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Valuable information on corrosion fundamentals and applications of aluminum and magnesium Aluminum and magnesium alloys are receiving increased attention due to their light weight, abundance, and resistance to corrosion. In particular, when used in automobile manufacturing, these alloys promise reduced car weights, lower fuel consumption, and resulting environmental benefits. Meeting the need for a single source on this subject, Corrosion Resistance of Aluminum and Magnesium Alloys gives scientists, engineers, and students a one- stop reference for understanding both the corrosion fundamentals and applications relevant to these important light metals. Written by a world leader in the field, the text considers corrosion phenomena for the two metals in a systematic and parallel fashion. The coverage includes: * The essentials of corrosion for aqueous, high temperature corrosion, and active-passive behavior of aluminum and magnesium alloys * The performance and corrosion forms of aluminum alloys * The performance and corrosion forms of magnesium alloys * Corrosion prevention methods such as coatings for aluminum and magnesium * Electrochemical methods of corrosion investigation and their application to aluminum and magnesium alloys Offering case studies and detailed references, Corrosion Resistance of Aluminum and Magnesium Alloys provides an essential, up-to-date resource for graduate-level study, as well as a working reference for professionals using aluminum, magnesium, and their alloys.

The use of the friction stir welding (FSW) process as a relatively new solid-state welding technology in the aerospace industry has pushed forward several developments in different related aspects of this strategic industry. In terms of the FSW process itself, due to the geometric limitations involved in the conventional FSW process, many variants have been required over time to suit the different types of geometries and structures, which has resulted in the development of numerous variants such as refill friction stir spot welding (RFSSW), stationary shoulder friction stir welding (SSFSW), and bobbin tool friction stir welding (BTFSW). In terms of FSW machines, significant development has occurred in the new design and adaptation of the existing machining equipment through the use of their structures or the new and specially designed FSW heads. In terms of the most used materials in the aerospace industry, there has been development of new high strength-to-weight ratios such as the 3rd generation aluminum-lithium alloys that have become successfully weldable by FSW with fewer welding defects and a significant improvement in the weld quality and geometric accuracy. The purpose of this article is to summarize the state of knowledge regarding the application of the FSW process to join materials used in the aerospace industry and to identify gaps in the state of the art. This work describes the fundamental techniques and tools necessary to make soundly welded joints. Typical applications of FSW processes are surveyed, including friction stir spot welding, RFSSW, SSFSW, BTFSW, and underwater FSW. Conclusions and suggestions for future development are proposed.

Aluminum alloy is the main structural material of aircraft, launch vehicle, spaceship, and space station and is processed by milling. However, tool wear and vibration are the bottlenecks in the milling process of aviation aluminum alloy. The machining accuracy and surface quality of aluminum alloy milling depend on the cutting parameters, material mechanical properties, machine tools, and other parameters. In particular, milling force is the crucial factor to determine material removal and workpiece surface integrity. However, establishing the prediction model of milling force is important and difficult because milling force is the result of multiparameter coupling of process system. The research progress of cutting force model is reviewed from three modeling methods: empirical model, finite element simulation, and instantaneous milling force model. The problems of cutting force modeling are also determined. In view of these problems, the future work direction is proposed in the following four aspects: (1) high-speed milling is adopted for the thin-walled structure of large aviation with large cutting depth, which easily produces high residual stress. The residual stress should be analyzed under this particular condition. (2) Multiple factors (e.g., eccentric swing milling parameters, lubrication conditions, tools, tool and workpiece deformation, and size effect) should be considered comprehensively when modeling instantaneous milling forces, especially for micro milling and complex surface machining. (3) The database of milling force model, including the corresponding workpiece materials, working condition, cutting tools (geometric figures and coatings), and other parameters, should be established. (4) The effect of chatter on the prediction accuracy of milling force cannot be ignored in thin-walled workpiece milling. (5) The cutting force of aviation aluminum alloy milling under the condition of minimum quantity lubrication (mql) and nanofluid mql should be predicted.

Metal-based additive manufacturing, or three-dimensional (3D) printing, is a potentially disruptive technology across multiple industries, including the aerospace, biomedical and automotive industries. Building up metal components layer by layer increases design freedom and manufacturing flexibility, thereby enabling complex geometries, increased product customization and shorter time to market, while eliminating traditional economy-of-scale constraints. However, currently only a few alloys, the most relevant being AlSi10Mg, TiAl6V4, CoCr and Inconel 718, can be reliably printed; the vast majority of the more than 5,500 alloys in use today cannot be additively manufactured because the melting and solidification dynamics during the printing process lead to intolerable microstructures with large columnar grains and periodic cracks. Here we demonstrate that these issues can be resolved by introducing nanoparticles of nucleants that control solidification during additive manufacturing. We selected the nucleants on the basis of crystallographic information and assembled them onto 7075 and 6061 series aluminium alloy powders. After functionalization with the nucleants, we found that these high-strength aluminium alloys, which were previously incompatible with additive manufacturing, could be processed successfully using selective laser melting. Crack-free, equiaxed (that is, with grains roughly equal in length, width and height), fine-grained microstructures were achieved, resulting in material strengths comparable to that of wrought material. Our approach to metal-based additive manufacturing is applicable to a wide range of alloys and can be implemented using a range of additive machines. It thus provides a foundation for broad industrial applicability, including where electron-beam melting or directed-energy-deposition techniques are used instead of selective laser melting, and will enable additive manufacturing of other alloy systems, such as non-weldable nickel superalloys and intermetallics. Furthermore, this technology could be used in conventional processing such as in joining, casting and injection moulding, in which solidification cracking and hot tearing are also common issues.

The distortion in machining aeronautical aluminum alloy parts (AAAPs) is one of the serious challenges in the aviation industry, and the residual stresses produced in multimanufacturing steps are the main cause. In order to get a comprehensive understanding of the problems about residual stresses and distortion in machining AAAPs, the state-of-the-art in several aspects including the generation reasons of residual stresses, the factors influencing distortion during machining, the measurement methods of residual stresses, the prediction and controlling methods of distortion are summarized in this paper. The generation mechanism of the bulk residual stress inner materials and the machining-induced residual stresses, as well as the factors affecting two kinds of residual stresses are stated. Also, the influences of residual stresses and machining process conditions on distortion are analyzed. Furthermore, the common residual stress measurement methods and its application scope are summarized. Significantly, the differences, advantages, and disadvantages of various prediction methods are analyzed. The methods of controlling distortion before and after machining are summarized. Finally, the paper gives out further research on the distortion in machining AAAPs in aeronautical manufacturing.

With the development of aerospace, marine engineering, and other industries, aluminum alloys are widely used. There are welding defects in the traditional welding method for welding aluminum alloys. This article discusses an advanced method based on traditional welding methods, which can effectively reduce the probability of defect occurrence. In these methods, welding with an external magnetic field can promote the formation of equiaxed crystals during crystallization, grain refinement, and improved weld performance. The porosity is reduced and the sensitivity to thermal cracking is reduced. The future development direction of aluminum alloy welding is discussed at the end of the article.

In engineering applications, such as automobile, marine, aerospace, and railway, lightweight alloys of aluminum (Al) and magnesium (Mg) ensure design fitness for fuel economy, better efficiency, and overall cost reduction. Friction stir welding (FSW) for joining dissimilar materials has been considered better than the conventional fusion welding process because of metallurgical concerns. In this study, dissimilar joints were made between the AA6061 (A), AZ31B (B), and AZ91D (C) combinations based on the varying advancing side (AS) and retreating side (RS). The dissimilar joints prepared by the FSW process were further characterized by tensile testing, impact testing, corrosion testing, fracture, and statistical and cost analysis. The results revealed a maximum tensile strength of 192.39 MPa in AZ91 and AZ31B, maximum yield strength of 134.38 MPa in a combination of AA6061 and AZ91, maximum hardness of 114 Hv in AA6061 and AZ31B, and lowest corrosion rate of 7.03 mV/A in AA6061 and AZ31B. The results of the properties were supported by photomicrographic fracture analysis by scanning electron microscopy (SEM) observations. Further, the performance of dissimilar joints was statistically analyzed and prioritized for preference by similarity to the ideal solution (TOPSIS) method.

The L ↔ Al + Al11Ce3 technologically important eutectic transformation in Al–Ce binary alloys, containing from 5 to 20 wt.% Ce and ranging from hypo- to hypereutectic compositions, was examined along with the microstructure and properties of its solidified product. A combination of thermal analysis and metallography determined the coordinates of the eutectic point at 644.5 ± 0.6 °C and 10.6 wt.% Ce, clarifying the existing literature ambiguity. Despite the high entropy of melting of the Al11Ce3 phase, in hypoeutectic alloys the eutectic was dominated by the regular morphology of periodically arranged lamellae, typical for non-faceted systems. In the lamellar eutectic, however, the faceting of Al11Ce3 was identified at the atomic scale. In contrast, for hypereutectic compositions, the Al11Ce3 eutectic phase exhibited complex morphology, influenced by the proeutectic Al11Ce3 phase. The Al11Ce3 eutectic phase lost its coherency with Al; it was deduced that a partial coherency was present only at early stages of lamellae growth. The orientation relationships between the Al11Ce3 and Al in the eutectic structure, leading to partial coherency, were determined to be [0 0 1]Al ║ [1¯ 1 1]Al11Ce3 with (0 4 4¯)Al ║ (2¯ 0 0)Al11Ce3 and [0 1 1]Al ║ [3¯ 0 1]Al11Ce3 with (2¯ 0 0)Al ║ (0 6 0)Al11Ce3. The Al11Ce3 phase with a hardness of 350 HV and Al matrix having 35 HV in their eutectic arrangement formed in situ composite, with the former playing a role of reinforcement. However, the coarse and mostly incoherent Al11Ce3 eutectic phase provided limited strengthening and the Al–Ce alloy consisting of 100% eutectic reached at room temperature a yield stress of just about 70 MPa.

Aluminum alloys used for aerospace applications provide good strength to weight ratio at a reasonable cost but exhibit only limited corrosion resistance. Therefore, a durable and effective corrosion protection system is required to fulfil structural integrity. Typically, an aerospace corrosion protection system consists of a multi-layered scheme employing an anodic oxide with good barrier properties and a porous surface, a corrosion inhibited organic primer, and an organic topcoat. The present review covers published research on the anodic oxide protection layer principles and requirements for aerospace application, the effect of the anodizing process parameters, as well as the importance of process steps taking place before and after anodizing. Moreover, the challenges of chromic acid anodizing (CAA) substitution are discussed and tartaric-sulfuric acid anodizing (TSA) is especially highlighted among the environmentally friendly alternatives.

Clinching joints with an additional deformable rivet are modifications of the clinching joints. The clinch riveting (CR) joint is formed indirectly by a deformable rivet. The research included an analysis of CR joints’ forming process for aluminum alloy sheets made of AW 6082 in T6 state condition and AW 5754 in three different state conditions: H11, H22 and H24. As a result of forming the joint for various sheet arrangements, the highest value of blocking the upper sheet in the lower sheet (tu) was obtained for the arrangements with two 5754-H24 aluminum alloy sheets. For such a large interlock parameter tu, the greatest thinning of lower sheet (tn) was obtained, which influenced the maximum tensile shear force and the joint failure mechanism. Based on the load-displacement diagrams obtained from the static shear test of lap joints, the total energy of failure and energy to achieve the maximum load capacity were calculated. The highest energy absorption to achieve the maximum load capacity, in the case of the same sheet materials, was obtained for the 5754-H11 aluminum alloy sheets. On the other hand, among the tested combinations, the highest value of energy absorption (for the joint maximum load capacity) was obtained for the sheet arrangement: top sheet AW 6082-T6 and the bottom AW 5754-H24. The highest value of the total energy up to fracture was obtained when the material of the top sheet was AW 6082-T6, and the bottom AW 5754-H22. For each sheet arrangement, a similar analysis of the joint strength parameters, interlock parameters and forming force were made.