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Adhesives in the Automotive Industry
Published in A. Pizzi, K. L. Mittal, Handbook of Adhesive Technology, 2017
Klaus Dilger, Michael Frauenhofer
In the near future, hot-stamped press-hardened parts will be used more and more, due to their high lightweight potential and the relative low cost of the material. For the press-hardening procedure, it is necessary to heat up the parts to a temperature of about 850°C to achieve high strength and high yield stress. Hence, at 850°C, in the presence of oxygen, the steel parts tend to form a thick oxide layer that is not suitable for the following processes and the durability of the parts during use. Therefore, an intermetallic layer of Al and Si is applied in advance to prevent the parts from corrosion. Thus, the adhesive is applied to this layer and the Al–Si layer becomes a structural component of the system. Additionally, it has to be taken into account that the properties of this layer are highly dependent on the production process and the part geometry [18]. A typical area of the cross-section of a press-hardened part is shown in Figure 24.12.
Improving automotive crashworthiness using advanced high strength steels
Published in International Journal of Crashworthiness, 2018
Hamid Safari, Hassan Nahvi, Mohsen Esfahanian
Press hardening steels are ultra-high strength steels (typically 22MnB5) to be formed into complex shapes, which is not possible to shape with regular cold stamping operations. A typical press hardening component has 1200 MPa yield stress and 1600 MPa ultimate tensile strength.
Bonding behavior of fusion bonded hybrid joints with press hardened steel and glass mat reinforced thermoplastic
Published in The Journal of Adhesion, 2020
L. Kaempf, K. Dilger, S. Hartwig
In order to reduce the fuel consumption, the automotive industry is pushing ahead with its lightweight body constructions. These body constructions consists of a combination of metal, aluminium and fiber reinforced plastic parts. To this end new production technologies are necessary, in order to reduce the overall part costs. These new production technologies need new joining techniques to bind the different materials. By combining steel with fiber reinforced thermoplastic materials (FRTP) to form a hybrid part, synergy effects can be used so the hybrid part has improved properties for example same performance with lower weight.[1] The classic joining techniques for hybrid parts are for example mechanical joining or adhesive joining or hybrid mechanical-adhesive joining. For a mechanical joining process, all common processes such as screws and rivets can be used. The disadvantage of these joining techniques is that the adherend is affected by the joining process because the material is weakened by drilling holes.[2] Adhesive joining techniques have the disadvantage that the adhesive needs curing time to build a strong joint.[3] The hybrid mechanical-adhesive joining is a combination of both joining techniques, mechanical and adhesive, to combine the advantages of both. An example of this is the clinching with an adhesive. The use of an adhesive results in a more even distribution of stress in the joining area.[4] A new joining technique for hybrid parts is fusion bonding. This joining technique uses the molten state of the thermoplastic material for the joining process.[5] The advantage of fusion bonding is that no additional adhesive is necessary to build the joint and the shaping of both materials can be combined with the joining process. A possible production technology for this joining technique is a combination of an impact extrusion process with press hardening. By reducing the thickness of the metal and establishing stiffing ribs with the thermoplastic material during the extrusion process, you get lighter parts with the same performance. With the fusion bonding technique, you can also use the residual heat from the press hardening process for the joining of the FRTP with the metal.