Aluminium alloys chemical composition pdf Continue Alloy in which aluminum is the predominant lye frame of aluminum welded aluminium alloy, manufactured in 1990. Aluminum alloys (or aluminium alloys; see spelling differences) are alloys in which aluminium (Al) is the predominant metal. Typical alloy elements are copper, magnesium, manganese, silicon, tin and zinc. There are two main classifications, namely casting alloys and forged alloys, both further subdivided into heat-treatable and heat-free categories. Approximately 85% of aluminium is used for forged products, e.g. laminated plates, foils and extrusions. Aluminum cast alloys produce cost-effective products due to their low melting point, although they generally have lower tensile strength than forged alloys. The most important cast aluminium alloy system is Al–Si, where high silicon levels (4.0–13%) contributes to giving good casting features. Aluminum alloys are widely used in engineering structures and components where a low weight or corrosion resistance is required. [1] Alloys composed mostly of aluminium have been very important in aerospace production since the introduction of metal leather aircraft. Aluminum-magnesium alloys are both lighter than other aluminium alloys and much less flammable than other alloys containing a very high percentage of magnesium. [2] Aluminum alloy surfaces will develop a white layer, protective of aluminum oxide, if not protected by proper anodization and/or dyeing procedures. In a wet environment, galvanic corrosion can occur when an aluminum alloy is placed in electrical contact with other metals with a more positive corrosion potential than aluminum, and an electrolyte is present that allows the exchange of ions. Called different metal corrosion, this process may appear as exfoliation or intergranular corrosion. Aluminum alloys can be treated improperly thermally. This causes the internal elements to separate, and the metal then corrodes from the inside out. [citation required] Aluminum alloy compositions are registered with the Aluminum Association. Many organizations publish more specific standards for the manufacture of aluminum alloy, including the Society of Automotive Engineers standards organization, in particular its aerospace standards subgroups,[3] and ASTM International. Engineering of use and aluminum alloys properties aluminum alloy alloy wheel bike. 1960 Bootie Folding Cycle Aluminum Alloys with a wide range of properties are used in engineering structures. Alloy systems are classified by a numerical system (ANSI) or by name indicating their main alloy constituents (DIN and ISO). Selecting the right alloy a particular application involves considerations of tensile strength, density, ductility, formality, manoeuvrability, weldability and corrosion resistance, to name a few. A brief historical overview of alloys and manufacturing technologies is in Ref.[4] Aluminum alloys are widely used in aircraft due to the high strength-to-weight ratio. On the other hand, pure aluminium metal is far too soft for such uses and does not have the high tensile strength required for aeroplanes and helicopters. Aluminum alloys compared to steel types Aluminum alloys usually have an elastic module of about 70 GPa, which accounts for about one third of the elastic module of most types of steel and steel alloys. Therefore, for a given load, an aluminium alloy component or unit will present a greater deformation of the elastic regime than a steel part of identical size and shape. Although there are aluminum alloys with slightly higher tensile strength than the commonly used steel types, simply replacing a steel part with an aluminum alloy could lead to problems. With completely new metal products, design options are often governed by the choice of manufacturing technology. Extrusions are particularly important in this regard, due to the ease with which aluminum alloys, especially the Al–Mg–Si series, can be extruded to form complex profiles. In general, stiffer and lighter models can be made with aluminum alloy than is possible with steels. For example, consider bending a thin-walled tube: the second surface moment is inversely related to the stress in the tube wall, i.e. the voltages are lower for higher values. The second moment of the surface is proportional to the cube of the radius or the thickness of the wall, thus increasing the radius (and weight) by 26% will lead to a halving of the stress of the wall. For this reason, aluminium alloy bike frames use larger tube diameters than steel or titanium to achieve the desired stiffness and strength. In automotive engineering, aluminum alloy cars use space frames from extruded profiles to ensure rigidity. This represents a radical change from the common approach to the current design of the steel machine, which depend on the body shells for stiffness, known as unibody design. Aluminum alloys are widely used in motor engines, especially in cylindrical and carter blocks due to the weight savings that are possible. Because aluminum alloys are susceptible to deformation at high temperatures, the cooling system of these engines is critical. Manufacturing techniques and metallurgical advances have also been essential for the successful application of motor engines. In the 1960s, the aluminium cylindrical ends of the Corvair gained a reputation for the failure and untying of wires, which is not seen in the current ends of the aluminium cylinders. A limitation important of aluminum alloys is their lower fatigue resistance compared to steel. Under laboratory controlled conditions, the steels display a fatigue limit, which is the stress amplitude under which no malfunctions occur – the metal does not to lose weight with extensive stress cycles. Aluminum alloys do not have this lower fatigue limit and will continue to lose weight with continuous stress cycles. Therefore, aluminum alloys are poorly used in parts that require high fatigue resistance in the high cycle regime (more than 107 stress cycles). Considerations of sensitivity to heat Often, the sensitivity of metal to heat must also be taken into account. Even a relatively routine workshop procedure involving heating is complicated by the fact that aluminum, unlike steel, will melt without first shining red. Training operations where a blow torch is used can reverse or eliminate thermal treatment, therefore, no way is recommended. No visual sign reveals how the material is internally damaged. Just like treated heat welding, high chain strength link, all strength is now lost to the heat of the torch. The chain is dangerous and must be discarded. Aluminium is subject to internal demands and tensions. Sometimes, years later, so is the tendency of aluminum bike frames improperly welded to gradually twist out of alignment from the stresses of the welding process. Thus, the aerospace industry avoids heat altogether by joining the parts with rivets of metallic composition, other fasteners or adhesives. The voltages in the overheated aluminium can be eased by the thermal treatment of the parts in an oven and their gradual cooling – in fact, by reanimating the voltages. However, these parts can still become distorted, so the thermal treatment of welded bicycle frames, for example, can lead to a significant fraction of becoming unaligned. If the non-alignment is not too severe, the cooled parts may be bent into alignment. Of course, if the frame is properly designed for stiffness (see above), that bending will require enormous force. The intolerance of aluminium at high temperatures did not prevent its use in rockets; even for use in the construction of combustion chambers where gases can reach 3500 K. The upper-stage engine used a regenerative lymine-cooled design for parts of the nozzle, including the thermally critical neck region; in fact, the extremely high thermal conductivity of aluminium prevented the neck from reaching the melting point even under massive thermal flux, resulting in a reliable and light component. Household cabling Main article: Aluminum wire Due to its high conductivity and relatively low price compared to copper in 1960, aluminum was introduced at that time for household electrical cables in North America, even many luminaires were not designed to accept aluminum wire. But the new use brought some problems: The higher thermal expansion coefficient of aluminum causes the extension of the wire and the contract in relation to the different connection of the metal screw, eventually weakening the connection. Pure aluminium tends to crawl under sustained constant pressure (to a greater extent than the temperature to loosen the connection again. The galvanic corrosion of different metals increases the electrical resistance of the connection. All this has led to overheated and free connections, and this in turn has led to some fires. Builders then became wary of using wire, and many jurisdictions outlawed its use in very small sizes in new constructions. However, newer bodies were eventually introduced with connections designed to avoid weakening and overheating. At first they were marked with Al/Cu, but now they carry a CO/ALR encoding. Another way to prevent the heating problem is to crimp the short pig tail of copper wire. A suitably high-pressure crimping of the appropriate task is tight enough to reduce any thermal expansion of the aluminium. Today, new alloys, models and methods are used for aluminum cables in combination with aluminum endings. Alloy names Forged and cast aluminium alloys use different identification systems.