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Viewing 1 to 30 of 3267
2017-04-04
Event
This session presents the latest developments in automotive applications of wrought products. The papers cover a wide range of the technical aspects including alloy development, lightweight design, process development and simulation as well as performance optimization.
2017-03-28
Technical Paper
2017-01-0499
Mingde Ding
Recently, for automotive industry, weight reduction is increasingly needed to improve fuel efficiency and to meet emission requirement. Substituting heavy metallic materials with strong and light composites seems to be the most viable choice to achieve vehicle weight reduction. Because of a high level of styling flexibility and simple process, injection molding is the concern of OEMS. However, injection molding part especially for large part would have large deformation. Therefore, the deformation must be controlled within the requirement during development. According with topology optimization result, we get the structure of IP carrier. The result of moldflow analysis showed that the largest deformation in X direction is 19.4mm, in Y direction is 9.5mm, in Z direction is 13.7mm, which were not satisfy the deformation requirement that was the deformation of the core area must be less than 3mm. By structure optimization, the deformation reduction was obviously.
2017-03-28
Technical Paper
2017-01-1269
Xian Wu, Shuxian Zhang
Studies have shown that under in-plane impact loading, negative Poisson's ratio of honeycomb sandwich structure has a good energy absorption compared with the conventional cellular sandwich structure. So, it can be used to protect the key components and the crew from being hurt in the crash accidents. In the design of collision avoidance, both of the energy absorption and the deformation should be considered. In this paper, we designed a honeycomb structure with density gradient which had a good behavior in crashworthiness. Based on the honeycomb sandwich structure with negative Poisson's ratio, we changed the density gradient of the core and studied the energy absorption and the deformation of the structure under impact loading. First, we divided the core into three layers which had different densities. And each layer had the same thickness and the same kind of material. Then, we gave the different permutation and combination of the three layers.
2017-03-28
Technical Paper
2017-01-1266
Qiang Gao, Wang Zhongxing
In order to study the crashworthiness of the concave hexagonal structure with the negative Poisson’s ration under three-point bending, this paper focused on the effect of cellular structure parameters (thickness, width, height, inner concave angle) on the performance using explicit dynamic finite element ANSYS / LS-DYNA. Specific energy absorption (SEA) and peak crushing force (PCF) were adopted as crashworthiness indices. The results showed that: the SEA and PCF increased at the same time with the increase of the thickness of the cell and decrease of the cell height; With the increase of the cell width, SEA increased first and then decreased, while PCF had the opposite trend. SEA decreased with the increase of inner concave angle. When the inner concave angle is small or equal about 45°, PCF was higher. It is benefit to improve the bending performance of the structure by choosing appropriate cellular parameters.
2017-03-28
Technical Paper
2017-01-1264
Edward John Vinarcik
6061-O temper extruded rod may be used as feed stock in forming processes for automotive pressure vessel applications. Key parameters for forming are the strength and hardness of the material. The purpose of this paper was to reduce variation in hardness to achieve a process capability index of 1.33 or greater. Among the process steps affecting hardness, annealing is the most critical. Initially, the process showed unacceptable hardness variation. Initial anneal recipes called for a 4-hour soak at 775°F. Initial process capability for hardness was a Cpk of 1.12, with tensile strength readings very close to the upper specification limit. Initial temperature uniformity surveys of the anneal oven showed a large variation in temperature distribution, with some areas of the oven staying below 650°F. Initial improvement efforts focused on soak time. While this did greatly improve the material, the improvement did not have enough of an effect on hardness to achieve a good capability.
2017-03-28
Technical Paper
2017-01-1265
Nia R. Harrison, S. George Luckey, Breana Cappuccilli, Ghassan Kridli
The typical paint bake cycle includes multiple ramps and dwells of temperature through e-coat, paint, and clear coat with exposure equivalent to approximately 190°C for up to 60 minutes. 7xxx-series aluminum alloys are heat treatable, additional thermal exposure such as a paint bake cycle could alter the material properties. Therefore, this study investigates the response of three 7xxx-series aluminum alloys with respect to conductivity, hardness, and yield strength when exposed to three oven curing cycles of a typical automotive paint operation. The results have indicated that alloy composition and artificial aging practice influence the material response to the various paint bake cycles.
2017-03-28
Technical Paper
2017-01-1271
David Wright, John Henshaw, Nia R. Harrison, S. George Luckey
High-strength aluminum alloys such as 7075 can be formed using advanced manufacturing methods such as hot stamping. Hot stamping utilizes an elevated temperature blank and the high pressure stamping contact of the forming die to simultaneously quench and form the sheet. However, changes in the thermal history induced by hot stamping may increase this alloy’s stress corrosion cracking (SCC) susceptibility; a common corrosion concern of 7000 series alloys. This work applied the breaking load method for SCC evaluation of hot stamped AA7075-T6 B-pillar panels that had been artificially aged by two different artificial aging practices (one-step and two-step). The breaking load strength of the specimens provided quantitative data that was used to compare the effects of tensile load, duration, alloy, and heat treatment on SCC behavior.
2017-03-28
Technical Paper
2017-01-0502
Mingde Ding
The IP carrier plays a very important structural and safety role in the vehicle. Functionally, it forms the skeleton of the cockpit, providing the base architecture off which IP components are attached and function. At present, the IP carrier is commenly used steel, and is welded by more than 20 parts. Its weight is usually 8-14kg. For the reason of fuel efficiency and enviromental friendly, lightweight of the IP carrier is very necessary. Various lightweight technologies have been applied to IP carrier: Magnesium alloy part, Alluminum alloy part, Hybrid composite part, Composite material injection part. For Magnesium alloy part, the IP carrier which have the equal performance compared to steel part can be integrated to one part, therefore the production process is simplified. Weight can be reduced 40%-60% However, the magnesium injection part have high process requirement and need postreatment which will add cost obviously. These disadvantages limited the mass production.
2017-03-28
Technical Paper
2017-01-1272
Nick Parson, Jerome Fourmann, Jean-Francois Beland
One of the main applications for extrusions in the automotive sector is crash structures including crash rails, crash cans, bumpers, and structural body components. The objective is usually to optimize the energy absorption capability for a given structure weight. The ability to extrude thin wall multi-void extrusions contributes to this goal. However, the alloy used also plays a significant role in terms of the ability to produce the required geometry, strength which to a large extent controls the energy absorption capability, and the “ductility” or fracture behavior which controls the strain that can be applied locally during crush deformation before cracking. This paper describes results of a test program to examine the crush behavior of a range of alloys supplied by Rio Tinto Aluminium for automotive applications, as a function of processing parameters including artificial aging and quench rate.
2017-03-28
Technical Paper
2017-01-0286
Amrinder Singh, Abhishek Ramakrishnan, Guru dinda
Additive manufacturing (AM) of metals is finding numerous applications in automotive industry. In 21st century aluminum is second to steel in automotive sector, because of its high strength to weight ratio and hence developing AM for aluminum alloys becomes necessary to make sure industry gains maximum benefit from AM. This study specifically deals with the manufacturing of Al 7050 alloy, which is quite hardest alloy to manufacture using AM. The ultimate goal is to optimize the laser deposition parameters to deposit defect free Al 7050 alloy on rolled aluminum alloy substrate. Parameter optimization (laser power, powder flow rate and scanning speed) gets difficult with the presence of various low melting and boiling point alloying elements such as Zn, Mg etc. Numerous other challenges faced while depositing Al 7050 alloy, are also being briefly discussed in this article.
2017-03-28
Technical Paper
2017-01-1267
Zeyao Chen, Zhe Wang, Xian Wu
In this paper, a new type of negative Poisson's ratio lattice material is constructed. By using the theoretical method, the relative density and effective elastic modulus and Poisson's ratio of the material are firstly analyzed. Then, the compression mechanical properties of the negative Poisson's ratio lattice materials are studied by using the finite element software LS-Dyna, which include the quasi-static compression property and the dynamic impact characteristics. For the quasi-static compression analysis, the results show that the material had a wide range of stress plateau area, the lower first peak stress, a enhanced plateau stress and a wide range of the high ideal energy absorption efficiency. Therefore, the material has the excellent impact energy absorption properties. For the dynamic impact characteristics analysis, the material shows insensitivity to impact velocity and the stable property under different impact energy levels.
2017-03-28
Technical Paper
2017-01-0467
Wei Yuan, Brian Jordon, Bita Ghaffari, Harish Rao, Shengyi Li, Min Fan
Lightweight metals such as Al and Mg alloys have been increasingly used for both structural and non-structural applications in transportation industries for reducing mass. Joining these lightweight materials using traditional fusion welding is a critical challenge for achieving optimum part performance, due to degradation of the constituent materials properties. Friction stir welding (FSW), a solid-state joining technique, has emerged as a promising technique by demonstrating great versatility to adopt these lightweight materials. High joining efficiency has been achieved for FSW of various Al alloys and Mg alloys separately. Recent work on FSW of various dissimilar lightweight materials also show promising results based on quasi-static shear performance. To bring friction stir welding of dissimilar alloys to automotive applications, satisfactory performance under complex loading is essential.
2017-03-28
Technical Paper
2017-01-0396
Guobiao Yang, Changqing Du, Dajun Zhou, Hao Wang, Elizabeth Lekarczyk, Lianxiang Yang
As we know, the lighting car is very important for automotive industry in recent years. There are lot of components which could be lighted weight in one vehicles. In modern automotive field Aluminum alloy widely has been used to formed into parts of vehicles, because it has very good ideal properties for the stamping process which need material both malleable and ductile. During vehicles manufacture process, lots of aluminum alloy has been stamped into parts of components. It is very important for engineer to know how to predict the fracture of aluminum alloy, in order to simulate stamping process in automotive field by FEM. This research presents strains distribution of A5182 aluminum during sample being impacted with punch heads under loading. DIC has been used technically to measure the whole history strain when sheet sample has been impacted, and the shape of sheet sample also has been tested in order to obtain the aluminum sheet springback(side-wall-curl).
2017-01-16
WIP Standard
AMSQQA225/4A
This specification covers the specific requirements for 2014 aluminum alloy bar, rod, wire and special shapes produced by rolling, drawing or cold finishing.
2017-01-10
Technical Paper
2017-26-0167
Salah M. Khaleel, Bernard Rolfe, Riyadh Al-Ameri, Tim De Susa
Abstract Given the need to reduce mass in products to reduce emissions, particularly in the transportation sector, the application of adhesively bonded joints is becoming more utilised. This is very true for the emerging multi-material structures. The adhesive joint expresses good properties regarding stress distribution, sound isolation and fatigue resistance; these properties are well defined in many applications such as aircraft and car industry. However, the adhesive joints have some drawbacks in regard to the joint strength. One of the keys to strengthening joints is the surface treatment of the adherents. It is found that the surface treatments play an important role in improving the joint strength and durability. Moreover, it is also found that each adhesive material will require different types of surface treatments to make the right balance between the joint strength and fracture modes.
CURRENT
2017-01-05
Standard
AMS4291J
This specification covers an aluminum alloy in the form of die castings.
CURRENT
2017-01-05
Standard
AMS4121J
This specification covers an aluminum alloy in the form of bars, rods, and wire.
CURRENT
2017-01-04
Standard
AMS4245F
This specification covers an aluminum alloy in the form of welding wire.
CURRENT
2017-01-03
Standard
AMS4335A
This specification establishes requirements for 2xxx-series and 7xxx- series aluminum alloy forgings of any shape or form from which finished parts are to be made.

These forgings are used typically in the manufacture of high-performance parts when control of short-transverse tensile properties and fracture toughness is required, but usage is not limited to such applications.

CURRENT
2016-12-14
Standard
AMS4313E
This specification covers aluminum alloy rolled or forged rings up to 6 inches (152 mm) which are produced and shipped in the –T351 or –T352 temper and are artificially aged to the –T82 temper prior to being put into service.
CURRENT
2016-12-13
Standard
AMS4221E
This specification covers an aluminum alloy in the form of plate 1.500 inches (38.10 mm) to 6.000 inches (152.40 mm) in nominal thickness (see 8.4).
2016-12-01
Magazine
Additive Manufacturing How 3D Printing Will Transform the A&D Support Chain Advances in Lightweight Electronics Protection Conformal Coatings Increase Reliability of Aerospace and Military Assemblies Powering Outer Space An In-Depth Look at Aerospace Battery Technology Using High Bandwidth Oscilloscopes to Analyze Radar and Electronic Warfare Systems Bio-inspired Airborne Infrastructure Reconfiguration (BioAIR) EMI Analysis Software Helps Telescope Group Simulate RFI Mitigation Epitaxial Growth of Rhenium with Sputtering Processing and Characterization of Polycrystalline YAG (Yttrium Aluminum Garnet) Core-Clad Fibers Multi-Scale Analysis of Deformation and Failure in Polycrystalline Titanium Alloys Under High Strain Rates Abrasion Testing of Products Containing Nanomaterials Spectrum Fatigue of 7075-T651 Aluminum Alloy under Overloading and Underloading
CURRENT
2016-11-28
Standard
AMS4212L
This specification covers an aluminum alloy in the form of castings.
CURRENT
2016-11-28
Standard
AMS4174E
This specification covers an aluminum alloy in the form of flash welded rings 0.062 to 4.499 inches, incl (1.57 to 114.27 mm incl) in radial thickness, with cross sectional areas up to 32 in2 (206 cm2) (see 8.5).
CURRENT
2016-11-14
Standard
AMS4270C
This specification covers an aluminum alloy in the form of sheet clad on both sides with a different aluminum alloy.
CURRENT
2016-11-14
Standard
AMS4273D
This specification covers an aluminum alloy in the form of sheet and plate.
Viewing 1 to 30 of 3267

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