special - Alu-web.de

More documents

Recommendations

Info

A L U M I N I U M I M A U t o M o b I L Fig. 5: Initial simulation of SLC side panel in aluminium ment. It is obvious that the new simulation is safer (more green area). Some critical areas disappeared and some have become less critical. This can also be observed when comparing the FLD plots. The red area is clearly shifted from critical deep drawing on the left side to the middle section. One option to go forward is to further optimise the deep drawing process with simulation in order to reduce the red zones. However, this middle zone of an FLC is typically an area that is also strongly influenced by friction and typically friction is one of the parameters that can easily be controlled in prototyping. Therefore, this is the point where simulation shows that the side panel is feasible in aluminium. The proposed layout of the deep drawing process behind the simulation from Fig. 6 is taken as the starting point for the prototype toolmakers. The part being produced now is perfect. Thus simulations are used as a last but necessary step to describe conditions of the deep drawing process for the manufacturability of aluminium parts. Aluminium makes an important contribution to this multi-material concept due to the favourable combination of low density and low production costs, with aluminium solutions easily applicable for high volume production. Extrusions Another wide field of aluminium solutions and applications is opened by making use of the well established technology of aluminium extrusions. Here quite complex shapes of profiles can be achieved allowing innovative light weight design with integrated functions. In Europe complete new and flexible car concepts (e. g. the aluminium space frame) and complex sub-structures (e. g. in chassis parts, bumpers, crash elements, air bags, etc.) have been developed using aluminium extrusions. Their high potential for complex design and functional integration is most suitable for cost-effective mass production. Medium strength AA6xxx and high strength AA7xxx age hardening alloys are used, since the required quenching occurs during the extrusion process. Formability and final strength is controlled by subsequent heating for age hardening. Extrusions are applied for bumper beams and crash elements/boxes, also in the SLC car. Castings The highest volume of aluminium components in cars are castings, such as engine blocks, cylinder heads and special chassis parts. The substitution of cast iron engine blocks continues. Even diesel engines, which continue to gain a substantial increase in market share in Europe now, are being cast in aluminium where, due to the high requirements on strength and durability, cast iron has generally been used. However, progress in aluminium alloy development (Al- Si-Cu-Mg-Fe-type) and new casting techniques came up with improved material properties and functional integration that enables aluminium to meet the requirements. Aluminium castings are also gaining acceptance in the construction of space frame, axle parts and structural components. Complex parts are produced by special casting methods that ensure optimal mechanical properties and allow enhanced functional integration [5]. For high pressure die cast HPDC new AlSiMgMn alloys have been developed with enhanced strength and ductility combination. In the SLC project structural parts in the wheel house architecture have been designed using advanced aluminium die cast with an integrated striker plate. Summary and Conclusions Due to its low weight, good formability and corrosion resistance, aluminium is the material of choice for many automotive applications such as chassis, autobody and many structural components [13]. Aluminium alloys tailored by suitable variations in chemical composition and processing best fit many requirements, like the non-heat treatable Al-Mg alloys used in chassis optimized for superb resistance against intercrystalline corrosion and concurrent high strength or the heat treatable AlMgSi alloys for extrusions and autobody sheet modified for improved age hardening response during the automotive paint bake cycle. 32 ALUMINIUM · 9/2009
S P E C I A L A L U M I N I U M I M A U t o M o b I L With a sound knowledge about the specific material properties and effects excellent light weight solutions for automotive applications have been successfully applied by the European automobile industries. Intensive R&D and continuous collaboration of material suppliers and application engineers provided optimum solutions for sometimes contradicting aspects of the specific requirements, e. g. for the specific material selection and optimum combinations of strength and formability. Material specific processing routes and individual solutions have been developed in close cooperation with OEM partners and suppliers. Applying the full knowledge about the physical processes involved and the microstructure/properties correlation a tuning of properties is possible in order to produce optimum and stable products required for the high demands in automobile applications. The examples given for the successful prove the major breakthrough in automotive applications for aluminium that has been achieved during recent years by developing innovative light weight and cost efficient solutions. With the reference of the SLC project results it is expected that in the near future the use of aluminium with specifically improved properties will grow in many automobile applications meeting the increased economical and ecological demands. Due to the positive experience gained in the project and from former successful applications its volume fraction used in cars of all classes and all sizes will grow significantly. Fig. 6: Final simulation of SLC side panel in aluminium The SLC concept shows clearly that aluminium can be used for the car body structure and that there can be a weight advantage of at least 30% without losing performance. For most parts the present grades used for exterior panels can be applied. In some cases where very high strengths are demanded, 7xxx series alloys can be used to maintain this significant weight advantage. For large volume aluminium solutions are most cost effective. Castings will be applied for areas where strong part integration is feasible. Extrusions can be easily applied as straight profiles, but also forming of an extruded profile is a competitive process for high volumes, e. g. as bumper beams as used in the SLC prototype car. Aluminium is the ideal lightweighting material as it allows a weight saving of up to 50% over competing materials in most applications without compromising safety. Acknowledgement The research activity presented in this paper has been performed within the European funded project SLC (Sustainable Production Technologies of Emission Reduced Light weight Car concepts) Proposal/Contract no.: 516465 [8] in the EU 6 th Framework Programme which is gratefully acknowledged. The authors also thank the SLC consortium and the European Aluminium Association EAA for their support. The support of Dr. Wieser, Mr. Brünger, Dr. Jupp, Dr. Brinkman is gratefully acknowledged. References A U t o M o t I v E [1] Automobil-Produktion, Juni 2001, S.136 [2] Aluminium materials technology for automobile construction, ed. by W.J. Bartz, Mech. Eng. Publ. London (1993) p.1 [3] Aluminiumwerkstofftechnik für den Automobilbau, Kontakt & Studium Werkstoffe, Band 375, TAE, Expert Verlag, Ehningen (1992) [4] J. Hirsch, ICAA5 (4) Materials Science Forum Volume, 242 Transtec Publications, Switzerland, (1997) p.33-50 [5] J. Hirsch, Automotive Trends in Aluminium – The European Perspective, ICAA9, edt. J.F. Nie, A.J. Morton, B.C. Muddle, Mater. Forum 28, Inst. of Mat. Eng. Australasia Ltd., ISBN 1876855 223, Vol.1, p. 15-23 [6] A.K. Gupta, G.B. Burger, P.W. Jeffrey, D.J. Lloyd; ICAA4, Proc. 4th Int. Conf. on Al alloys, Atlanta/GA USA (1994) ed. by T.H. Sanders, E.A. Starke, Vol.3, p.177 [7] E. Brünger, O. Engler, J. Hirsch, Al-Mg- Si Sheet for Autobody Application, in ‘Virtual Fabrication of Aluminium Products’ chapter I-6, Wiley-VCH Verlag, Weinheim 2006, (ISBN: 3-527-31363-X), pp. 51-61 [8] H.P. Falkenstein, W. Gruhl, G. Scharf, Metallwissenschaft und Technik 37/12 (1983), p.1197, H.P. Falkenstein, VDI- Berichte 65 (1984), VDI-Verlag Düsseldorf [9] KGP study, Aluminium average content for new European Cars in 2005 [10] E. Gold, W. Horn, J. Maier, Metall 42/3 (1988) p 248 [11] C. Lahaye, J. Hirsch, D. Bassan, B. Criqui, P. Urban, M. Goede, in: Aluminium Alloys, Their Physical and Mechanical Properties, edited by J. Hirsch et. al. proceedings ICAA-11 (2008) Aachen, ISBN- 10: 3-527-32367-8, p. 236-237 [12] J. Hirsch, E. Brünger, St. Keller, K. Kipry, in: Aluminium Alloys, Their Physical and Mechanical Properties, edited by J. Hirsch et. al. proceedings ICAA-11 (2008) Aachen, ISBN-10: 3-527-32367-8, p. 2388- 2393 [13] Aluminium Automotive Manual, Internet address: www.eaa.net/aam Author Prof. Dr.-Ing. Jürgen Hirsch is Senior Scientist at the R&D Centre of Hydro Aluminium Deutschland, located in Bonn. Mr Hirsch is an internationally renowned scientist in research and development of aluminium alloys and their application. He is author of numerous publications of metallurgic-related topics, especially aluminium, and received several awards for his scientific work. 33 ALUMINIUM · 9/2009 ALUMINIUM · 9/2009 33
Page 1 and 2: Giesel Verlag GmbH · Postfach 1201
Page 3 and 4: Volker Karow Chefredakteur Editor i
Page 5 and 6: E D I T O R I A L Aluminium for env
Page 7 and 8: EAFA economic conditions hit alufoi
Page 9 and 10: European Aluminium Congress, 23 / 2
Page 11 and 12: ALUMINIUM 2010 8 th World Trade Fai
Page 13 and 14: CELL TECHNOLOGY
Page 15 and 16: ture the new markets (market and co
Page 17 and 18: What can be done? The main problem
Page 19 and 20: im Strom eingepreisten CO2-Kosten e
Page 21 and 22: S P E C I A L A L U M I N I U M I M
Page 27 and 28: A S LPU M E ICN I UA M L I M A U t
Page 31: © Kastenhuber Wergeagentur/Fotodes
Page 37 and 38: Abbildungen: Elpo Kundenspezifische
Page 40 and 41: t e c h n o l o g i e konstruktion
Page 42 and 43: t e c h n o l o g i e Bolzentempera
Page 44 and 45: t e c h n o l o g y Aerial view of
Page 46 and 47: C o m p a n y n e w s w o r l d w i
Page 48 and 49: Trimet C o m p a n y n e w s w o r
Page 50 and 51: C o m p a n y n e w s w o r l d w i
Page 52 and 53: e s e a r c h On the dissolution of
Page 54 and 55: e s e a r c h Experiment 1 CR = 1.2
Page 56 and 57: e s e a r c h the mass has particle
Page 58 and 59: p A t E N t E patentblatt Juni 2009
Page 60 and 61: p A t E N t E Aluminiumlegierung vo
Page 62 and 63: L I t E r A t U r E S E r v I C E K
Page 64 and 65: L i e f e r v e r z e i c h n i s 1
Page 66 and 67: L i e f e r v e r z e i c h n i s S
Page 68 and 69: L i e f e r v e r z e i c h n i s S
Page 74 and 75: L i e f e r v e r z e i c h n i s
Page 82 and 83:
V O R S C H A U / P R E V I E W IM
Page 84:
Lower power plant investment and op
show all

special - Alu-web.de

Create successful ePaper yourself

Delete template?

Save as template?