• Tribology and Lubricants
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• v.35 no.1
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• pp.24-29
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• 2019

In this work we investigated the friction and wear characteristics of a magnesium alloy, which has been receiving much attention as a light metal in industrial applications such as automobiles and aerospace. Magnesium is one of the lightest structural material that has high specific strength, lightweight, low density and good formability. However, current issue of using magnesium alloy is that magnesium has weakness against temperature. As the temperature increases, magnesium undergoes poor creep resistance and ease of softening, and therefore, its mechanical strength decreases sharply. To solve this issue, a new type of magnesium alloy that retains high strength at high temperature has been proposed. The tribological behavior of this alloy was investigated using a tribotester with reciprocating motion and heating plate. A stainless steel ball was used as a counter surface. Results showed that extrusion process has similar wear behavior to the commonly used casting process but retains good mechanical strength and durability. The presence of an alloying element enhanced the wear properties especially in high temperature. This study is expected to be utilized as fundamental data for the replacement of high density materials currently used in mechanical industries to a much lighter and durable heat-resistant materials.

• Journal of the Korean institute of surface engineering
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• v.49 no.1
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• pp.1-13
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• 2016

This review deals with one of the surface modification techniques, chemical conversion coating and particularly cerium-based conversion coatings (CeCC) as a promising substitute for chromium and phosphate conversion coating on magnesium and its alloys. The CeCCs are commonly considered environmentally friendly. The effects of surface preparation, coating thickness, bath composition, and e-paint on the corrosion behavior of CeCCs have been studied on the AZ31 magnesium alloy. This review also correlates the coating microstructural, morphological, and chemical characteristics with the processing parameters and corrosion protection. Results showed that the as-deposited coating system consists of a three layer structure (1) a nanocrystalline MgO transition layer in contact with the Mg substrate, (2) a nanocrystalline CeCC layer, and (3) an outer amorphous CeCC layer. The nanocrystalline CeCC layer thickness is a function of immersion time and cerium salt used. The overall corrosion protection was crucially dependent on the presence of coating defects. The corrosion resistance of AZ31 magnesium alloy was better for thinner CeCCs, which can be explained by the presence of fewer and smaller cracks. On the other hand, maximum corrosion protection was achieved when AZ31 magnesium samples with thin CeCCs are e-painted. The e-paint layer further restricts and hinders the movement of chloride and other aggressive ions present in the environment from reaching the magnesium surface.

• Journal of the Korean Society for Heat Treatment
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• v.33 no.3
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• pp.129-134
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• 2020

Due to excellent properties such as high specific strength and low density, application of magnesium alloys have been rapidly increased. However, magnesium alloy has a serious problem that is easily oxidized when exposed to high-temperature. For this reason, magnesium alloys have been generally used for SF6 gas such as protective cover gas in casting and melting, but it has been reported that this gas has a serious influence on global warming. Therefore, many researchers have been studied to improve the oxidation resistance of magnesium alloy. It was reported that addition of Be, Ca and CaO in magnesium alloy can improve the oxidation properties. In this study, the possibility of improving the oxidation resistance by adding CaO extracted from oyster shells was investigated. Oyster shells were completely decomposed into CaO and CO₂ by annealing. With the addition of CaO, a coexistence region of MgO + CaO was formed in the oxide layer and its thickness was also reduced.

• Proceedings of the Korean Society for Technology of Plasticity Conference
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• 2005.10a
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• pp.220-226
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• 2005

To achieve the weight reduction of a vehicle, Magnesium alloys are widely used in automobile parts because of its lightweight characteristics. Magnesium alloys also have advantages in recycling, stiffness, NVH , heat protection. But Magnesium alloy parts are mainly manufactured by diecasting processes, their productivity was not so high compared to by sheet metal working. We are developing vehicle hood using magnesium sheets. In this study we designed magnesium alloy hood which have equivalent mechanical characteristics to steel hood. Using finite element method we decided thickness of magnesium sheets under some design requirements and we changed the shape of hood inner panel and hinge reinforcements. Outer and inner panel thickness was 1.3mm, 1.5mm respectively. Panel dentibility analysis was performed to conform the new magnesium design by nonlinear FEM package. Formability and hemming of Magnesium sheets are the subjects for further study because they have poor stretchability compared to steel sheets.

• Transactions of Materials Processing
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• v.14 no.6 s.78
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• pp.520-526
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• 2005

In recent years, there has been a growth of the manufacture and application of magnesium products because of its small specific gravity as well as its relatively high strength. However, there are so many studies to assure good formability because magnesium sheet alloy is difficult to form. In this study, uniaxial tensile and biaxial tensile tests of AZ31 magnesium sheet alloy with thickness of 1.2mm were performed at room temperature. Uniaxial tensile tests were performed until $7{\%}$ of engineering strain. Lankford values and stress-strain curve were obtained. Biaxial tensile tests with cruciform specimen were performed until the breakdown of the specimen occurs. The yield loci were calculated by application of plastic work theory. The results are compared with the theoretical predictions based on the Hill and Logan-Hosford model. In this study, Hill's 1979 yield function for the case of m=2.8 and Logan-Hosford yield function for the case of M=8 give good agreements with experimental results. However, next study will be performed at warm-temperature because the specimens are broken under the $0.5{\%}$ of equivalent strain at biaxial tensile test.

• Transactions of Materials Processing
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• v.23 no.8
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• pp.495-500
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• 2014

Magnesium alloys are currently expected to be widely used for weight reduction of cars and as high efficient materials in the automotive and electronics industries. Although the specific strength of magnesium is excellent, it cannot be easily formed at room temperature due to its HCP structure. However in order to improve the formability of magnesium, it is necessary to investigate its formability in the warm temperature range. In the current study, the aim was to add to the magnesium property database so that the mass production of a magnesium car body can be accomplished. Warm tensile tests were conducted and the forming limit diagram was determined to confirm formability characteristics of magnesium AZ31B alloy sheet. In addition the bending formability and the magnesium damping capacity were evaluated for AZ31B and compared to SPRC440E which is a sheet steel used for car bodies.

• Journal of the Korean Society of Manufacturing Process Engineers
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• v.11 no.6
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• pp.16-21
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• 2012

Magnesium alloy has been focussed as lightweight material owing to its high strength even though low density with aluminum alloy, titanium alloy and plastic material. Friction stir welding technique was performed by rotating and plunging a shouldered tool with a small diameter pin into the joint line between two butted plates and useful to join magnesium alloy. In this paper, the experiments of friction stir welding were done to investigate the joint characteristics of AZ31 magnesium alloy. For its evaluation, the orthogonal array method$(L_{27}(3^{13}))$ was applied with four factors of pin diameter, shoulder diameter, travel speed and rotation speed of tool and also three levels of each factor. Nine tools were worked through shoulder diameter of 9, 12, 15mm and pin root diameter of 3, 4, 5mm. In addition tensile tests were excuted for the assessment of mechanical properties for joint conditions. From the results, pin diameter, shoulder diameter, and rotating speed of tool influenced on the tensile strength meaningful, but welding speed did not influence on that by the variance analysis. Beside of that, optimum condition of tensile strength was estimated as following ; shoulder diameter:15mm, welding speed:200mm/min, rotating speed:200rpm.

• Journal of the Korean institute of surface engineering
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• v.52 no.2
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• pp.96-102
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• 2019

Magnesium and its alloys are prone to be corroded, thus surface treatments improving corrosion resistance are always required for practical applications. As a surface treatment of magnesium alloys, plasma electrolytic oxidation (PEO), creating porous stable oxide layer by a high voltage discharge in electrolyte, enhances the corrosion resistance. However, due to superhydrophilicity of the porous oxide layer, which easily allow the penetration of corrosive media toward magnesium alloys substrate, post-treatments inhibiting the transfer of corrosive media in porous oxide layer are required. In this work, we employed a hydrophobizing method to enhance the corrosion resistance of PEO treated Mg alloy. Three types of hydrophobizing techniques were used for PEO layer. Thin Teflon coating with solvent evaporation, self-assembled monolayer (SAM) coating of octadecyltrichlorosilane (OTS) based on solution method and SAM coating of perfluorodecyltrichlorosilane (FDTS) based on vacuum method significantly enhances corrosion resistance of PEO treated Mg alloy with reducing the contact of water on the surface. In particular, the vacuum based FDTS coating on PEO layer shows the most effective hydrophobicity with the highest corrosion resistance.

• Journal of the Korean institute of surface engineering
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• v.49 no.2
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• pp.141-146
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• 2016

In this study, electrophoretic paint (E-paint) was deposited on the knife-abraded surface of AZ31 magnesium alloy (AZ31), and its adhesion and corrosion resistance were examined by tape peel-test and salt spray test, respectively. E-paint started to deposit on AZ31 Mg alloy after an inductance time and pores were found in the E-paint layer which is ascribed to hydrogen bubbles generated on the surface during the painting process. The pores disappeared after curing for 15 min at $160^{\circ}C$. The E-paint on AZ31 exhibited good adhesion after immersion in deionized water for 500 h at $40^{\circ}C$. The E-paint sample without scratch showed no corrosion after 1500 h of salt spray test. However, on the scratched sample, blisters were visible adjacent to the scratched sites after 500 h of salt spray test.

• Transactions of Materials Processing
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• v.27 no.3
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• pp.145-153
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• 2018

Magnesium material could be widely used in the automotive industry because of its high strength to weight ratio, but the electric resistance spot welding process of magnesium sheets is difficult because of its low electric resistance and high thermal conduction and thermal expansion. For this reason, an electric resistance surface friction spot welding process using rotating dies is suggested for the spot welding of magnesium metal sheets. This welding method can be characterized by three heating methods: (1) electric resistance heating on contacted surface, (2) surface friction heating by rotating dies, and (3) thermal conduction heating from heated steel electrodes, for the fusion of metal at the interfacial zone between the two magnesium sheets. This welding process also has variables to explore, such as welding currents, diameters of the steel electrode, and rotating dies. It was found that the welding strength could reach industrial requirements by applying a welding current of 11.0kA, with steel electrodes of 12mm diameter, with rotating dies of 4.4 mm diameter, under the condition of a revolution speed of 1200rpm of rotating dies, for the surface friction spot welding process of AZ31 magnesium alloy sheets of 1.4mm thickness.