Browse Topic: Magnesium

Items (309)
This specification covers a magnesium alloy in the form of sheet and plate.
AMS D Nonferrous Alloys Committee
This specification covers an aluminum alloy in the form of sheet 0.009 to 0.126 inch (0.23 to 3.20 mm) inclusive, in nominal thickness, alclad.
AMS D Nonferrous Alloys Committee
This specification covers an aluminum alloy in the form of extruded bars, rods, wire, profiles, and tubing.
AMS D Nonferrous Alloys Committee
ABSTRACT
Smit, MarcHoen-Velterop,  LudmilaMontero-Sistiaga,  MariaPaesano, Antonio
Ceramic Bound Materials: A Suitable Solution for Light Brakes2019-01-21099/15/2019
A ceramic bound matrix has been investigated to be used as a friction material. The materials were produced by means of ceramic technology using frits containing silicates, and ceramic friction modifiers such as tin oxide, zircon, iron oxide, magnesium oxide. Four formulations were tested by means of a tribometer (pin-on-disc tester) using a gray cast iron counterpart. Test section included speeds between 1 and 12 ms-1, and loads between 25 and 400 N. The coefficient of friction of the tested specimens were between 0.7 and 0.4, and exhibited sensitivity to speed at low loads (25 N), while they are quite stables at high loads (400N). The characterization of the tribolayers was carried out by means of scanning electron microscopy. The four developed materials were named A, B, C, and D. They exhibited different wear rates and coefficients of friction. All the materials exhibited sensitivity to speed, while showed a lower sensitivity to load. The coefficient of friction level seems to be suitable for brake applications, oscillating between 0.6 and 0.4, depending on the test section. This kind of materials with further efforts can be possibly useful in future electric vehicles that will not demand large and expensive brakes.
Dante, Roberto C.Cotilli, EdoardoConforti, MichaelCotilli, MarioSerrano-Posada, José CarlosSchramm, TobiasOstermeyer, Georg-PeterDastrù, Marco
Combined Fuel and Lubricant Effects on Low Speed Pre-Ignition2018-01-16699/10/2018
Many studies on low speed pre-ignition have been published to investigate the impact of fuel properties and of lubricant properties. Fuels with high aromatic content or higher distillation temperatures have been shown to increase LSPI activity. The results have also shown that oil additives such as calcium sulfonate tend to increase the occurrence of LSPI while others such as magnesium sulfonate tend to decrease the occurrence. Very few studies have varied the fuel and oil properties at the same time. This approach is useful in isolating only the impact of the oil or the fuel, but both fluids impact the LSPI behavior of the engine simultaneously. To understand how the lubricant and fuel impacts on LSPI interact, a series of LSPI tests were performed with a matrix which combined fuels and lubricants with a range of LSPI activity. This study was intended to determine if a low activity lubricant could suppress the increased LSPI from a high activity fuel, and vice versa. The results showed that a low activity fuel was insensitive to the lubricant used in the test, while a high activity fuel could be moderated by a low activity lubricant. The combination of a high activity fuel and high activity lubricant, as expected, yielded a large number of LSPI events. These results help to understand how formulation changes to the lubricant or to the fuel may impact the other fluid, particularly with respect to regional variations in fuel specification and in lubricant additive standards.
Kocsis, Michael CliffordBriggs, ThomasAnderson, Garrett
This specification covers an aluminum alloy in the form of alclad sheet and plate 0.008 to 1.000 inches (0.203 to 25.4 mm) supplied in the -T3/-T351 temper.
AMS D Nonferrous Alloys Committee
SIMILAR SPECIFICATIONS—UNS Z33521, former SAE 903, ingot is similar to ASTM B 240-79, Alloy AG40A; and UNS Z33520, former SAE 903, die casting is similar to ASTM B 86-76, Alloy AG40A. UNS Z35530, former SAE 925, ingot is similar to ASTM B 240-79, Alloy AC41A; and UNS Z35531, former SAE 925, die casting is similar to ASTM B 86-82a, Alloy AC41A.
Metals Technical Committee
This specification covers an aluminum alloy in the form of sheet and plate, alclad both sides, supplied in the -T361 temper.
AMS D Nonferrous Alloys Committee
Effects of Lubricant Additives on Auto-Ignition under a Hot Co-Flow Atmosphere2017-01-223110/8/2017
Pre-ignition may lead to an extreme knock (super-knock or mega-knock) which will impose a severe negative influence on the engine performance and service life, thus limiting the development of downsizing gasoline direct injection (GDI) engine. More and more studies reveal that the auto-ignition of lubricants is the potential source for pre-ignition. However, pre-ignition is complicated to study on the engine test bench. In this paper, a convenient test method is applied to investigate the influence of lubricants metal-additives on pre-ignition. 8 groups of lubricants are injected into a hot co-flow atmosphere which generated by a burner. A single-hole nozzle injector with a diameter of 0.2 mm at 20 MPa injection pressure is utilized for lubricants' injection and spray atomization. The ignition delays of lubricants with different additives of calcium, ZDDP (Zinc Dialkyl Dithiophosphates) and magnesium content under the hot co-flow atmosphere are recorded with a high-speed camera. The experiments are carried out at one atmospheric pressure and the co-flow temperature varies from 1123 K to 1223 K. The result shows that the ignition delays of lubricants decline sharply with the increase of co-flow temperature in the whole temperature range. There is one critical temperature about 1173K in this study. Under this temperature, effects of calcium content on the auto-ignition delay are significant; over this temperature, its effect is much smaller and almost no difference. Lubricants with higher content of ZDDP present a longer ignition delay over the entire temperature range. And the experimental result also indicates that the ignition delay is not sensitive to the magnesium content.
Chen, YongquanLi, LiguangZhang, QingDeng, JunXie, WeiZhang, ErbaoTong, Sunyu
Experimental Observations on the Mechanical Response of AZ31B Magnesium and AA6061-T6 Aluminum Extrusions Subjected to Compression and Cutting Modes of Deformation2017-01-03773/28/2017
Cylindrical extrusions of magnesium AZ31B were subjected to quasi-static axial compression and cutting modes of deformation to study this alloy’s effectiveness as an energy absorber. For comparison, the tests were repeated using extrusions of AA6061-T6 aluminum of the same geometry. For the axial compression tests, three different end geometries were considered, namely (1) a flat cutoff, (2) a 45 degree chamfer, and (3) a square circumferential notch. AZ31B extrusions with the 45 degree chamfer produced the most repeatable and stable deformation of a progressive fracturing nature, referred to as sharding, with an average SEA of 40 kJ/kg and an average CFE of 45 %, which are nearly equal to the performance of the AA6061-T6. Both the AZ31B specimens with the flat cutoff and the circumferential notch conditions were more prone to tilt mid-test, and lead to an unstable helical fracture, which significantly reduced the SEA. Axial cutting of AA6061-T6 extrusions has been shown to be an effective, ductile mode of energy dissipation, yielding a repeatable, nearly constant load/deflection response with a crush force efficiency (CFE) up to 96%. In the present tests, the quasi-static cutting deformation of AZ31B extrusions achieved a respectable CFE of 80%, but revealed a load/deflection response with sharp, minute, rapid fluctuations, indicating an undesirable fracturing failure. Additionally, the average specific energy absorption (SEA) of AZ31B was 11 kJ/kg, which is less than half that seen for AA6061-T6 extrusions of the same geometry (24 kJ/kg). An analytical model of the cutting deformation of AA6061-T6 extrusions can predict the steady state cutting force to within 10%. However, the model did not agree well with the experimental results of AZ31B, yielding approximately 150% error. This deviation is likely attributed to the brittle deformation nature of AZ31B that is not accounted for in the model.
Shery, PeterAltenhof, WilliamSmith, RyanBeeh, ElmarStrassburger, PhilippGruenheid, Thomas
The Impact of Lubricant Volatility, Viscosity and Detergent Chemistry on Low Speed Pre-Ignition Behavior2017-01-06853/28/2017
The impact of additive and oil chemistry on low speed pre-ignition (LSPI) was evaluated. An additive metals matrix varied the levels of zinc dialkyldithiophosphate (ZDDP), calcium sulfonate, and molybdenum within the range of commercially available engine lubricants. A separate test matrix varied the detergent chemistry (calcium vs. magnesium), lubricant volatility, and base stock chemistry. All lubricants were evaluated on a LSPI test cycle developed by Southwest Research Institute within its Pre-Ignition Prevention Program (P3) using a GM LHU 2.0 L turbocharged GDI engine. It was observed that increasing the concentration of calcium leads to an increase in the LSPI rate. At low calcium levels, near-zero LSPI rates were observed. The addition of zinc and molybdenum additives had a negative effect on the LSPI rate; however, this was only seen at higher calcium concentrations. Displacing some or all of the calcium with magnesium reduces the LSPI rate relative to an all-calcium lubricant. There was a minor impact of volatility, but the statistical analysis concluded it was insignificant. The impact of viscosity was significant with lower LPSI rates observed with the low viscosity oil at high magnesium concentrations. It is clear that even with the relatively simple formulation changes studied in these test matrices, the LSPI rate of the engine can be significantly impacted. It can be expected that other common oil additive chemistries would also impact the LSPI rate based on these results. Given these results, there is no indication that the general trend towards lower viscosities will prove problematic for LSPI. There is also the potential for improving LSPI rates without reducing detergent concentrations if the observed magnesium result can be confirmed. In the long term, it will still be critical to develop a fundamental understanding of the chemistry which makes the detergent an active part of the LSPI process.
Kocsis, Michael CliffordBriggs, ThomasAnderson, Garrett
Friction Reduction Technology for Low Viscosity Engine Oil Compatible with LSPI Prevention Performance2016-01-227610/17/2016
Increasing numbers of vehicles equipped with downsized, turbocharged engines have been introduced seeking for better fuel economy. LSPI (low speed pre-ignition), which can damage engine hardware, is a potential risk of the engines. We reported that engine oil formulation affects frequency of LSPI events, and formulating magnesium detergents into oil is a promising option to prevent LSPI events. From the viewpoint of achieving better fuel economy by engine oil, lowering viscosity is being required. However, it causes reduced oil film thickness and will expand boundary lubrication condition regions in some engine parts. Hence, a technology to reduce friction under boundary lubrication becomes important. To establish technology to reduce friction in low viscosity oils while ensuring good LSPI prevention performance, effective use of molybdenum dithio-carbamate (MoDTC) with magnesium detergents was investigated, since MoDTC is known as one of the most effective friction modifiers to reduce friction under boundary lubricating condition. Our friction study revealed that magnesium detergent deteriorates low friction performance of MoDTC. Throughout a series of XPS analyses, we clarified that magnesium detergent scraped poly-phosphate tribofilm derived from zinc dithio-phosphate (ZnDTP) on the sliding surface, which inhibited MoS2 tribofilm formation, causing high friction. Borated dispersant was formulated to oil to promote formation of harder poly-borophosphate tribofilm which prevents itself from being scraped by magnesium detergent, causing low friction. This formulation technology of engine oil is applicable for future ILSAC GF-6 engine oil and after, where LSPI prevention performance and low viscosity are required for excellent fuel economy.
Kaneko, ToyoharuYamamori, KazuoSuzuki, HiroyukiOnodera, KoOgano, Satoshi
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