Materials Today: Proceedings xxx (xxxx) xxx

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Challenges on friction stir welding of magnesium alloys in automotives

M.A. Unnikrishnan a, J. Edwin Raja Dhas b, K. Anton Savio Lewise c,⇑, John C. Varghese b, M. Ganesh d
a
Department of Mechanical Engineering, Vidya Academy of Science and Technology Technical Campus, Thiruvananthapuram, Kerala 695602, India
b
Department of Automobile Engineering, Noorul Islam Centre for Higher Education, Kumaracoil, Tamilnadu 629180, India
c
Department of Aerospace Engineering, Karunya Institute of Technology and Sciences, Coimbatore, Tamilnadu 641114, India
d
Department of Aeronautical Engineering, MLR Institute of Technology, Hyderabad, Telangana, India

a r t i c l e i n f o a b s t r a c t

Article history: The most important advancement in metal joining during the last few decades is the Friction Stir Welding
Available online xxxx (FSW) process. When welding magnesium or light weight alloys, FSW offers several benefits. Due to its
advantages in lightweight construction, friction stir welding of magnesium alloys are widely used in
Keywords: the aerospace, marine, transport sector, particularly in automobiles and trucks, where they may signifi-
FSW cantly increase fuel economy and reduce emissions. Research and development in the area of FSW and
Mg alloy related technologies have recently been advancing quickly on a global scale. The fundamentals of friction
Thermal analysis
stir welding and a number of characteristics of friction stir welded magnesium alloys have been discussed
Light weight alloys
Automobile applications
in this article. Furthermore, this review reports the summary of the present status of friction stir welding
of magnesium alloys with automotive applications. In addition to that, the properties, structure, flamma-
bility and wear behavior of magnesium alloys have been described.
Copyright Ó 2023 Elsevier Ltd. All rights reserved.
Selection and peer-review under responsibility of the scientific committee of the International Confer-
ence on Advancements in Materials and Manufacturing.

1. Introduction
Transportation industry is still facing challenges today though
the technology has been developed so far. The major concerning
factor is the environmental impact which includes the CO2 emis-
sions which must be reduced and is directly linked with the fuel
efficiency and overall weight of the vehicle. Therefore, the automo-
bile manufacturers are in a constant urge of reducing the weight of
the components as it will substantially influence the fuel efficiency
of the vehicle. This demand for light weight structures has put
focus on many alloys rather than metals as alloys possess wider
properties than metals. Magnesium (Mg) alloys contains signifi-
cant material properties such as, low density, light weight, excel-
lent corrosion resistance and good mechanical properties at high
temperature. Also it includes, manganese, silicon, copper, rare
earths, zirconium and other metals. The hexagonal lattice structure
of magnesium alloys has an impact on their basic characteristics
[1].
Mg alloys may be spot-welded almost as readily as aluminium,
however prior to the weld being created, scratch brushing or
⇑ Corresponding author.
E-mail address: kaslewise@gmail.com (K. Anton Savio Lewise).
chemical cleaning is required. The easiest methods for fusion weld-
ing use procedures that use an inert shielding environment of
argon or helium gas. There is a great deal of misunderstanding
out there about the fire risk while manufacturing magnesium
alloys. It is true that magnesium alloys are very flammable when
they are broken down into small pieces, like powder or tiny chips,
and this danger should never be disregarded. To prevent burning
beyond 427 °C, a non-combustible, oxygen-free environment is
necessary. The non-combustible magnesium alloy AMCa602 is cre-
ated by adding 2% calcium by weight to the magnesium alloy
AM60. Since stable RE-Mg intermetallic compounds may form at
both low and high temperatures, rare earths can enhance the
mechanical characteristics of materials based on magnesium. Nev-
ertheless, the low strength and poor wear resistance of magnesium
alloys restricts their use in structural and anti-friction applications.
According to prior research, Mg matrix composites made by mixing
secondary particles with Mg may greatly slow down corrosion and
decomposition rates. This increases strength and corrosion
resistance.
Kulekci [2] reviewed that proper selection of alloys will consid-
erably reduce the overall payload and thereby achieving the
marked performance. The weight reduction criterion has so many
advantages such as better performance levels, low emissions, bet-

https://doi.org/10.1016/j.matpr.2023.03.789
2214-7853/Copyright Ó 2023 Elsevier Ltd. All rights reserved.
Selection and peer-review under responsibility of the scientific committee of the International Conference on Advancements in Materials and Manufacturing.

Please cite this article as: M.A. Unnikrishnan, J. Edwin Raja Dhas, K. Anton Savio Lewise et al., Challenges on friction stir welding of magnesium alloys in
automotives, Materials Today: Proceedings, https://doi.org/10.1016/j.matpr.2023.03.789
M.A. Unnikrishnan, J. Edwin Raja Dhas, K. Anton Savio Lewise et al.
ter fuel efficiency etc. Almost all industries are highly concerned
with environmental conservation and automobile industry is no
different. The major part of automobile weight is concentrated
on chassis, engine components, power train components etc. Some
research statistics shows that around 30% of weight is related to
chassis and same to powertrain components. Constant research
has been going on for proper substitute materials with better dura-
bility, impact strength etc. This demand has resulted in the selec-
tion of Mg alloys for automotive components since the properties
of Mg alloys are similar to that of Aluminium alloys. Easton
et al., [3] reported about various applications of Mg alloys in a vari-
ety of automotive parts such as in chassis components like Brake
bracket, brake/clutch pedal bracket, air bag housings, engine
cradle/subframe, Seat base, console bracket, instrument panel
cross car beam, Antilock Braking System (ABS) housing, steering
wheel armature, steering column bracket band hub, jacket assem-
bly and housings, lock housing, actuator housing and retainer,
exterior components like Sunroof cover/cap assembly, outside mir-
ror armature, roof frame, powertrain components such as Alterna-
tor A/C bracket, alternator bracket, alternator/idler bracket, valve
cover, cam cover, EGR valve plate, clutch housing, oil pan, cam
cover, power steering pump bracket etc.
Davies [4] described about Mg and its basic properties. Mg with
a density of 1.74 g/cm3 is the lightest of all engineering metals. Mg
is the eighth most abundant element in the earth’s crust. Mg is 35%
lighter than Aluminium (Al) (2.7 g/cm3) and almost four times
lighter than steel (7.86 g/cm3). Mg has a HCP crystal structure. It
is having a Hexagonal Close Packed (HCP) crystal structure which
makes it difficult to deform at room temperature. Mg is having
good strength to weight ratio, formability properties, better damp-
ing characteristics, fluidity, hot formability, good machinability
and low temperature properties which are very important from
structural application point of view. They have better manufac-
turability, longer die life and faster solidification.
Taub and Luo [5] quoted that the Mg alloys are contributing
around 50–60 % weight reduction in automotive structures.
Though pure Mg is abundantly available from the application side
Mg alloys are widely used. They are easily machinable and are hav-
ing high damping resistance. Sankaran and Mishra [6] quoted
about the alloying of Mg and the classification of Mg alloys based
on manufacturing route is shown in Fig. 1.1. The most commonly
used alloying element is Al. In addition of Al will significantly
improve the strength, corrosion resistance etc. Another major
alloying element is Zinc (Zn) which increases strength but may
have some negative impact on corrosion resistance properties. It
mainly depends upon the percentage composition of the alloy
being made. Manganese (Mn) is another element which is used
for alloying Mg and yield strength can be made better with Mn
addition. Other alloying elements are Silicon (Si), Zirconium (Zr),
Tin (Sn), Copper (Cu), Lead (Pb) etc.
The Mg alloys can be broadly classified in to cast alloys and
wrought alloys. Among the cast alloys Mg-Al-Zn series has been
Fig. 1.1. Classification of Mg alloys based on manufacturing route.
2
Materials Today: Proceedings xxx (xxxx) xxx
widely used. AZ91B has been used in various applications owing
to its good cast ability, mechanical strength, impact toughness
etc. The letter A and Z denotes Al and Zn whereas number 9
denotes the percentage of aluminium and 1 denotes the percent-
age of Zinc in the alloy grade composition and the alphabet
denotes the second stage of development of the alloy. As the per-
centage content of aluminium is more the structural properties,
strength etc. gets improved and thus it’s suitable for lightweight
structural parts. Among the wrought alloys Mg-Al-Zn Alloys series
has been widely used. They are heat treatable and may be
strengthened by precipitation hardening. Among the wrought
alloys AZ31B is finding more applications due to its good strength,
descent weld ability etc. Liu et al., [7] mentioned that the AZ31B
grade is finding applications in luggage racks of high speed trains
due to a weight reduction of 33% and Dziubinska et al., [8] quoted
the applications in aircraft brackets.
1.1. Friction stir welding process
FSW which is a solid state welding technique having a rotating
tool with a pin inserted into the weld line until the tool shoulder
touches the upper surface of the plates being welded. Unnikrish-
nan and Raja [9] detailed that plates are welded due to the fric-
tional heat developed between the tool shoulder and the plates.
The side of the weld, where the traversing direction and tool direc-
tion are the same is called as the Advancing Side (AS), whereas the
side where the traversing direction is against the tool direction is
called as the Retreating Side (RS). The temperature is increased
up to the recrystallization temperature and the rotating tool will
cause the intermixing of plasticize material and leads to solid state
welding. The weld zones can be classified into Nugget Zone (NZ)
where the intermixing takes place, Thermo-Mechanically Affected
Zone (TMAZ) where maximum deformation takes place and Heat
Affected Zone (HAZ) where temperature variation can be noted
without much influence on deformation. Friction stir welding has
many advantages over other conventional welding techniques
such as Metal Inert Gas (MIG) welding, Tungsten Inert Gas (TIG)
welding etc. Also, it has been mentioned about some of the advan-
tages are smaller HAZ [10], high weld strength [11], low distortion
[12], less defects due to solidification, no consumables being used,
cleaner and environmentally friendly process etc. Also many prob-
lems such as porosity, solidification cracking, shrinkage etc. which
are common in other welding techniques can be avoided to a great
extent. Another important characteristic is FSW can be used for
joining dissimilar alloys. And it has been found that welding
parameters play a key role in final weld quality and some of the
major welding process parameters in FSW are Tool rotational
speed, Tool travel speed or welding speed, tool tilt angle, plunge
depth, effect of forces in the , y, z axes and most importantly
the tool which is used for welding [13]. Grujicic et al., [14] pre-
sented the schematic diagram of FSW process and the different
metallurgical process zones is shown in Fig. 1.2.(a) and (b).
The FSW process is carried out through these steps. Firstly, the
plates to be welded are clamped firmly on the back plate by means
of fixtures. Then a rotating tool is plunged into the abutting edge
until the shoulder of the tool touches the upper surface of the
material. Sufficient downward axial force is needed to keep the
contact. The rotating tool is held at its initial position for some time
to achieve enough temperature for plastic flow. The tool is then
allowed to traverse along the line of joint till the end of the weld.
After reaching the end of the line the tool gets withdrawn from the
work piece. Some of the applications of FSW in automotive indus-
try are center tunnels, camshafts, pistons, tailor welded blanks etc.
Some of the reasons for increasing acceptance of FSW are operating
costs are low, its capability in joining dissimilar metals, high con-
sistency and most importantly it’s environmentally friendly.
M.A. Unnikrishnan, J. Edwin Raja Dhas, K. Anton Savio Lewise et al.
Fig. 1.2. (a) typical FSW process; (b) zones formed during FSW.
2. Applications of magnesium alloys
Mg alloys have been a prime choice for all automobile manufac-
turers, aerospace industries, bicycle manufacturers etc. owing to its
light weight, low density yet good strength to weight ratio. As the
automotive and transportation industries are in a constant urge of
weight reduction a lot of research have been done and still going
on in the field of Mg alloys. Though many other competitors are
there like carbon fibre, composites etc. yet the availability of Mg
alloys is a favoring factor and the cost is comparatively low when
compared to the above mentioned materials.
Powell et al., [15] researched on the application of Mg alloys for
lightweight powertrains and automotive structures. The basics of
Mg and its alloying details have been mentioned. The survey
details of Mg demand for a period of 18 years and difference
between cast Mg alloys and wrought Mg alloys have been plotted.
A detailed study about various casting methods, forming processes,
extrusion methods and their respective applications in various
fields.
Luo and Sachdev [16] discuss about the various applications of
Mg alloys in automotive engineering. The authors focussed on the
properties and potential characteristics of Mg alloys and its com-
parison with various competitors like mild steel, advanced high
strength steels, aluminium, and polymer composites. Various man-
ufacturing methods, alloy developmental stages had been summa-
rized. The main concentration was on the application of wrought
Mg alloys and its applications. The major concern was on the tech-
nical challenges in the Mg production and processing by constant
research and collaboration among various countries, industries.
Gialanella and Malandruccolo [17] researched about the various
alloys used in aerospace applications. Various electrolytic pro-
cesses used for the production of Mg alloys have been discussed.
The weight of Mg used for various aircraft models had been dis-
cussed. ASTM designations of various grades, chemical composi-
tions and alloying behaviour had been presented. The authors
focussed on the factors corrosion resistance, high temperature
creep resistance, strength and elongation characteristics in the
aerospace application viewpoint.
3
Materials Today: Proceedings xxx (xxxx) xxx
Annamalai et al., [18] had done a detailed review on Mg alloys
especially its strength, physical properties, biocompatibility etc.
Riaz et al., [19] had done research on various applications of Mg
alloys in biomedical and related streams. Though the usual focus
is on automotive, aerospace and transportation Mg alloys are also
finding application in biomedical fields.
Yang et al., [20] briefed about the recent advances in Mg and its
alloys worldwide. Apart from microstructural and corrosive prop-
erties Mg ion batteries, hydrogen storage Mg materials and bio-
Mg alloys are the future areas of concern. Kawajiri et al., [21]
focussed on the impact of light weighting on greenhouse gases
emissions. The influence of various structural materials on emis-
sion rate has been analysed. High strength steel, aluminium, car-
bon fiber reinforced polymer and Mg were chosen for analysis.
Fong et al., [22] discussed about the possibilities of Mg alloys in
light weighting applications. The improvement of formability char-
acteristics, reduction in grain size thereby increasing its applica-
tion status has been described.
Muttana and Aggarwal [23] reviewed about the various collab-
orations worldwide related to Mg research and development espe-
cially in the automotive world. The various organizations such as
United States Automotive Materials Partnership (USAMP) which
focuses on various casting and joining techniques of Mg alloys in
automobile sector, Collaborative Research Laboratories (CRLs) of
General motors which researches on light weighting techniques,
Commonwealth Scientific and Industrial Research Organization
(CSIRO) and Department of Energy (DOE) which focuses on new
techniques in Mg alloy productions.
Magliaro and Altenhof [24] studied about the energy absorbing
capability of Mg alloys and its impact resistance characteristics.
Demirci and Yildiz [25] researched about crash performance of
Mg, Aluminium and advanced High Strength Steel which has been
used for vehicle thin walled energy absorbers. AM60 and AZ31 Mg
alloys was chosen. Some of the crash performance parameters such
as total energy absorption, reaction forces and crush force efficien-
cies were compared and analysed using Finite Element method.
The impact energy absorption capability of Mg alloys was found
to better. Jayasathya kawin et al., [26] briefed about the basic prop-
erties of Mg, its advantages over other alloys in terms of applica-
tions, corrosion and mechanical properties.
3. Friction stir welding of magnesium alloys
Due to the wide variety of applications the need for a reliable
joining technique is always necessary. Though so many welding
techniques are used, owing to the chemical properties of Mg alloys
many of the normal welding techniques may not be completely
reliable. Tungsten-arc Inert Gas (TIG), Metal-arc Inert Gas (MIG),
Plasma arc, Electron beam, Laser,
Ultrasonic, Spot welding etc. are some of the common welding
techniques in use. In Laser beam welding, though the welding
technique is precise and have many advantages when it comes to
Mg alloys, the material properties influence the welding efficiency
to a great extent. Also, few other literatures explain the basic
advantages and disadvantages of various welding methods for
Mg alloys. The oxidising tendency, low absorptivity of laser beams,
wide solidification temperature range etc. are some of the factors
that are preventing the laser beam welding to be used for joining
Mg alloys. The tensile strength may get reduce due to the stress
concentration around porosities and may lead to micro cracks for-
mation. Another factor is solidification cracking. The alloys with
less than 6% Al content and Zn content up to 1% possess good weld
ability and the increase in percentage of Al more than 6% and up to
1% Zn are moderately crack sensitive. Eventhough there are some
concerning factors proper selection of welding parameters, joint
M.A. Unnikrishnan, J. Edwin Raja Dhas, K. Anton Savio Lewise et al. Materials Today: Proceedings xxx (xxxx) xxx

composition, joint design etc. will help in obtaining a stable joint.

In the case of resistance spot welding the welding current has
direct influence on the nugget region and it may lead to formation
of cracks. Though there are many advantages for resistance spot
welding some of the cons are, high equipment cost, requirement
of high vacuum, time consumption, precise arrangement of work
piece etc. In all the conventional welding techniques oxidation
occurs because of melting of the work piece. Surface preparation,
filler materials [27], preparation of the material are some of the
other requirements. In the case of solid state welding the chances
of oxidation are low and the need for shield gas, consuming mate-
rials can be avoided. Apart from friction welding were the heat
generated from the rotating surfaces itself is used for joining, in
FSW a rotating tool is introduced between the joining work pieces,
the tool shoulder produces the frictional heat and stirring is done
by the pin. The combined effect of these with axial pressure causes
the materials to be joined. Due to these advantages FSW has been
used in joining Mg and other lightweight alloys. FSW can be used Fig. 3.1. TMAZ micrograph of retreating side.
for joining dissimilar alloys in particular owing to the benefits such
as a thin HAZ region, better joint quality while comparing with
conventional fusion welding techniques. The selected Mg alloys Li et al., [31] studied about the improvement of microstructural
AZ31B and AZ91B are having similar thermal properties such as and tensile properties of AZ31B using stationary shoulder FSW. The
latent heat of fusion, their melting point range, specific heat capac- tool was having a concave shoulder with threaded pin and an
ity, thermal conductivity and thermal expansion. Proper selection external stationary shoulder was used for welding purpose. The
of welding parameters can resolve most of the problems related tool rpm, welding speed and tool tilt angle were the selected pro-
to dissimilar alloy welding such as tunnelling defect, cracks, voids cess parameters. The arc corrugation was eliminated at a higher
etc. Therefore, FSW can produce good quality welds even though tool rpm. Similar to normal FSW BM, NZ, HAZ and TMAZ regions
the alloys are different. were obtained. The stir zone showed a decrease in Vickers hard-
Czerwinski [28] reviewed about the various joining techniques ness and the advancing side of TMAZ/SZ region showed the mini-
for Mg alloys. Various fusion welding techniques and solid state mum value. The hardness distribution pattern is shown in
welding techniques with their advantages and disadvantages were Fig. 3.2. An increase in width of the stir zone with respect to the
listed. The solid state welding techniques especially FSW was increase in tool rpm has been noted and that can be due to plastic
found to be the most suitable for joining Mg alloys owing to its bet- strain owing to higher heat input.
ter joint strength and quality. A lot of work has been done on FSW Mysliwiec and Sliwa [32] studied about the tensile strength,
of Mg alloys. Though many alloy grades are there our consideration micro hardness and forces acting during FSW of AZ31B.Tungsten
is limited to FSW of AZ31 grade and AZ91 grade. carbide cylindrical tool with cylindrical pin was used for welding.
Gulati et al., [29] had done a detailed microstructural analysis The process parameters include tool rpm, welding speed with
on FS welded Mg alloy AZ31B-H24. The welding was done using dwell time of 20 s for all joints. Ultimate tensile strength (UTS),
the central composite design in response surface methodology. Yield strength (YS) and percentage elongation were calculated
The chosen process parameters were tool rpm, welding speed and welded joints showed around 80% efficiency in an average.
and plunge depth using a truncated conical profiled tool. Three The author finds that in almost all the joints the failure occurred
zones were identified dynamically recrystallized zone, TMAZ and in between the SZ and TMAZ region and was on the AS. The
base material region. Very fine grains were obtained at the nugget microstructural analysis showed better results and proper recrys-
region and sufficient recrystallization has been observed and the tallization has been occurred by the presence of equiaxed grains
influencing factors be plastic deformation along with frictional in the HAZ and TMAZ regions. An important factor influencing
heat. Onion ring formation was also observed. The TMAZ region the joint efficiency is the amount of force that has been exerted
shows clear variation in grain sizes as compared to nugget zone.
The grain size observed to be larger in the advancing side than
the retreating side as shown in Fig. 3.1. The maximum micro hard-
ness was obtained at the NZ and goes on decreasing towards the
TMAZ side. The maximum hardness value was 84 Hv which was
almost 16% higher than base material value.
Wang et al., [30] studied about flat friction spot welding of
AZ31B Mg alloy and the microstructural and mechanical properties
has been studied. The welding was done using double side adjusta-
ble tools made of tool steel JIS-SKD61 grade and was having two
sets of shoulder and probe one on the upper side and one on the
lower side respectively. The upper and lower shoulder/probe set
rotates clockwise/counter clockwise. For microstructural examina-
tion Optical microscopy, Field Emission Scanning Electron Micro-
scopy and Electron Back Scatter Diffraction (EBSD) measurements
were taken. The probe plunge depth of 1.5 mm or above yielded
better joints. Three fracture zones was identified namely interface
fracture, partial plug fracture and plug fracture. The un-bonded
surface created due to improper temperature was found to be a
starting point for crack formation. Fig. 3.2. Vickers hardness distribution pattern along mid thickness.

4
M.A. Unnikrishnan, J. Edwin Raja Dhas, K. Anton Savio Lewise et al.
during welding and these forces both in X axis and Y axis has been
measured using a high sensitive piezoelectric dynamometer. Four
different FSW stages namely tool plunging, tool dwelling, welding
and tool pulling out was recognized. The tool feed rate was most
influential than rotational speed.
Khan et al., [33] researched on the mechanical properties and
characterization of AZ31B Mg alloy which was processed by FSW
and Tungsten arc welding. The tool was of H13 tool steel with a
conical tip having a diameter ratio of 2:4. Tool rpm, welding speed,
tool tilt angle and axial force were the chosen process parameters.
UTS, YS, percentage elongation and weld efficiency were calcu-
lated. While comparing to TAW, FSW joints showed better results
for UTS. Also the fatigue strength of FSW joints were more, both
metallographic and fractographic analysis favour FSW as per the
results. Though this is a comparison between two welding tech-
niques more emphasis has been put on to FSW and the results
showed that FSW was more beneficial. The microstructure of the
weld is shown in Fig. 3.3.
Gulati et al., [34] analysed about the defect formation during
FSW of AZ31B alloy. A truncated conical pin profiled and cylindri-
cal pin profiled tool made up of H13 tool steel was used for weld-
Fig. 3.3. Microstructure of (a) base metal (b) SZ of FS weld zone (c) TMAZ of FS weld (d) GTA weld zone.
Fig. 3.4. Optical microstructure of (a) TMAZ (b) HAZ at 1600 rpm and 24 mm/min.
5
Materials Today: Proceedings xxx (xxxx) xxx
ing. The pin length and tool tilt angle was kept constant at 5.45 mm
and 3°. The tool rotational speed and traverse speed selected for
cylindrical tool and truncated conical tool were 1500 rpm-
1800 rpm and 100 mm/min to 120 mm/min respectively. Among
the two different tool profiles used the truncated tool produced
better defect free joints rather than cylindrical tool as the contact
area for cylindrical pin profile is more it may have led to defect for-
mation and the area of detection was parallel along the weld line.
Gupta et al., [35] studied about the tunnel defect formation dur-
ing FS processing of AZ31B and the effect of tool rpm and feed rate
on it.The chosen process parameters were tool rpm which was kept
constant at 2000 rpm, feed rate of 40 mm/min, 50 mm/min and the
welding was done using H13 tool steel with cylindrical as well as
truncated conical pin profiles. The results shows that cylindrical
pin produced much tunnel defect and the orientation of defect
was inclined towards the retreating side. At a feed rate of
50 mm/min excessive flash was observed while using the cylindri-
cal tool. The tunnel defect was low while using truncated conical
tool.
Rao and Naik [36] researched the effect of welding parameters
on microstructural and mechanical properties of AZ31B.A cylindri-
M.A. Unnikrishnan, J. Edwin Raja Dhas, K. Anton Savio Lewise et al.
Fig. 3.5. Microstructure of SZ at 1000 rpm and 20 mm/min.
cal tool with conical probe having a length of 3 mm and pin length
3 mm made of H13 tool steel was employed. Tool rotational speed
ranging from 1200 rpm to 1600 rpm, feed rate ranging from
24 mm/min to 28 mm/min and tool tilt angle of 1°were the chosen
process parameters in which the combination of 1600 rpm/24 mm/
Fig. 3.6. Effect of various tool pin profiles on stir zone microstructure.
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Materials Today: Proceedings xxx (xxxx) xxx
min produced high quality joints. Sufficient recrystallization and
grain growth has been observed in the TMAZ and SZ zones as per
the microstructural analysis. The stir zone showed smaller grains
at lower feed and higher tool rotational speed. The optical
microstructural image of TMAZ and HAZ regions has been shown
in Fig. 3.4.
Mironov et al., [37] analysed the tensile behaviour of AZ31 Mg
alloy after FSW using EBSD and digital image correlation. The FS
welding tool was made up of tool steel with concave shoulder
diameter 15 mm, an M5 threaded cylindrical pin of 3.7 mm in
length. The angle of tilt of the tool was at 3°. A sample size EBSD
map was obtained for detailed examination of texture distribution
and the results showed that the basal slip was favoured at retreat-
ing and advancing sides. In the stir zone region, a strain gradient
was observed lengthways. The stain was larger on the front face
than the back side.
Naik et al., [38] researched on the microstructural and fatigue
properties of FS lap welded Mg alloy AZ31B-H24.H13 tool steel
was used for welding. The tool tilt angle was maintained at 0.5°.
The welding speed was maintained at 10 mm/min and tool rota-
tional speed at 1000 rpm and 1500 rpm. The results showed an
equiaxial grain structure with dynamic recrystallization at SZ and
TMAZ regions.
The microstructure of SZ at 1000 rpm and 20 mm/min is shown
in Fig. 3.5. The hardness pattern showed an increase with respect
to lower heat input at the SZ region. The welding parameters have
been found to be influencing hook height and fatigue life. Padman-
aban and Balasubramanian [39] focussed on the selection of tool
M.A. Unnikrishnan, J. Edwin Raja Dhas, K. Anton Savio Lewise et al. Materials Today: Proceedings xxx (xxxx) xxx

material, shoulder diameter and tool pin profile during FSW of The SEM images of different zones during one pass FSP is shown
AZ31B Mg alloy. The effect of various pin profiles on microstruc- in Fig. 3.9.
ture has been shown in Fig. 3.6. The microstructure was refined more during second pass. The
Among the five tool materials and pin profiles high carbon steel UTS,micro hardness in the stir zone region and elongation all
tool with threaded pin profile with a shoulder diameter of 18 mm increased. Sufficient breakup of a-phase and proper refinement
showed better tensile properties. Sahu et al., [40] assessed the of b-phase was observed as results.
effect of self-retracting Bobbin Tool (BT) FSW of AZ31 Mg alloy at Farzami et al., [49] focussed on the properties of AZ91 Mg alloy
an inert gas environment.H13 tool was used with tool rpm and during FSW with and without the addition of SiC nano particles.
welding speed as selected parameters Ugender et al., [41] Kadigithala and Vanitha [50] researched on the effects of welding
researched on the effect of tool rotational speed and tool material speeds during FSW on mechanical and microstructural properties
during FSW of AZ31B Mg alloy. Tool rotational speeds of 900 rpm, of Mg alloy AZ91D. H13 tool steel with tapered cylindrical pin
1120 rpm and 1400 rpm and welding speed from 25 to 75 mm/min was used. Kouadri-Henni and Barrallier [51] analysed the mechan-
were used. Three tool materials namely Stainless steel, HSS and ical, microstructure and crystallographic properties during FSW of
H13 tool steel were used. AZ91-D Mg alloy.
Singh et al., [42] studied about the effect of parameters on FSW Patel et al., [52] researched on the influence of tool pin profile
of AZ31B-O Mg alloy. A high strength joint was obtained at a weld and welding parameters during FSW of AZ91 Mg alloy on mechan-
pitch of 0.050 mm/rev. The area between SZ and TMAZ towards the ical properties. Three different tool pin designs were selected
advancing side was the fracture location for most of the samples. namely threaded straight cylindrical, tapered cylindrical and
The grain size after welding was found to be inversely proportional straight cylindrical. The welding process was designed according
to weld pitch. to Taguchi’s L9 orthogonal array with three tool pin profiles, tool
Yang et al., [43] studied about the effect of probe less FSW on rotational speed from 710 rpm to 1400 rpm and welding speed
AZ31 Mg alloy. Tool was made up of H13 tool steel. TMAZ and from 28 mm/min to 56 mm/min as the process parameters.
HAZ were observed with fine and partially deformed grains. Three Suhin et al., [53] had predicted the process parameters during
fracture modes namely interfacial shear, mixed mode and pull out FSW of similar and dissimilar alloy. Four different process param-
fracture were observed. Mirzaei et al., [44] had studied the effect of eters are optimized by regression analysis to get a high strength
tool pin profile on the material flow during FSW of AZ91 Mg alloy. welded joint.
Fashami et al., [45] researched about the mechanical properties of Sunil et al., [54] researched on the microstructural aspects dur-
AZ91 Mg alloy during multi-pass FS processing. The optical micro- ing FSW of dissimilar Mg alloys AZ31 and AZ91. The specimens
scopic images of the grain distribution in stir zone up and stir zone
down regions and the corresponding SEM image of the distribution
of b-phase is shown in Fig. 3.7.
Asadi et al., [46] had simulated the dynamic recrystallization
process during FSW of Mg alloy grade AZ91. Tool rotational speeds
of 710 rpm, 1400 rpm and traverse speeds of 25 mm/min, 50 mm/
min were used. The tool was of 2344 hot working steel with square
pin profile. The tilt angle of the tool was fixed at 3°. The process
was finite element modelled and a combination of cellular automa-
tion and laasraoui-jonas model has been used. A comparison has
been made between the simulated and experimental results. The
results showed that the proposed model can simulate the disloca-
tion accumulation map, nucleation and grain growth stages.
Baradarani et al., [47] studied the effect of Ultra Sonic assisted
FSW (USFSW) of AZ91-C Mg alloy and its microstructural and
mechanical properties. The hardness profile during two processes
has been shown in Fig. 3.8.
Chai et al., [48] worked on the microstructural and mechanical
aspects during multipass FS processing of AZ91 Mg alloys. The
material was subjected to one pass and two pass FSP with a tool
rotational speed of 800 rpm and traverse speed of 60 mm/min. Fig. 3.8. Hardness profiles of US FSW and FSW joints.

Fig. 3.7. (a) SEM Image of Grains and Distribution of b-Phase (b) OM Image of the Stirred Zone-Down (c) OM Image of the Stirred Zone-up.

7
M.A. Unnikrishnan, J. Edwin Raja Dhas, K. Anton Savio Lewise et al. Materials Today: Proceedings xxx (xxxx) xxx

were friction stir welded with three different feeds and speeds
ranging from 1400 to 1800 rpm and 25 to 100 mm/min. After
welding the joints were subjected to micro hardness measurement,
tensile test and microstructural analysis. Fig. 3.10 shows the opti-
cal microstructure of the weld zone. Kumar Singh and Kumar
Dubey [55] studied about the joining performance of dissimilar
Mg alloys AZ31 and AZ91. Tool rotational speed ranging from
440 to 1160 rpm, welding speed ranging from 45 to 55 mm/min
and heat input ratio from 8 to 25.77 x/v.
The welded specimens were undergone for tensile test, micro-
hardness test and the surface roughness was calculated. The
microstructural analysis includes SEM and XRD. The surface rough-
ness results show that the smoothness increased with respect to
increase in heat input. The grain size in AZ91 side was observed
to be larger than at AZ31 side. The optimum results were obtained
at 580 rpm and 45 mm/min.
Lee et al., [56] carried out FSW of dissimilar Mg alloys AZ31 and
AZ91. AZ31B-H24 and as cast AZ91D Mg alloys were used with tool
rotational speed from 1250 to 3600 rpm, welding speed from 22 to
87 mm/min, pin inserting depth from 3.92 to 3.95 mm and fixed
tool to work piece angle of 3°as process parameters. The
microstructure of TMAZ region of AZ91 and stir zone is shown in
Fig. 3.11.
Sound welds were obtained at 3600 rpm and 41 mm/min with
proper dynamic recrystallization occurance.The base material
region showed more hardness than the weld zone. Fig. 3.12 shows
the hardness distribution pattern during higher welding speed of
3600 rpm.

Fig. 3.9. SEM microstructure at (a) SZ (b) TMAZ (c) HAZ.

Fig. 3.10. Optical Microscope Images of (a) AZ91 BM (b) AZ31 BM (c) NZ and BM Interface at the AZ31 Side (d) Corresponding Magnified Image (e) NZ and BM Interface at the
AZ91 Side (f) Corresponding Magnified Image.

8
M.A. Unnikrishnan, J. Edwin Raja Dhas, K. Anton Savio Lewise et al.
Fig. 3.11. (a) TMAZ Region of AZ91 (b) Stir Zone Region.
Fig. 3.12. Hardness Distribution Pattern During Two Welding Speeds.
Mohamed and Alias [57] focussed the tensile and microstruc-
tural properties of AZ31 and AZ91 Mg alloys during FSW. H13 tool
steel was selected as the tool material. Welding speed ranging
from 60 to 100 mm/min, tool rotational speed from 800 to
1200 rpm were the selected process parameters.
TAMZ region of AZ31 and AZ91 is shown in Fig. 3.13. (a) and (b)
respectively. The stir zone was observed with fine grains with
equiaxed structure. The grain distribution shows that sufficient
dynamic recrystallization had taken place. Yin et al., [58] observed
the metallurgical and mechanical properties of FS welded dissimi-
lar Mg alloys AZ31 and AZ91. The welding was carried out using
threaded, three-flat threaded and three-flat no thread tools. Tool
rotational speeds from 1000 to 3000 rpm with 2.5 mm/s plunge
rate and dwell time of 1 s. Microscopic and SEM images were taken
for detailed analysis. Intermingled AZ91 and AZ31 lamellae had
been formed when three-flat no thread tool. Highest failure load
properties were observed in joints welded using threaded tool.
Fig. 3.13. (a) TMAZ Region of AZ31 (b) TMAZ Region of AZ91.
9
Materials Today: Proceedings xxx (xxxx) xxx
4. Conclusions
The current research reviews recent developments of process-
ing welding conditions’ effects on FSW joining magnesium alloys
and their applications in the automobile sectors. The application
of Mg alloys, latest trends, FSW of Mg alloys comprising of both
similar and dissimilar alloys and its advantages, temperature mea-
surement and its distribution, thermal analysis, various optimiza-
tion techniques and prediction techniques, corrosion testing and
thermal stability analysis has been carried out. The literatures pro-
vide ample information for the proposed title and experimenta-
tion. In addition, difficulties with friction stir welding of
magnesium alloys for automotive applications are highlighted.
CRediT authorship contribution statement
M.A. Unnikrishnan: . J. Edwin Raja Dhas: Supervision. K.
Anton Savio Lewise: Supervision. John C. Varghese: Supervision.
M. Ganesh: Supervision.
Data availability
The data that has been used is confidential.
Declaration of Competing Interest
The authors declare that they have no known competing finan-
cial interests or personal relationships that could have appeared
to influence the work reported in this paper.
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