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JAPAN 2002 Car of the Future in a Sustainable Moblility Perspective

JAPAN 2002 Car of the Future in a Sustainable Moblility Perspective. Aluminium as a Structural Material in the Automotive Industry Professor Magnus Langseth Structural Impact Laboratory (SIMLab) , NTNU and Sintef Materials Technology. Contents. Aluminium as a structural material

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JAPAN 2002 Car of the Future in a Sustainable Moblility Perspective

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  1. JAPAN 2002Car of the Future in a Sustainable Moblility Perspective Aluminium as a Structural Material in the Automotive Industry Professor Magnus Langseth Structural Impact Laboratory (SIMLab), NTNU and Sintef Materials Technology

  2. Contents • Aluminium as a structural material • Needs and challenges • Car Assessment Programe with respect to safety (NCAP) • Crashworthiness activities • Conclusions

  3. Aluminium as a structural material

  4. The bad points • Cost • Effect of temperature • Aluminium weakens more quickly than steel • Buckling and deformations • Lower elastic modulus • Softening due to welding • Fatigue • Thermal expansion • Expands and contracts twice as much as steel

  5. The good points about aluminium • Low weight/Environmental protection • Reduction of fuel consumption • Lower carbon dioxide emissions • Recycling • Extrusion process • Cross sections • Low temperature performance • Non rusting • Unpainted • Energy absorption • Specific energy • Increased ductility due to strain rate effects

  6. Needs and challenges

  7. Needs • Design process • The automotive industry are using numerical simulations in their design process in order to • reduce time to the market • optimise structures with respect to strength, stiffness and energy absorption • Needs • validated numerical methods with respect to the interaction between material, product forms and manufacturing process

  8. Challenges Casting Extrusion Sheet 1800 rivets 20 m MIG-welds 30 m laser-welds

  9. Car Assessment Programe with respect to safety Crash testing of vehicles to determine if best practice in terms of occupant protection has been implemented for new cars

  10. The Euro New Cars Assessment Programme (NCAP) tests

  11. Crashworthiness activities

  12. SUP+KMB: Experimental tech SUP1: Constitutive modelling SUP3: Optimisation Casting Extrusion Sheet KMB1: Connections KMB 2: Castings SUP2: Crash-box and longitudinals

  13. Ongoing research activities • Experimental techniques • Material testing (Split Hopkinson Pressure Bar) • Component and structural testing • Crash-box and longitudinal member design • Behaviour and modelling of self-pierce rivets • Modelling of failure

  14. Kicking Machine

  15. Hydraulic piston accumulator Hydraulic/pneumatic actuator Rotational axis Multi-reaction load cell Arm Test specimen Photocells Trolley Computer for data sampling (12 channels at 0.5 MHz) Electronic controls Axial load cells Multi-reaction load cell The kicking machine

  16. Test set-up

  17. Test results

  18. SIMLabs’ kicking machineEstimated maximum performance Energy output: E = ca 500 kJ (maximum) Mass M = 600 kg: v = 40 m/s Mass M = 5000 kg: v = 14 m/s Today the kicking machine has a trolley of M = 800 kg. The machine has so far been tested for velocities v = 20 m/s withexcellent performance

  19. Longitudial member design

  20. Local vs global – Simulations

  21. Component test programme Hydro extrusions

  22. Local vs global – Dynamic Tests

  23. Hv1 l3c Force F (kN) Deformation w (mm)

  24. Behaviour and modelling of self-pierce rivets

  25. Modelling of self-pierce rivets what is a self-pierce rivet?

  26. Test specimens Self-pierce rivet top Self-pierce rivet bottom 50 mm

  27. Testingat various loading angles Intermediate load angle (60°) Pure shear (0°) Pure pull-out (90°)

  28. Typical results Force (kN) Pure shear (0°) Combined loading (45°) Pure pull-out (90°) Deformation (mm)

  29. Modelling results: Num. vs. exp. = 0° (pure shear) Plastic strain Force (kN) Exp. forces Num. force Deformation (mm)

  30. Modelling of failure

  31. y Direction of extrusion a = 90° a a = 0° z x Tensile tests Aluminium alloysConstitutive model: Calibration

  32. (deg) Aluminium alloysMaterial properties Aluminium alloy AA7108 T1

  33. F F NUMERICAL STUDY Uniaxial tension tests – AA7108-T1 • Mesh types: • Coarse mesh • Refined mesh • Adaptive mesh

  34. NUMERICAL STUDY Uniaxial tension tests – AA7108-T1

  35. NUMERICAL STUDY Uniaxial tension tests – AA7108-T1

  36. NUMERICAL STUDY Uniaxial tension tests – AA7108-T1

  37. Conclusions • Based on environmental issues aluminium is a structural material for the future in the automotive industry

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