Component- and Alloy-Specific Modeling for Evaluating Aluminum Recycling Strategies for Vehicles

Modaresi, Roja; Løvik, Amund N.; Müller, Daniel B.

doi:10.1007/s11837-014-0900-8

Cited by 43 publications

(25 citation statements)

References 17 publications

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“…For alloys used in the automotive industries a Source-Sink diagram (Fig. 8) was developed by Modaresi and Løvik [11].…”

Section: Materials Qualitymentioning

confidence: 99%

“…A large number of papers and reports are published addressing global aluminium flow and in particular the implications in and from the developments in the automotive sector [11,[15][16][17][18][19][20] and, although different issues are in focus, most of these papers clearly show that this sector serves as the sink for virtually all obsolete (postconsumer) aluminium scrap, mainly in the form of cast engine blocks for internal combustion engines. A substantial amount of aluminium will be used in the automotive industry in the future, but the Cast Alloys share of this will be reduced since the electric cars have no engine blocks.…”

Section: Transportmentioning

confidence: 99%

“…Greyshades indicate the percentage of a source alloy (scrap) that could be used in production of a sink alloy. Limiting elements for recycling are indicated in each square[11].…”

mentioning

confidence: 99%

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The beginning and the end of the aluminium value chain

Kolbeinsen¹

2020

Matériaux & Techniques

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Metallic aluminium does not naturally occur in nature, and it was largely unknown, virtually a mystery, until 200 years ago. The modern aluminium production using a hydrometallurgical refining process for making alumina followed by electrolysis of this mineral was first developed in 1886 and, in principle, the same technology is still used to this day. About 90% of alumina refineries in the world use the Bayer process for refining Bauxite ore. It is very efficient, but it can only be used on high quality bauxite with low content of admixtures, especially silicon. The Bayer process also generates a Bauxite Residue (BR), maybe better known as Red Mud (RM) which is a thick red-brown, high-basicity paste consisting of silicon, iron, aluminium, titanium and others. The International Institute of Aluminium estimates that since 1886 almost a billion tonnes of aluminium were produced around the world with three fourths of this amount still being in use today, of which about 35% is located in buildings and structures, 30% in electric cables and equipment and 30% in transport. Aluminium scrap is collected all over the world. In the home, it mostly consists of aluminium beverage cans. It is claimed that 1 ton of recycled empty beverage cans save 8 tons of bauxite, 4 kg of various fluorides and 14 kWh of electricity. Additionally, recycling aluminium significantly reduces the negative environmental impact of ever-expanding RM landfills. As the idea of environmental responsibility is gaining more and more traction, separate household scrap recycling is becoming more and more popular around the world. How challenges related to such activity can be met will be the main topic of this paper alongside discussing new developments for alumina production without RM generation.

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“…For alloys used in the automotive industries a Source-Sink diagram (Fig. 8) was developed by Modaresi and Løvik [11].…”

Section: Materials Qualitymentioning

confidence: 99%

Section: Transportmentioning

confidence: 99%

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The beginning and the end of the aluminium value chain

Kolbeinsen¹

2020

Matériaux & Techniques

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“…There is a growing recognition that the development of 'recycling friendly' aluminum alloys will be a necessary outcome of increasing wrought alloy con-sumption and the corresponding increase in scrap availability [1,2]. The traditional approach of down-cycling wrought alloys into foundry alloys is becoming less tenable as the supply of scrap starts to outstrip the demand from casting applications [2]. One of the drivers for the increasing scrap supply is the rapid growth of aluminum in automobiles.…”

Section: Introductionmentioning

confidence: 99%

The Benefits of Trace Cu in Wrought Al-Mg Alloys

Medrano,

Zhao,

Gault

et al. 2020

Preprint

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The softening and strengthening contributions in pre-deformed and aged Al-Mg-Cu alloys containing 3wt.%Mg and 0.5wt.%Cu are evaluated by a combination of microscopy, mechanical testing and modelling. A refined phenomenological model for the work hardening response, accounting for the separate effects of recovery and precipitation, is shown to be suitable for an unambiguous determination of the precipitation hardening contribution in these alloys. Significantly, it is found that the mechanical response of these alloys is not strongly impacted by Cu content (in the low Cu content regime), pre-deformation level or aging temperature meaning that the alloys are robust with respect to variations in composition. This is interesting from the perspective of alloy design concepts based on 'recycling friendly' compositions in applications that include paintbaking.

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“…It is thus a practical alternative to traditional alloys in various automotive end-uses, from specialty drive train components to full replacement of traditional aluminum and iron alloys for lightweighting, enabling us to explore the consequences of the adoption of this alloy in various rates. Moreover, its manufacturing does not require heat treatment, which is a costly and energy intensive process, and its recyclability potential is high and may be a flexible "sink alloy" [32], which is beneficial to our discussion of end-of-life material becoming a supply source. Finally, cerium is found in rare earth ores as a companion metal and coproduct of valuable rare earths such as neodymium, but has lower levels of demand and often remains unused [33].…”

Section: Introductionmentioning

confidence: 99%

Implications of Emerging Vehicle Technologies on Rare Earth Supply and Demand in the United States

et al. 2018

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Abstract:We explore the long-term demand and supply potentials of rare earth elements in alternative energy vehicles (AEVs) in the United States until 2050. Using a stock-flow model, we compare a baseline scenario with scenarios that incorporate an exemplary technological innovation: a novel aluminum-cerium-magnesium alloy. We find that the introduction of the novel alloy demonstrates that even low penetration rates can exceed domestic cerium production capacity, illustrating possible consequences of technological innovations to material supply and demand. End-of-life vehicles can, however, overtake domestic mining as a source of materials, calling for proper technologies and policies to utilize this emerging source. The long-term importing of critical materials in manufactured and semi-manufactured products shifts the location of material stocks and hence future secondary supply of high-value materials, culminating in a double benefit to the importing country. This modeling approach is adaptable to the study of varied scenarios and materials, linking technologies with supply and demand dynamics in order to understand their potential economic and environmental consequences.

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Component- and Alloy-Specific Modeling for Evaluating Aluminum Recycling Strategies for Vehicles

Cited by 43 publications

References 17 publications

The beginning and the end of the aluminium value chain

The beginning and the end of the aluminium value chain

The Benefits of Trace Cu in Wrought Al-Mg Alloys

Implications of Emerging Vehicle Technologies on Rare Earth Supply and Demand in the United States

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