Abstract
Motivation for (more) magnesium in the automotive industry Ð research strategies for bringing about a ``new age of magnesium'' by
means of the vehicle modules drive train, interior, body and chassis Ð use of realised and potential future magnesium components,
differentiated according to the time frame and conceivable likelihood of realisation Ð R&D activities for the implementation of the
predicted use of magnesium illustrated by example components and projects. # 2001 Elsevier Science B.V. All rights reserved.
0924-0136/01/$ ± see front matter # 2001 Elsevier Science B.V. All rights reserved.
PII: S 0 9 2 4 - 0 1 3 6 ( 0 1 ) 0 0 7 8 0 - 4
H. Friedrich, S. Schumann / Journal of Materials Processing Technology 117 (2001) 276±281 277
among which the cost is certainly of fundamental signi®- The greater tendency of AZ91-hp towards creep and
cance. How might the use of Mg in motor vehicles develop? contact corrosion and its lower elevated temperature
What are the basic requirements? And what R&D efforts are strength compared with AlSi9Cu3 was tackled by design
required? This paper aims to tackle those questions by strategies. On the other hand, as a high-purity alloy, AZ91-
examining them in more detail with the aid of example hp can be used without chromating or wax coating. Where
components and projects, and provide answers to them. high-performance gearboxes and engine crankcases are
The starting point was an analysis which details for each under consideration, temperatures over 1308C must be
of the four vehicle modules drive train, interior, body and capable of being reliably withstood. This was one of the
chassis, magnesium components already in use or theoreti- reasons why a comprehensive research project was initiated.
cally capable of introduction, differentiated according to the The objective was to produce an alloy with the following
time frame and conceivable likelihood of realisation. properties pro®le compared with conventional alloys:
The main areas of magnesium use at present are the drive
Room-temperature characteristics at least as good as
train and the vehicle interior. In the short term (<5 years) the
AZ91.
number of those applications will increase further, concei-
Elevated temperature strength above 1208C better than
vably to double the present ®gure, and the ®rst uses of
AZ91.
magnesium in body components can be expected. The
Minimum creep rate better than AE42.
magnesium components already in use together with those
Castability similar to AZ91.
that are capable of introduction in the short term suggest that
Corrosion resistance similar to AZ91.
a total weight of at least 60 kg magnesium in a vehicle is
Cost similar to AZ91.
entirely realistic. In these cases, it is not so much the
technical but rather the economic aspects that are the limit- The starting point was an alloy matrix of around 40 alloys
ing factors. Including medium term (>5 years) and long term (based on the Mg±Al(±Zn) alloy system with the addition of
(>10 years) body and chassis applications even more than various elements) which appeared on the basis of metallur-
100 kg of magnesium seems conceivable in a vehicle [4]. gical and metal-working considerations to offer the best
potential and were processed by direct squeeze casting. The
2.1. Drive train ®ve most promising alloy variants were selected on the basis
of a series of exhaustive tests and then used in die-casting
The B80 gearbox housing made of AZ91 which was processes under simulated full production conditions
introduced by VW/Audi in 1996 marked the renaissance (Fig. 3). The speci®cally targeted optimisation of the mate-
of magnesium as a material for such applications. Fig. 2 rials is particularly evident with regard to the creep resis-
shows the future product range. An automatic transmission tance. Under a load of 85 MPa at 1358C (this stress
housing is also due to go into mass production in the near combination was chosen as representative of the loads to
future. The weight saving compared with an aluminium which a gearbox housing is subjected in operating condi-
housing is around 20±25%. tions), the new alloys demonstrate a secondary creep rate
278 H. Friedrich, S. Schumann / Journal of Materials Processing Technology 117 (2001) 276±281
that is up to one power of ten lower than the corresponding 2.2. Interior
values for the conventional alloys AZ91 and AE42.
Additional material tests also reveal an evenly balanced As there are no special corrosion resistance requirements
properties pro®le for the projected area of application. As in this area, this is the section of the vehicle where many
the characteristics of test rods in terms of their casting manufacturers have the most magnesium components in use
properties and susceptibility to hot cracking do not neces- at present. The alloy AM50/60 which has a elongation to
sarily transfer directly real components, their potential as fracture of 8±10% is particularly popular. Safety-related
replacements for Al and Mg alloys currently used is being components such as seats will soon be added to the list
further investigated by the manufacture of mass production of interior components if optimised casting methods and
components and more tests. suitably adapted component design and alloys succeed in
guaranteeing high component strength and ductility. A The development aims were as follows: high level of
general increase in the number of applications requires integration, weight minimisation, and satisfaction of
minimisation of costs by process optimisation, e.g. through requirements with regard to stiffness, crash safety and sur-
the utilisation of the casting and workability advantages and face quality.
the application of lightweight design expertise. The Al outer panel is welded and, for reasons of strength
and insulation, simultaneously lock-jointed with the inner
2.3. Chassis section and the two components bonded along the ¯ange
using an epoxy resin adhesive. As this die-cast component is
Because of the demanding safety requirements placed on used in a visible area, it requires great efforts in the area of
chassis components, the use of magnesium in this area casting production and painting. So far, the requirements
represents a great challenge. In particular, the question of have only been satisfactorily met by applying an additional
durability/resistance to fatigue under vibrational stress in powder-coating layer.
corrosive conditions requires a considerable amount of A direct weight comparison for the Lupo boot lid reveals
additional research and development. Neither squeeze cast- the following ®gures: steel (10.5 kg); aluminium (8.5 kg);
ing nor the experiments with the thixocasting process have magnesium±aluminium boot lid for 3l-Lupo (5.4 kg).
yet produced considerable improvements with regard to Door interior components are attractive candidates for
fatigue resistance compared with optimised die-casting. Mg. To illuminate the topic of energy absorption, we will
For that reason, future applications for magnesium in this quote some crash test results obtained with a Mg/Al demon-
area are more likely to be a long term development. New strator for a two-door car (Polo). The Mg/Al door is a hybrid
casting methods such as Rheo-casting, optimised wrought door consisting of a magnesium inner section and an Al
alloys and forged components could offer the prospect of outer panel together with inner-cavity reinforcing and side
improvements in this area. impact bar made of Al extrusions. The inner Mg-part and
outer Al-panel were joined together by welding and bonding
2.4. Body (weight saving compared to steel approx. 50%). Quasi-static
and dynamic tests (side impact, frontal impact) were used,
2.4.1. Cast components among other things, to verify crash simulation calculations
In addition to the familiar instrument panel crosscar obtained from the PamCrash1 code. Important insights
beam, complex thin-walled magnesium castings will be were gained which will be of use in subsequent projects
seen more frequently in body manufacture in future. Topics and in identifying the additional R&D work necessary. Fig. 4
that require particular attention in this area are energy shows the results of the quasi-static longitudinal compres-
absorption, surface quality and costs. An example in this sion test in which a ram applies a quasi-static force in a
regard is the hybrid boot lid of the 3l-Lupo. Concept forward direction via the B pillar. The difference in beha-
comparisons between Al, plastic or Al/Mg versions pro- viour as compared with the steel door is very clear, the
duced the following solution: integral Mg die-casting on the door offers a higher stiffness, has a slightly lower energy
inside, sheet Al on the outside with Al lock reinforcing. absorption capacity but in the ®nal analysis the overall
current, protection gases). Due to the low cost of the (production), can lightweight construction in magnesium be
processes, investigations are primarily concerned with join- achieved at competitive prices. While recognising that there
ing methods such as: is still some way to go before that integrated approach is
achieved, we still view it as the key to greater use of Mg in
welding of light metals;
motor vehicles.
riveting and/or bonding of various combinations of mate-
The essential prerequisites for this type of development in
rials.
view of the high price of magnesium even in the medium
Although the corrosion resistance of high-purity Mg term are the following:
alloys such as AZ91-hp is better than that of AlSi9Cu3,
greater use of in-house recycling (cost reduction);
design and/or coating technology concepts for the preven-
secondary material market;
tion of contact corrosion are required.
adaptation of existing casting and forming techniques and
development of new ones;
development of new magnesium alloys with improved
4. Outlook
property profile;
magnesium-compatible design (integrated approach);
Lightweight design using magnesium is in competition
incorporation in a multi-material design concept;
with lightweight design using aluminium, plastics and steel.
expansion of the knowledge base (data base).
It is our aim to establish the use of magnesium in volume
production cars, wherever it makes technical sense and is The strategy regarding the use of Mg in motor vehicles
economically viable. Admittedly, limited-series and niche- with the aim of bringing about a ``second magnesium age'' is
market vehicles will initially be used to introduce new based on the applications for cast components. But Mg
technologies. components also in the body, Mg sheets and Mg extrusions
The projected increase in the use of Mg in the medium applications will appear and lead to greater use of Mg as part
term and the considerable jump to a ®gure of 90±120 kg (by of a multi-material design concept.
the introduction of body applications among others) and
above can only become reality by a rigorous process of
bringing together the entire chain of production from semi- References
®nished product manufacture (e.g. castings, Mg sheet, Mg
extrusions) to ®nished component in an overall R&D strat- [1] D. Engelhart, C. MoÈdl, Die Entwicklung des Audi A2, ein neues
egy, and if the end users Ð the vehicle manufacturers or their Fahrzeugkonzept in der Kompaktwagenklasse, Conference Paper on
Technologien um das 3l-Auto, Brunswick, Germany, November 16±
suppliers Ð co-operate closely with the semi-®nished pro-
18, 1999.
duct manufacturers. As the overall Mg process chain is not [2] M. Dick, Die 3l-Lupo-technologien fuÈr den minimalen Verbrauch,
comparable with the structure of the Al industry (in terms of Conference Paper on Technologien um das 3l-Auto, Brunswick,
both R&D capacity and number of companies), for instance, Germany, November 16±18, 1999.
there should also be greater co-operation at an international [3] S. Schumann, H. Friedrich, The use of Mg in cars Ð today and in
future, Conference Paper on Mg Alloys and their Applications,
level (R&D) in order to expand the volume of engineering
Wolfsburg, Germany, April 28±30, 1998.
data available. [4] H. Friedrich, S. Schumann, The second age of magnesium, Conference
Only by adopting an integrated approach to construc- Paper at Second Israeli International Conference on Mg Science and
tion methods (design), materials (properties) and processes Technology, Sdom, Israel, February 2000.