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Viewing 1 to 30 of 10170
2016-04-05
Technical Paper
2016-01-1351
Simhachalam Bade
Aluminum alloys are widely used in the transportation because of their high strength-to-weight ratio and outstanding capability in absorbing energy. In this paper, performance of bumper with crash tubes using aluminum alloy AA6061 and AA7003 materials is compared using numerical methods. Quasi-static test is simulated using the LS-DYNA implicit finite element program. Bumper and crash tubes are included in the finite element model. Symmetric Holes are provided in the crash tubes to initiate crushing. True stress-plastic strain curves from the tensile test are used in the static simulation. Displacement is applied to the bumper using Rigdwall geometric wall motion. The energy absorbed by bumper and crash tubes are compared. Dynamic simulation is done using LS-Dyna explicit program. True stress-true plastic strain curves at different strain rates from the literature is used in the dynamic simulation of AA7003 material to study the strain rate effects on impact behavior of tubes.
2016-04-05
Technical Paper
2016-01-1575
Federico Ballo, ROBERTO FRIZZI, Gianpiero Mastinu, Donato Mastroberti, Giorgio Previati, Claudio Sorlini
Lightweight design and construction is (and has always been) a central task in vehicles design. Minimizing the overall mass of a vehicle means minimizing the mass of each single component. Together with mass minimization, acceptable structural performance and durability requirements have to be maintained, particularly for wheels. In this paper the lightweight design and construction of road vehicle aluminum wheels is dealt with. Dedicated experimental tests aimed at assessing the fatigue life behavior of the aluminum alloy A356 – T6 have been performed, namely, cylindrical specimens have been extracted from three different locations in the wheel. Fully reversed strain-controlled and load-controlled fatigue tests have been performed and the stress/strain-life curves on the three areas of the wheel have been computed and compared. The constant amplitude rotary bending fatigue test of the wheel has been simulated by means of Finite Element method.
2016-04-05
Technical Paper
2016-01-0392
HongTae Kang, Abolhassan Khosrovaneh, Xuming Su, Mingchao Guo, Yung-Li Lee, Sai Boorgu, Chonghua Jiang
Joining technology is a key factor to utilize dissimilar materials in vehicle structures. Adaptable insert weld (AIW) technology is developed to join sheet steel (HSLA350) to cast magnesium alloy (AM60). The joint is constructed by combining riveting technology and electrical resistance spot welding technology. This joint technology is applied to construct front shock tower structures composed with HSLA350, AM60, and Al6082. This paper is to develop fatigue life prediction methods for AIW using finite element (FE) techniques. First lap-shear and cross-tension specimens were constructed to characterize the fatigue properties of AIW joint. In FE models of the specimen geometry, the AIW joint was represented with two different methods as area contact method (ACM) and with TIE contact method.
2016-04-05
Technical Paper
2016-01-0386
HongTae Kang, Abolhassan Khosrovaneh, Xuming Su, Mingchao Guo, Yung-Li Lee, Shyam Pittala, Chonghua Jiang, Brian Jordon
Friction stir linear welding (FSLW) is widely used in joining lightweight materials including aluminum alloys and magnesium alloys. However, fatigue life prediction method for FSLW is not well developed yet. This paper is tried to predict fatigue life of FSLW using two different methods. Structural stress method is the first one and maximum principal stress based method is the second. FSLW is represented with 2D shell elements for the structural stress approach but is represented with TIE contact for the maximum principal stress based method in finite element (FE) models. S-N curves were developed from coupon specimen test results and two stress approaches. These S-N curves were first used to predict fatigue life of FSLW of simple double lap-shear specimens. Then, the same S-N curves were used to predict fatigue life of the front shock tower structures that were constructed by joining AM60 to AZ31 and AM60 to AM30 using FSLW.
2016-04-05
Technical Paper
2016-01-0353
Suleman Ahmad, Dimitry Sediako, Anthony Lombardi, C. (Ravi) Ravindran, Robert Mackay, Ahmed Nabawy
For many years, aluminum alloys have been replacing ferrous alloys in automotive applications to reduce the weight of vehicles. One significant area is engine blocks, which are commonly made of hypoeutectic Al-Si alloys containing additions of Cu and Mg. These engine blocks typically contain cast-iron liners to improve wear resistance, however, they introduce residual stress due to thermo-mechanical mismatch. This stress has its highest magnitude in the cylinder bridge area and may lead to cylinder distortion or cracking. Several heat treatment processes are being used in industry to mitigate residual stress. One of these, artificial aging, has been found to be effective in reducing residual stress. In this study, neutron diffraction was used to measure the residual stress profiles along the cylinder bores of 319 Al engine blocks, treated to a T5 condition (aging from as-cast condition).
2016-04-05
Journal Article
2016-01-0371
Wenkai Li, Carlos Engler-Pinto, Haitao CUI, Weidong Wen, Xuming Su
In this paper, fatigue tests on a cast aluminum alloy (AS7GU-T64) were performed under different frequencies and humidity levels. Tests conducted under conventional frequency in laboratory air have been compared to tests conducted under ultrasonic frequency in dry air, saturated humidity and in distilled water. It was observed that the highest and lowest fatigue lives corresponded to ultrasonic fatigue tests in dry air and in distilled water, respectively. Unlike specimens tested at conventional frequency, all of the specimens tested under ultrasonic frequency presented a large amount of slip facets on the crack propagation fracture surface.
2016-04-05
Journal Article
2016-01-0423
Haley Hill, Jacob Zindel, Larry Godlewski
Magnesium alloys are becoming more commonly used for large castings with sections of varying thicknesses. During subsequent processing at elevated temperatures, any residual stresses after casting can be relieved and could become a potential mechanism for part distortion. This study was conducted to quantify the effects of thermal exposure on residual stresses and relaxation in a high pressure die cast magnesium (AM60) alloy. The goal was to characterize relaxation of residual stresses at temperatures that are commonly experienced by body components during typical paint bake cycle. A residual stress test sample design and quench technique developed for relaxation were used, and a relaxation study was conducted at two aging temperatures (140℃ and 200℃) over a range of exposure times (0.25 to 24 hours). To further characterize the effects of aging, hardness measurements were also performed on the AM60 test castings for the various exposure times and temperatures under investigation.
2016-04-05
Journal Article
2016-01-0426
Francisco C. Cione, Armando Souza, Luiz Martinez, Jesualdo Rossi, Evandro Giuseppe Betini, Fabio Rola, Marco A. Colosio
Studying the formation and distribution of residual stress fields will improve the operational criteria of wheel safety, among other gains. Many engineering specifications, manufacturing procedures, inspection and quality control have begun to require that the residual stress of a particular component be evaluated. It is known that these residual stress fields could be added to the effects of system load (tare weight plus occupation of vehicle traction, braking and torque combined). The results obtained used X-ray diffraction, drilling method with rosette type strain gages, are convergent with similarity to those obtained using FEA simulation over critical region for global and superficial in principal stresses mode. The mathematical tools for modeling and simulations using finite elements had evolved following the increasing computing power and hardware cost reduction.
2016-02-08
WIP Standard
AMS4270C
This specification covers an aluminum alloy in the form of sheet clad on both sides with a different aluminum alloy.
2016-02-08
WIP Standard
AMS4273D
This specification covers an aluminum alloy in the form of sheet and plate.
2016-02-04
WIP Standard
AMS5080K
This specification covers a carbon steel in the form of bars, forgings, mechanical tubing, and forging stock.
2016-02-04
WIP Standard
AMS5069G
This specification covers a low-carbon steel in the form of bars, forgings, mechanical tubing, and forging stock.
2016-02-02
WIP Standard
AMS4956G
This specification covers a titanium alloy in the form of wire for welding filler metal.
2016-02-02
Standard
AMS4458A
This specification covers an aluminum alloy in the form of plate 0.500 to 2.000 inch, incl (12.70 to 50.80 mm, incl) in thickness (see 8.5).
2016-02-02
Standard
AMS4100F
This specification covers an aluminum alloy in the form of alclad sheet 0.040 inch to 0.249 inch (1.02 to 6.32 mm), incl in nominal thickness (see 8.4).
2016-02-02
Standard
AMS4773G
This specification covers a silver alloy in the form of wire, rod, sheet, strip, foil, pig, powder, shot, and chips and a viscous mixture (paste) of powder in a suitable binder.
2016-02-02
Standard
AMS5585H
This specification covers a corrosion and heat resistant alloy in the form of welded and drawn tubing.
2016-02-02
Standard
AMS4056H
This specification covers an aluminum alloy in the form of sheet and plate 0.051 to 8.000 inches (1.30 to 203.20 mm), incl, in thickness (see 8.4).
2016-02-02
WIP Standard
AMS4928V
This specification covers a titanium alloy in the form of bars, wire, forgings, flash welded rings, drawn shapes up through 6.000 inches (152.40 mm) inclusive in diameter or least distance between parallel sides, and stock of any size for forging or flash welded rings.
2016-01-22
WIP Standard
AMS5841G
This specification covers a high strength, corrosion and heat-resistant cobalt-nickel-chromium alloy in the form of bars.
2016-01-20
WIP Standard
AMS6522D
This specification covers a premium aircraft-quality alloy steel in the form of plate.
2016-01-18
WIP Standard
AS22759D
AS22759 specification covers fluoropolymer-insulated single conductor electrical wires made with tin-coated, silver-coated, or nickel-coated conductors of copper or copper alloy as specified in the applicable detail specification. The fluoropolymer insulation may be polytetrafluoroethylene (PTFE), fluorinated ethylene propylene (FEP), polyvinylidene fluoride (PVF2), ethylene-tetrafluoroethylene copolymer (ETFE), or other Fluoropolymer resin. The fluoropolymer may be used alone or in combination with other insulation materials. These abbreviations shall be used herein. When a wire is referenced herein, it means an insulated conductor (see 7.7).
2016-01-15
Standard
AS7458B
This procurement specification covers aircraft quality studs made from a low alloy, heat resistant steel of the type identified under the Unified Numbering System as UNS K14675. AS7458 - 135 000 psi ultimate tensile strength at room temperature. AS7458-1 - 135 000 psi ultimate tensile strength at room temperature, nickel-cadmium plated.
2016-01-13
Standard
AMS2774E
This specification specifies the engineering requirements for heat treatment, by part fabricators (users) or their vendors or subcontractors, of parts made of wrought nickel or cobalt alloys, of raw materials during fabrication, and of fabricated assemblies in which wrought nickel or cobalt alloys are the primary structural components.
2016-01-13
Standard
AMSQQP416E
This specification covers the requirements for electrodeposited cadmium plating.
2016-01-12
Standard
AMS4364
This specification covers an aluminum alloy in the form of plate from 1.000 to 6.000 inches (25.40 to 152.40mm) in thickness (See 8.4).
2016-01-12
Standard
AMS4354
This specification covers an aluminum alloy in the form of plate from 1.000 to 6.000 inches (25.40 to 152.40 mm) in thickness (see 8.4).
2016-01-12
Standard
AMS5798H
This specification covers a corrosion and heat-resistant nickel alloy in the form of welding wire.
Viewing 1 to 30 of 10170

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