Browse Topic: Alloys

Items (20,097)
Metastable β-titanium alloys have attracted considerable interest for structural applications, owing to their superior specific strength and the ability to obtain enhanced ductility through phase transformations induced by deformation. Nevertheless, in recently developed Ti-Zr-Al-V alloy systems, the interactions among dislocation slip, strain-induced martensitic transformation, and the consequent work-hardening response remains largely unclear. Under room-temperature uniaxial tension, this work systematically investigates how the microstructure evolves and how the alloy deforms for a metastable β-type Ti-42Zr-12Al-4V (at.%) alloy. To track the progression of strain-induced α″ martensite and dislocation activity across varying strain levels, techniques including quasi-in-situ scanning electron microscopy (SEM) and electron backscatter diffraction (EBSD), transmission electron microscopy (TEM), and focused ion beam (FIB) were employed. Findings indicate that the dominant strengthening mechanism stems from the strain-induced α″ martensite blocking dislocation motion, alongside dislocation cross-slip. Although the martensite volume fraction rises with increasing strain, its growth rate diminishes at higher strains. The martensite and the β matrix exhibited a clear Burgers-type orientation relationship, namely [001]α″//[110]β. Moreover, the appearance of martensite inside both primary and secondary slip bands generates a dynamic Hall-Petch effect, which reduces the dislocation mean free path and thereby supports continued strain hardening. These results provide deeper insight into the transformation-induced plasticity (TRIP)-assisted deformation mechanisms active in β-type titanium alloys and could guide the development of strong yet ductile materials.
Zhang, Fuen, Hu, Zhuoqian, Luan, Baifeng
This specification covers a titanium alloy in the form of cold-rolled sheet and strip up to 0.100 inch (2.540 mm), inclusive, in thickness (see 8.6).
AMS G Titanium and Refractory Metals Committee
This specification covers a titanium alloy in the form of hot-rolled sheet and strip up to 0.165 inch (4.20 mm), inclusive, in thickness (see 8.6).
AMS G Titanium and Refractory Metals Committee
This specification covers a gold-palladium-nickel alloy in the form of wire, rod, sheet, strip, foil, pig, powder, shot, chips, preforms, and a viscous mixture (paste) of the powder in a suitable binder.
AMS F Corrosion and Heat Resistant Alloys Committee
This specification covers a corrosion-resistant steel in the form of two types of aircraft tubing.
AMS F Corrosion and Heat Resistant Alloys Committee
This specification covers one type of nickel-aluminum bronze in the form of extruded bars, rods, and tubes up to 4.00 inches (101.6 mm) in nominal diameter, distance between parallel sides, or wall thickness (see 8.5).
AMS D Nonferrous Alloys Committee
This specification covers one type of bronze in the form of round wire 0.500 inch (12.70 mm) and under in nominal diameter (see 8.5).
AMS D Nonferrous Alloys Committee
This specification covers a corrosion-resistant steel product in the solution and precipitation heat treated (H1075) condition, 4 inches (102 mm) and under in nominal thickness.
AMS F Corrosion and Heat Resistant Alloys Committee
This specification covers a corrosion-resistant steel in the form of bars, wire, forgings, and forging stock.
AMS F Corrosion and Heat Resistant Alloys Committee
This specification covers an aluminum alloy in the form of sheet and plate up to 2.000 inches (50.80 mm), inclusive, in thickness. (see 8.5)
AMS D Nonferrous Alloys Committee
This specification covers a corrosion-resistant steel in the form of plate up to 3.00 inches (76.2 mm), inclusive, in nominal thickness.
AMS F Corrosion and Heat Resistant Alloys Committee
This specification covers a premium aircraft-quality steel in the form of bars, forgings, mechanical tubing, flash-welded rings up through 10.000 inches (254.00 mm), inclusive, in diameter or least distance between parallel sides, and stock of any size for forging or flash-welded rings.
AMS E Carbon and Low Alloy Steels Committee
This specification covers an aluminum alloy in the form of sheet and plate 0.008 to 4.000 inches (0.20 to 101.6 mm), inclusive, in thickness (see 8.5).
AMS D Nonferrous Alloys Committee
This specification covers a corrosion- and heat-resistant cobalt-chromium-molybdenum alloy in the form of bars 2.500 to 4.000 inches (63.50 to 101.60 mm) inclusive, diameter or least distance between parallel sides.
AMS F Corrosion and Heat Resistant Alloys Committee
G-3, Aerospace Couplings, Fittings, Hose, Tubing Assemblies
G-3, Aerospace Couplings, Fittings, Hose, Tubing Assemblies
Ferritic nitrocarburizing (FNC) with in-process post-oxidation has been developed as a production-capable surface engineering solution for gray cast iron (GCI) brake rotors to meet the Euro 7 non-exhaust particulate emission limits. While prior investigations have demonstrated significant PM₁₀ reduction, improved corrosion resistance, and stable braking performance, the influence of FNC on noise, vibration, and harshness (NVH) performance requires systematic evaluation. This study quantified the relative contributions of the alloy composition, rotor geometry, and FNC treatment to the modal frequency and damping behavior. Seven ventilated disc types from multiple foundries were characterized to assess the composition-driven variability. In addition, 120 production discs (ventilated and solid) were measured before and after FNC processing to isolate the treatment effects. Modal properties were obtained using impulse-hammer testing under free–free boundary conditions in accordance with VDA 301, and damping was evaluated using the half-power bandwidth method (Q-factor). The results show that the natural frequency is governed primarily by geometric parameters, scaling with the friction-ring thickness and disc diameter. In contrast, the damping behavior is dominated by the alloy composition and graphite morphology. Variations in silicon, chromium, and carbon equivalent produced a 3–4× difference in the Q-factor across foundries. FNC treatment had a negligible effect on the natural frequency (<1%) but produced a measurable increase in the Q-factor, typically 7–10% for solid discs and 22–32% for ventilated discs. The findings establish a clear hierarchy of influence: composition controls the damping, geometry controls the frequency, and the FNC introduces a secondary shift. Within production-relevant composition windows, FNC + Smart-ONC® does not represent a limiting factor for the NVH performance of Euro 7–compliant brake systems.
Awe, Samuel Ayowole, Holly, Mike, Winter, Karl-Michael
This study presents a rapid and fully quantitative method for evaluating the corrosion resistance of anodized Aluminum-Silicon (AlSi) alloys through Electrochemical Noise Measurement (ENM). Laboratory specimens and brake components of EN AC-45300 (AlSi5CuMg) are anodized and characterized using both ENM and Neutral Salt Spray (NSS) testing to establish a correlation between the two methodologies. The results reveal a clear and consistent relationship between the logarithm of the noise resistance (Log(Rn)) and the NSS exposure time, demonstrating that ENM captures the key electrochemical features governing corrosion initiation. By providing an objective and data-driven assessment based on measurements acquired within approximately 40 hours, ENM offers a significantly faster and more quantitative approach for predicting NSS performance, thereby reducing validation times of anodized AlSi components.
Abello, Mary Angel, Mezzomo, Lorenzo, Mataloni, Valentina, Bonfanti, Andrea, Bertasi, Federico
G-3, Aerospace Couplings, Fittings, Hose, Tubing Assemblies
The finite width of ultrasonic array elements results in a non-uniform angular radiation pattern of elastic waves in solids, deviating from the ideal point-source assumption commonly adopted in reverse-time migration (RTM). This angular radiation non-uniformity produces a crack tip-dominated imaging amplitude with weak crack flank representation, manifesting as a pronounced depth-dependent amplitude imbalance along vertically oriented defects. As a result, cracks may be misinterpreted as point reflectors, which compromises the reliability of characterization in ultrasonic nondestructive testing (NDT). This study proposes an ultrasonic frequency-domain reverse-time migration (FDRTM) imaging method incorporating element directivity correction. A longitudinal-wave directivity model in solids is formulated in the frequency domain and normalized at each frequency to ensure consistent scaling during multi-frequency stacking. During backward wavefield reconstruction using full matrix capture (FMC) data, the angular-dependent energy distribution associated with the receiving direction is explicitly corrected, rebalancing the angular energy distribution in the reconstructed wavefield. Defect imaging is then performed using a frequency-domain cross-correlation imaging condition, followed by stacking over frequency and normalization. Validation experiments were conducted on an artificially manufactured vertical crack in a 7075 aluminum alloy specimen. The results indicate that, relative to conventional RTM, the proposed method reduces crack tip dominance and enhances the relative visibility and continuity of crack flanks. Compared with conventional RTM, the peak imaging amplitude increases by 22.44%, and the amplitude at a depth of 6.8 mm is enhanced by 24.39%. In addition, the proposed method outperforms the total focusing method (TFM) in crack profile continuity and the relative visibility of crack flanks. The results confirm that incorporating element directivity correction into frequency-domain RTM mitigates depth-dependent amplitude imbalance and restores crack flank visibility, thereby improving the reliability of crack defect characterization in ultrasonic NDT.
Chen, Si, Zhang, Yifeng, Ma, Tengfei, Xu, Zheng, Jiang, Jiansheng, Gao, Jiaqi
In alignment with China’s national strategic objectives of “carbon peaking and carbon neutrality”, this study aims to pinpoint key greenhouse gas emission sources across the full life cycle of light commercial vehicles. A specific model of gasoline-powered truck is selected as the research subject for this investigation. Using a Life Cycle Assessment (LCA) framework and strictly following relevant international and national standards, this study constructs a three-stage accounting model covering the “raw material– manufacturing–use” process. This model quantifies the vehicle’s carbon emissions across all life stages and provides a detailed breakdown of their composition. Over 90% of the truck’s total carbon footprint stems from its use phase alone, highlighting this stage as the primary emission source. Within the use phase, the well-to-wheel emissions of gasoline are the main emission source. During the materials acquisition and processing stage, the smelting processes of steel and aluminum (including aluminum alloys) are the primary contributors to carbon emissions. The findings of this study can provide data support and technical references for commercial vehicle enterprises in low-carbon product design, green supply chain management, and the formulation of industry carbon emission standards.
Hu, Xiaona, Li, Jing, Chen, Ke, Cui, Chen
This specification covers a premium aircraft-quality, corrosion- and heat-resistant steel in the form of bars, wire, forgings, mechanical tubing, flash-welded rings, and stock for forging or flash-welded rings.
AMS F Corrosion and Heat Resistant Alloys Committee
This specification covers a corrosion- and heat-resistant cobalt alloy in the form of investment castings.
AMS F Corrosion and Heat Resistant Alloys Committee
This specification covers a corrosion-resistant steel in the form of bars, wire, forgings, and forging stock.
AMS F Corrosion and Heat Resistant Alloys Committee
This specification covers a corrosion- and heat-resistant steel in the form of forgings, wire, bars, mechanical tubing, flash-welded rings, and stock of any size for forging or flash-welded rings.
AMS F Corrosion and Heat Resistant Alloys Committee
This specification covers an aluminum alloy in the form of sheet and plate from 0.008 to 4.000 inches (0.20 to 101.60 mm) in thickness, inclusive (see 8.5).
AMS D Nonferrous Alloys Committee
This specification covers a copper-nickel-tin alloy in the form of bars and rods up to 3.25 inches (83 mm) in nominal thickness (see 8.7).
AMS D Nonferrous Alloys Committee
This specification covers a titanium alloy in the form of investment castings (see 8.6).
AMS G Titanium and Refractory Metals Committee
Aluminum alloy thin-walled tubular parts play an important role in the energy absorbing elements of automotive passive safety. The number of geometry-trigger based notches is a factor in alleviate the initial force peak and shift the progressive buckling mode. However, until now, only limited work has been reported considering multiple notches. It is hard to clearly understand the impacts of the number of triggers on the buckling behavior and thresholds. Here, a mixture of quasi-static axial compression testing with high-fidelity finite element simulations is used to explore the influence of elliptical perforation number on AA6061-T6 tube crushing behaviour. For the first time, it is demonstrated that increasing the perforations leads to non-monotonic buckling evolution: from symmetry increasing → asymmetrical instability → optimal re-symmetrization → excessive weakening. We observe this transition from isolated holes to a collective “weakening hoop” controlling symmetric buckling as the number of holes increases. Our results give optima for separate objectives; T6 offers the best overall crashworthiness (45.2% less maximum force), with the other measures showing T4 with the best stiffness. We determine quantitative relationships between the number of holes and corresponding performance metrics. This gives practical design criteria for the design of energy absorbers.
Guo, Zifa, Jin, Ming
Fiber metal laminates (FMLs) are widely used in high-end transportation equipment due to their excellent lightweight characteristics and high strength. Among various fabrication methods, the one-step hot stamping process offers an advanced and efficient approach for manufacturing FML hybrid components. The critical process parameters of this method have a decisive impact on the final component's mechanical properties and geometric accuracy. In this study, Al-CF/PEEK hybrid curved beam components consisting of 6061-T6 aluminum alloy, PEEK films, and CF/PEEK prepregs were fabricated using the one-step hot stamping forming process. Mechanical testing, digital image correlation (DIC) technique, and scanning electron microscopy (SEM) were employed to investigate the effects of forming process parameters (forming pressure and stamping speed) on the mechanical properties and geometric accuracy of the hybrid components. Results indicate that stamping speed has minimal impact on component thickness but significantly affects the spring-in angle and mechanical properties. As the stamping speed increases, the spring-in angle decreases; however, mechanical strength also declines. Higher forming pressure results in reduced spring-in angles, with the smallest value (0.73°) observed at a pressure of 4 MPa. However, excessive pressure introduced interface damage, causing mechanical properties to deteriorate after a certain threshold. Optimal performance was achieved at a stamping speed of 10 mm/s and a forming pressure of 3 MPa, yielding a strength of 244.82 N·mm/mm and a critical fracture energy of 5.002 N·m, along with high geometric accuracy. These findings offer valuable guidance for optimizing the process.
Deng, Yulong, Li, Yibo, Huang, Minghui, Dong, Lei, Lu, Yan, Peng, Jingquan
KIKORiRoαiαoδ
Zhu, Mayuezhen, Li, Mei, Jiang, Jianwei, Men, Jianbing, Wang, Shuyou
Impacts of laser shock peening (LSP) on the evolution characteristics of microstructure in commercially pure α-phase titanium (α-Ti) are explored by molecular dynamics (MD) simulations of high strain-rate compression. The EAM potential (Zhou potential) is selected for its ability to capture the evolution of microstructures. Considering the LSP-induced peak plasma pressure, the strain rate during the simulated shock compression process is set at 10^9 s-1 to replicate the LSP process. The stress-strain curve of the α-Ti under high strain-rate compression is obtained. The maximum equivalent stress reaches 3.6 GPa, consistent with the theoretically calculated value. The simulation results reveal that mechanical twins (MTs) are activated at a strain of 3%. The number of mechanical twins increases and eventually stabilizes, forming a network structure throughout the grains. In the meantime, numerous partial dislocations are generated adjacent to the grain boundaries. The dislocation density also increases with strain and dislocation reactions occur. Moreover, grain refinement is identified. The grain size is refined from the initial ~ 8 nm to ~ 4 nm in the polycrystalline α-Ti. Twinning, together with dislocation-mediated plasticity, drives the refinement of grain size. Gradients of twin density, dislocation density, and grain size density are induced by LSP on the surface of α-Ti. This study comprehensively investigates how LSP influences the evolution of microstructures by MD simulations. It develops an innovative numerical strategy that offers a foundation for elucidating the underlying mechanisms of LSP.
Zhao, Congshan, Zhang, Linbing, Xu, Yidi, He, Jianye, Fang, Jing, Li, Zezhou, Ruestes, Carlos J., Cheng, Xingwang
To meet the high-performance requirement of tungsten heavy alloys in kinetic energy penetrators under extreme dynamic loading conditions, high strength and high adiabatic shear band (ASB) sensitivity are essential. The formation and evolution of ASB during the penetration process directly dominate penetration capability of tungsten heavy alloys (WHAs). However, traditional WHA (93W) exhibits relatively low strength and adiabatic shear band insensitivity, which limits its applications in advanced kinetic energy penetrators. This study prepared W60(FeCrNi2.5) alloy by means of spark plasma sintering with 1~3 μm powders. The sintered alloy exhibits outstanding mechanical properties at quasi-static (0.001 s-1) and dynamic (4000 s-1) strain rates. Its yield strengths reach 1.5 GPa and 2.7 GPa respectively, manifesting a notable strain rate strengthening behavior. Dynamic compression tests indicate that the alloy generates ASB with a width of ~8 μm. Within the ASB, the body-centered cubic (BCC) phase is elongated to nanofibers under shear stress, and fine W particles are generated as a result of grain debonding in nanofibers. Meanwhile, the grains of the face-centered cubic (FCC) phase are disintegrated into subgrains due to dislocation pile-ups at subgrain boundaries, and new equiaxed grains are formed through subgrain boundaries rotation. The calculated adiabatic temperature elevation inside the ASB of this alloy reaches a maximum of 1315 K under 4000 s-1. Notably, its ASB sensitivity coefficient reaches 20.8, while that of the 93W alloy is 1.02. Thus, it achieves a favorable combination of high strength and high adiabatic shear band sensitivity, which offers meaningful references for advanced kinetic energy penetrator materials.
Lin, Jingchen, He, Jianye, Wang, Qiang, Wu, Shanghao, Zhang, Linbing, Ruestes, Carlos J., Li, Zezhou, Zhang, Zhaohui, Zhang, Fan, Wang, Lin, Cheng, Xingwang
Researchers have received a $24.9 million grant to develop an NSF Materials Innovation Platform where universities, national laboratories and industry members can run alloy-discovery campaigns using robotic systems and artificial intelligence. Texas A&M University, College Station, Texas A six-year, $24.9 million grant from the U.S. National Science Foundation (NSF) will establish the Autonomous Robotic Metallurgist Materials Innovation Platform (ARM-MIP) at Texas A&M University - a national user facility where robots and artificial intelligence take on the repetitive labor of alloy discovery, freeing scientists to focus on discovery itself. ARM-MIP will be sited at The Texas A&M University System RELLIS Campus in Bryan, a dedicated research campus that also hosts the Texas A&M Engineering Experiment Station and the U.S. Army Transformation and Training Command's central testing hub at the George H.W. Bush Combat Development Complex. The platform is designed to reach more than 200 users a year and 50 alloys per month in its first year, scaling to more than 200 alloys per month by year six.
Materials engineers have developed the ability to manipulate structure and matter at the nanoscale for solid-state alloys called intermetallics, making it possible to alter their properties for extra performance characteristics. Purdue University, West Lafayette, IN Intermetallics, which consist of two or more metallic elements in an ordered, crystal structure, are especially good candidates for these enhanced physical and chemical properties, owing to the critical role they play in demanding applications and products such as jet engines, gas turbines, and energy storage and automotive systems. The remarkable strength, high melting temperatures and superior creep resistance of intermetallics make them indispensable for structural usage in extreme environments. In a paper published in Science Advances, Purdue University engineers demonstrated a way to achieve simultaneous high strength and plasticity in cobalt aluminum (CoAl) intermetallics.
This specification covers a corrosion- and heat-resistant steel in the form of seamless tubing.
AMS F Corrosion and Heat Resistant Alloys Committee
This specification covers a corrosion- and heat-resistant cobalt alloy in the form of welding wire.
AMS F Corrosion and Heat Resistant Alloys Committee
This specification covers a magnesium alloy in the form of die forgings 3 inches (76 mm) and under in nominal thickness at time of heat treatment, hand forgings 6 inches (152 mm) and under in nominal thickness, and forging stock of any size (see 8.5).
AMS D Nonferrous Alloys Committee
This specification covers a corrosion-resistant steel in the form of sheet, strip, and plate.
AMS F Corrosion and Heat Resistant Alloys Committee
This specification covers a corrosion- and heat-resistant steel in the form of forgings and forging stock.
AMS F Corrosion and Heat Resistant Alloys Committee
This specification covers a corrosion-resistant steel in the form of investment castings.
AMS F Corrosion and Heat Resistant Alloys Committee
This specification covers flash-welded rings made of aluminum and aluminum alloys (see 8.5).
AMS D Nonferrous Alloys Committee
This specification covers an aluminum alloy procured in the form of sheet 0.078 to 0.197 inch (2.00 to 5.00 mm), inclusive, in nominal thickness, Alclad on both sides (see 8.5).
AMS D Nonferrous Alloys Committee
Amid the rapid development of the new energy vehicle industry, the vehicle frame, as the core load-bearing component of the entire vehicle, plays a direct role in the vehicle’s safety, lightweight design, and power performance through its design and performance. Although research on new energy vehicle frames has matured, issues related to the lightweighting of drive shaft-associated structures and the balance between weight reduction and strength/stiffness still require in-depth exploration. This study focuses on the chassis of new energy vehicles, utilizing Q295 low-alloy high-strength steel. Based on the vehicle’s dimensions and mass parameters, a simplified 3D model was constructed using SolidWorks. Static analysis under bending and torsion conditions, along with a 6th-order modal analysis, was conducted using ANSYS software. Based on the analysis results, optimizations were implemented at both structural and material levels: structurally, the central crossbeam was widened, holes were opened on the crossbeam’s vertical plane to reduce weight, and the longitudinal beam welding process was optimized; materially, Q295 steel was retained in high-stress zones, while aluminum alloy replaced it in low-stress zones. The optimized frame achieved a 15% reduction in torsional stress, a 16% decrease in bending stress, a 2% reduction in torsional deformation, and a 3% decrease in bending deformation. Total mass decreased by 12.7 kg, with both strength and stiffness meeting design requirements. This approach synergistically enhances frame lightweighting and performance, providing technical support for optimizing the overall performance of new energy vehicles.
Guo, Lihong, Wang, Yiyou, Yang, Zihao
This specification covers a corrosion-resistant steel in the form of wire 0.007 to 0.625 inch (0.18 to 15.88 mm), inclusive, in nominal diameter, cold drawn to Condition C, and capable of being precipitation heat treated to Condition CH900.
AMS F Corrosion and Heat Resistant Alloys Committee
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