Multi Material Design. A Current Overview of the Used Potential in Automotive Industries

Bader, Benjamin; Türck, Eiko; Vietor, Thomas

doi:10.1007/978-3-662-58206-0_1

Cited by 31 publications

(15 citation statements)

References 5 publications

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“…Stricter limits for CO2 emissions were imposed recently [2]. One way of increasing efficiency in automotive engineering is weight reduction [3]. Especially the battery weight in electric vehicles can be partially reduced this way [3].…”

Section: Introductionmentioning

confidence: 99%

Versatile self-piercing riveting with a tumbling superimposed punch

Wituschek

2023

Materials Research Proceedings

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Abstract. Increasing resource efficiency is a major challenge and affects almost every aspect of social and economic life. The mobility sector in particular is responsible for a large share of primary energy consumption and is increasingly in the focus of public interest. One possibility to adress these challenges is to reduce the vehicle weight by means of lightweight construction technologies such as multi-material systems. These assemblies consist of workpieces with different mechanical and geometrical properties, which poses a major challenge for joining technology. Mechanical joining processes such as semi-tubular self-piercing riveting are often used in the production of these assemblies, but due to their process characteristics, they are rigid and can only react to changing process variables to a limited extent. One way to increase the versatility of self-piercing riveting is to superimpose a tumbling kinematics on the punch. During tumbling, an angular offset of the punch axis to the tool axis is set and the contact area between punch and workpiece is reduced. In this work, investigations were carried out to determine how the tumbling strategy, consisting of the parameters tumbling angle, tumbling onset and tumbling kinematics, affects the material flow of the rivet element. For this purpose, experimental tests are conducted with the typical materials of conventional multi-material systems and the geometric joint formations are determined by means of macrographs.

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Section: Introductionmentioning

confidence: 99%

Versatile self-piercing riveting with a tumbling superimposed punch

Wituschek

2023

Materials Research Proceedings

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“…The combination of different materials, such as high strength steel, magnesium alloys, aluminum alloys and fiber reinforced composites can be used to improve components in terms of various requirements (component properties, manufacturability, costs, etc.). With the reduction of component weight, low costs and feasibility in mass production, multi-material design approaches are the ideal compromise for the mass automotive lightweight construction of the future [3]. A prerequisite for achieving multi-material structures is the application of efficient and cheap technologies for joining different materials.…”

Section: Introductionmentioning

confidence: 99%

Microstructure and Fatigue Properties of Resistance Element Welded Joints of DP500 Steel and AW 5754 H22 Aluminum Alloy

et al. 2022

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The modern concept of lightweight design (LW) requires the application of different materials in one structure (multi-material structures). The structure of different materials has a good perspective for application in the automotive and aerospace industries but only if it is possible to achieve a quality joint between different materials. The most used technology for joining different materials in the automotive industry is Resistance spot welding (RSW). Due to different mechanical, physical, and chemical properties, the joining of different materials by RSW technology does not provide a quality joint, and accordingly, alternative technologies for joining different materials have emerged. Resistance element welding (REW) was developed to enable joint of different materials. This paper presents the welding of AW 5754 H22 Al alloy (1.0 mm-thick) and DP500 steel (1.5 mm-thick) using novel REW. The peak load, absorption energy, microstructure, microhardness and fatigue strength of the REW joint has been investigated. The joint of the same materials has been done also using conventional RSW to compare some results. The results that will be presented in this paper show that that REW can achieve reliable joining of the two materials at relatively low welding currents compared to RSW. Using REW process with a significantly lower welding current, satisfactory mechanical characteristics of the weld joint can be achieved, so peak load is between 2300–2500 N, displacement is between 2.5–3 mm and the absorption energy is between 3.3–5.7 J. REW joints showed fatigue strength with the fatigue limit of 882 N.

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“…To respond to the annually strengthening carbon dioxide emission regulations [ 1 , 2 , 3 ] and improve the mileage range of electric vehicles that will replace internal combustion engine cars [ 4 , 5 ], the global automotive industry continues to trend toward weight reduction [ 6 , 7 ]. Diversified strategies, such as structural changes, material changes, and manufacturing process changes, are being considered for weight reduction [ 8 , 9 , 10 , 11 ]. Among these strategies, weight reduction by the reduction or exclusion of the classical mechanical fastening process has attracted attention, which involves the use of automotive structural adhesives [ 12 , 13 , 14 , 15 , 16 ].…”

Section: Introductionmentioning

confidence: 99%

Mechanical Characterization of Core-Shell Rubber/Epoxy Polymers for Automotive Structural Adhesives as a Function of Operating Temperature

2021

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Automotive structural adhesives must show a steady toughness performance in the temperature range of −40 °C to 80 °C, considering their actual usage environments. Core-shell rubber (CSR) nanoparticles are known to enhance the toughness of epoxy systems. In this study, a CSR, pre-dispersed, diglycidyl epoxy of bisphenol A (DGEBA) mixture at 35 wt % (KDAD-7101, Kukdo Chemical, Seoul, Korea) was used as a toughener for an automotive structural epoxy adhesive system. A simple, single-component, epoxy system of DGEBA/dicyandiamide with a latent accelerator was adopted, where the CSR content of the system was controlled from 0 to 50 phr by the CSR mixture. To determine the curing conditions, we studied the curing behavior of the system by differential scanning calorimetry (DSC). Modulus variations of the cured bulk epoxies were studied using a dynamic mechanical analyzer (DMA) in the dual cantilever mode. The flexural modulus of the cured epoxies at various temperatures (−40, −10, 20, 50, and 80 °C) showed the same tendency as the DMA results, and as the flexural strength, except at 0 phr. On the other hand, the strain at break exhibited the opposite tendency to the flexural modulus. To study the adhesion behavior, we performed single-lap joint (SLJ) and impact wedge-peel (IWP) tests. As the CSR content increased, the strength of the SLJ and dynamic resistance to the cleavage of the IWP improved. In particular, the SLJ showed excellent strength at low temperatures (32.74 MPa at 50 phr @ −40 °C (i.e., an 190% improvement compared to 17.2 MPa at 0 phr @ −40 °C)), and the IWP showed excellent energy absorption at high temperatures (21.73 J at 50 phr @ 80 °C (i.e., a 976% improvement compared to 2.07 J at 0 phr @ 80 °C)). The results were discussed in relation to the changes in the properties of the bulk epoxy depending on the temperature and CSR content. The morphology of the fracture surface was also provided, which offered useful information for composition studies using the CSR/epoxy system.

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Multi Material Design. A Current Overview of the Used Potential in Automotive Industries

Cited by 31 publications

References 5 publications

Versatile self-piercing riveting with a tumbling superimposed punch

Versatile self-piercing riveting with a tumbling superimposed punch

Microstructure and Fatigue Properties of Resistance Element Welded Joints of DP500 Steel and AW 5754 H22 Aluminum Alloy

Mechanical Characterization of Core-Shell Rubber/Epoxy Polymers for Automotive Structural Adhesives as a Function of Operating Temperature

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