 2008)

From Table 8, AZ91 seems to be a good material for alloy wheels (Cizek et al 2002, http://iweb.tms.org/Communities/FTAttachments/Mg%20Alloys%20for%20Automotive.pdf). The same was also proved by MADM methods (Sameer , Suman, 2014). AM 50A & AM60B are more ductile and used in seats, wheels, instrument panels, cylinder head covers and so on. AS41 used in crank case and in transmission housings because of better fluidity (Siobhan 2012). ZE41 and AC63 is low pressure die casting alloys used in engine blocks. AZ31B by the extrusion process is widely


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used in the preparations of bumper support beams, valve covers, electric motor frames and oil pans (Mutua et al. 2011). Fig 12 shows different combinations of alloys with respect to properties that can be applied in the automotive area.

Table 8 Mg alloy components used by various companies (Cizek et al 2002)

Company Part Model Alloy Ford Clutch Housing Ranger AZ91B

Steering Column Aerostar AZ91D

Transfer Case Bronco AZ91D General Motors

Valve cover , Air Cleaner , Clutch Housing

Corvette AZ91HP

Clutch pedal, brake pedal, steering column brackets

Worlds mobile, Pontiac, Buick

AZ91D

Daimler-Benz Seat frames 500 SL AM20/50 Alfa-Romeo Miscellaneous components

(45Kg) GTV AZ91B

Porsche AG Wheels (7.44 kg each) 944 Turbo AZ91D

Fig. 12. Future directions of Magnesium alloy development for automotive applications (Blawert, et al. 2004, Parviz et al. 2012 and Mordike et al. 2001)

The low creep properties, high corrosion and working at elevated temperature restricted more use of Mg in automotive applications. Creep phenomenon and the suitability of various Mg alloys is


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analyzed with respect to power train applications (Mihriban et al. 2012, Blawert, et al. 2004). Research is being carried out to increase the fatigue resistance of wheels and to improve the corrosion behavior of various Mg alloys. Teflon coatings are applied to improve the corrosion resistance (Mustafa 2008). Some work is being done to replace cast products with wrought Mg Products (Gaines et al. 1996). Steel panels are replaced by magnesium panels (Shin 2011). Kim et. al discussed recent developments in magnesium alloys, research activities their successful applications in Hyundai and Kia Motor Corporation(Jae and Han 2008). Research has been started in developing the magnesium alloys for high temperature applications (Tarek 2009, Luo 1994).

The researcher’s contribution in the usage of Mg alloy products are significantly increasing with the well-known fact that lowering car weight by 100 kg makes it possible to save 0.5 liters of petrol per 100 km (Dobrzanski 2007,Andure 20112). In other words for every 10% of weight reduction, fuel economy increases by 6% for cars, and 8% for light trucks (Mutua et al. 2011). The automakers are thinking of using 40-100Kg of Mg alloys in a car and the amount of Mg alloys and its usage is going to increase by 300% in near future to accommodate the weight reduction and to save fuel (Mustafa 2008).

5 Conclusions

This article overview the properties, Processing methods, advantages and limitations of magnesium alloys along with automotive applications. It has been revealed by the research that the adaption of Mg alloys as substitution to aluminum and iron alloys has more advantages. The cast magnesium alloys usage is good enough with excellent properties while research on the use of wrought magnesium is continuing. Mg-Al-Zn alloys offer both strength and ductility at room temperatures with greater flexibility in many applications.

Magnesium alloys provides an opportunity to researchers to work in a broad area where there is a lot of scope to do. With the global awareness on environmental protection, Magnesium alloys usage in automotive industry has been considerably increased to reduce the CO2 emissions, and weight reduction of the vehicle thereby increasing the fuel economy. Weight reduction using magnesium in vehicles is interesting and proven with good results. However plenty of research is further needed to use cost effective methods on Mg processing, alloys development, improvement of mechanical and corrosion resistance properties to meet the future goals of reduction of mass and the amount of greenhouse gasses emitted.

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