Magnesium alloys have always attracted designers due to their low density. In the aerospace industry, there are only two-thirds of aluminum alloys.
Due to environmental pollution and the need to reduce fuel consumption, new lightweight materials are currently being inserted into the world strategy of the transportation vehicle industry. Therefore, the industry has assumed part of the risk of developing such alloys, but in fact, some of them have already been carried out at the academic level. Some aspects of the necessity and characteristics of these alloys are: low cost, insulation (sound and heat insulation), impact safety, deformation strength, recyclability and assurance (taking aging as an example). All these aspects are related to the increase of new models and are reflected in increasingly complex production plans (Raynor, 1959; Roberts, 1960; Eliezer et al., 1998).
However, to use this lightweight material, several mechanical properties and technical performance must be improved. Another requirement in recent years is for excellent corrosion resistance, and new magnesium alloys have been significantly improved. Improvements in mechanical properties and corrosion resistance have led to greater interest in magnesium alloys for aerospace and special applications.
Magnesium alloys are also used in many other engineering applications, where light weight is a significant advantage. Magnesium-zirconium-aluminum alloys are often used in relatively small applications where they are processed by sand or investment casting, or forged by extrusion or forging.
In fact, it is well known that the primary production of magnesium has increased due to the supplementary application of your products in the market. In 2010, the total global production of primary magnesium was approximately 809,000 tons. The main producing countries are 654,000 tons in China, 45,000 tons in the United States, 40,000 tons in Russia, 30,000 tons in Israel, 20,000 tons in Kazakhstan, and 16,000 tons in Brazil (China Magnesium Association; U.S. Geological Survey).
The automobile has a history of more than one hundred years since its invention, and light alloys have been used since 1915. In the 1930s, aluminum almost completely replaced cast iron as the main component of the piston. In the same decade, magnesium alloys were used in the production of camshafts and gearboxes in Germany, which resulted in a reduction of at least 7% of the total car weight at that time.
Traditionally, the development of magnesium alloys has been driven by the aerospace industry’s requirements for lightweight materials to operate under increasingly demanding conditions. In the past decade, some heavy-duty magnesium components have been assembled in passenger cars, such as gearbox housings and crankcases (Aghion, 2003).
A lot of research is still needed in the areas of magnesium processing, alloy development, joining, surface treatment, corrosion resistance and mechanical performance improvement. Surface coatings produced by hexavalent chromium baths for magnesium die casting have been used to provide independent protection and as a pretreatment for painting. Teflon resin coatings have been developed for magnesium alloys; the initial coatings are obtained through aluminum vapor deposition and Teflon resin coatings. Teflon resin coating is a low-cost, chromium-free magnesium alloy corrosion-resistant coating. The coating not only has corrosion resistance, but also has good lubricity, high friction resistance and non-wetting properties (Kulekci, 2008).
These new projects involve the improvement and development of existing magnesium forging products (sheets and extrusions) to provide significantly improved static and fatigue strength properties for lightweight fuselage applications (development of material models and prediction of forming failure Standard) process, plastic deformation and failure behavior of components; material adaptation design and structural behavior evaluation to close the process and development chain of aerospace components).
The specific strength performance requirements of these innovative materials are higher than AA2024 for structural applications (secondary structure), and higher than AA5083 for non-structural applications. At the beginning of the project, new alloys will be developed and experimental alloys will be tested. Appropriate manufacturing (rolling, extrusion), forming and joining technologies require the development, simulation and verification of innovative materials and applications (Hombergsmeier, 2011)). The technical goal is to reduce the weight of the fuselage structure, system and internal components by as much as 30%. The strategic goal is to increase operating capacity by 10%, reduce direct operating costs by 10%, and ultimately reduce fuel consumption by 10%, thereby reducing the environmental impact of emissions and noise (Hombergsmeier, 2009).
Keywords：Application of magnesium alloy
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