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Aluminum-Manufacturing Methods
Published in Raghu Echempati, Primer on Automotive Lightweighting Technologies, 2021
A closed section material is hydroformed to produce a variety of cross sections and shapes along the tube length offering complex shapes for assembly advantages, lighter components, and varying stiffness when desired. Hydroforming is being used to replace stamped and welded parts with hydroformed parts, such as crossbeams, roof beams, as well as B-pillars. In addition, there are more automotive applications for hydroforming listed below. Body shellDriveshaftAssembled camshaftExhaust systemsEngine cooling systemRadiator frameEngine bearerFrame structureAxle elements
Materials for motorcycles
Published in Andrew Livesey, Motorcycle Engineering, 2021
Hydroformed – Malleable metals such as aluminum can be formed into fairly complex shapes by hydroforming. The basic tube is put into a die assembly and then a liquid, either water based or oil based, is fed under pressure into the tube, forcing it outwards into the shape of the die.
Robustness and reliability assessment of single-sided spot welding as a process for sheet to closed profile joining for body in white vehicle structures
Published in Welding International, 2022
Pedro Bamberg, Gregor Gintrowski, Uwe Reisgen, Alexander Schiebahn
This work was divided in three parts: (a) pre-trials; (b) validation and comparison of the welding lobes of the RSW and the SSSW processes, and; (c) validation of the SSSW under geometric manufacturing-like conditions. All the samples were welded with a 1000 Hz medium frequency direct current (MFDC) SSSW machine, equipped with F016 electrode caps to minimize the mentioned effect of the sheet deformation at the interface between the electrode cap and sheet surface, and on the contact resistance, as consequence. Two welding procedures are possible with this equipment: one welding electrode and a fixed electric ground somewhere on the bottom part, performing one weld spot at a time; or two welding electrodes (anode and cathode pair), performing two weld spots at a time from one direction. For the pre-trials, the selected materials were the EN 10084 (22MnB5) hydroformed profile with a wall thickness of 2.5 mm and the hot-dip galvanized EN 10346 (DX54D) steel sheet, with a thickness of 1.0 mm as the top layer. Due to material availability, the profiles used in the main investigation were changed to the S355J (EN 10025-2), with 3 mm of thickness, while the used sheet remained the same as the one used in the pre-trials. This material change had no major impact on the relevance of the present work, as S355J profiles are also used in automotive applications, being a necessary adjust to keep the outlines of the research regarding the robustness assessment of the SSSW process. Their respective chemical and mechanical properties are shown in Table 1.
Recent advances in light metals and manufacturing for automotive applications
Published in CIM Journal, 2021
Tube hydroforming uses pressurized fluids such as water to make fairly complex perimeter shapes from simple geometry tubes. Hydroformed parts have replaced assembled and welded stamped components and generally achieve a mass savings of 15–20% and accompanying cost savings due to part consolidation, elimination of welding flanges, more efficient section design, reduced wall thickness, lower cost tooling, and fewer processing steps due to the combination of forming and piercing. Although hydroformed steel subsystems are used pervasively in automotive applications, the conversion to aluminum, and subsequently to magnesium, has been slow. The largest hydroformed part in the world is the 4.8 m long aluminum frame rail for the Corvette. These tubes, shown immediately after forming in Figure 6(a) (Luo & Sachdev, 2008), saved 20% of the mass from the steel rails that they replaced. Unlike aluminum, magnesium cannot be hydroformed at room temperature due to its limited formability. However, magnesium alloy AZ31 can be successfully formed at elevated temperatures above about 250°C using warm gas, as shown in Figure 6(b) (Luo & Sachdev, 2008).
Manufacturing methods for metallic bipolar plates for polymer electrolyte membrane fuel cell
Published in Materials and Manufacturing Processes, 2019
Oluwaseun Ayotunde Alo, Iyiola Olatunji Otunniyi, HCvZ Pienaar
The fabrication of metallic BPs using stamping or hydroforming imposes certain contact geometry on the formed plates and affects the surface properties of the plates. Consequently, critical properties of the BPs, such as corrosion resistance and contact resistance, which influence the overall FC stack performance, are affected. The effect of the forming process and parameters on the corrosion behavior of metallic BPs can be attributed to the residual stresses and altered surface topography of the plate as a result of plastic deformation. Although change in corrosion resistance has been reported in both stamped and hydroformed plates, stamping has a more negative impact on corrosion resistance than hydroforming. With different die channel heights, different ICR trends were reported for stamping and hydroforming. While an increase in ICR values after corrosion tests has been reported for undeformed metallic plates, hydroformed plates exhibited decreased ICR after corrosion tests.