Sustainable Automotive Composites Using Surface-Modified Cellulose Fiber
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36 MATERIALS SCIENCE↗
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USAMP Low-Cost Mg Sheet Component Development and Demonstration Project
The overarching objective of this USAMP project was to develop and demonstrate door panels made from magnesium (Mg) sheet with a cost penalty over conventional steel stampings of no more than $\$5.50$/kg saved. The technical approach integrated experiments with advanced computational tools based on Integrated Computational Materials Engineering (ICME) methods to develop new alloy chemistries and their thermomechanical processing that promise improved formability and lower forming temperatures. A penultimate task before finally forming the stampings was to incorporate actual microstructure into models that would enable formability simulations. This approach would, for the first time, account for individual magnesium grains moving in an anisotropic fashion unlike that for aluminum or steel that have isotropic properties upon which the current simulation tools are based. In separate activities, new coatings and lubricants to facilitate forming and improved corrosion protection and joining strategies, were developed to ensure that the door could be produced with stated product requirements. A technical cost model, which included parts production, assembly, and paint for a door specifically designed for Mg sheet, showed the cost penalty to be between $\$4.26$ to $\$6.60$/kg saved, which enveloped the project’s cost targets. The cost of the coated Mg sheet was identified as the key driver for the cost penalty. The mass of the Mg-intensive door was 7.9 kg, which was 54% less than the baseline steel door.
36 MATERIALS SCIENCE↗
Increasing the composition range of a novel τ 11 -Al 4 Fe 1.7 Si alloy with additions of Mn
Automotive applications need low-cost, lightweight, high-temperature alloys to increase vehicle efficiency. The Al–Fe–Si system provides an opportunity to develop such a material, as it consists of three low-cost elements that are all abundant in nature. Specifically, the τ 11 -Al 4 Fe 1.7 Si ternary intermetallic phase is a high-temperature, lightweight phase with high strength and good corrosion resistance. However, this phase exhibits a narrow compositional range of stability, resulting in undesirable microstructures forming during solidification and processing, limiting its use in potential applications. Density functional theory (DFT) calculations and a thermodynamically-driven experimental approach utilizing diffusion couples were employed to study the effect of Mn on the stability and composition range of τ 11 -Al 4 Fe 1.7 Si. The DFT calculations showed a decrease in the energy of the structure when alloying with Mn. Experimental results confirmed the predictions from the DFT calculations, indicating that alloying with Mn increases the compositional range, and thus the processability of this phase. New phase diagrams and equilibria are proposed by exploring and determining phase boundaries for the τ 11 -Al 4 Fe 1.7 Si phase with Mn.
36 MATERIALS SCIENCE↗
Low-Cost Magnesium Alloy Sheet Component Development and Demonstration Project
The overarching objective of this USAMP project was to develop and demonstrate door panels made from magnesium (Mg) sheet with a cost penalty over conventional steel stampings of no more than $5.50/kg saved. The technical approach integrated experiments with advanced computational tools based on Integrated Computational Materials Engineering (ICME) methods to develop new alloy chemistries and their thermomechanical processing that promise improved formability and lower forming temperatures. A penultimate task before finally forming the stampings was to incorporate actual microstructure into models that would enable formability simulations. This approach would, for the first time, account for individual magnesium grains moving in an anisotropic fashion unlike that for aluminum or steel that have isotropic properties upon which the current simulation tools are based. In separate activities, new coatings and lubricants to facilitate forming and improved corrosion protection and joining strategies, were developed to ensure that the door could be produced with stated product requirements. A technical cost model, which included parts production, assembly, and paint for a door specifically designed for Mg sheet, showed the cost penalty to be between 4.26 USD to 6.60 USD/kg saved, which enveloped the project’s cost targets. The cost of the coated Mg sheet was identified as the key driver for the cost penalty. The mass of the Mg-intensive door was 7.9 kg, which was 54% less than the baseline steel door.
36 MATERIALS SCIENCE↗
Develop a new integrated macro→micro←nano (MMN) multiscale modeling framework to optimize high strength aluminum alloys and processes for vehicle light-weighting
Bending tests provide a means to study plane strain fracture performance of 6000 series aluminum alloys. Metrics from bending tests have been correlated with self-pierce riveting (SPR) performance of a high strength AA6111 automotive aluminum alloy in previous works. Using the ORNL HPC resources, this project developed an innovative macro→micro←nano (MMN) multiscale microstructure-based finite element (FE) code to further understanding of the relationship between microstructure and fracture properties of high-strength 6000-series alloys. This work started with microstructural characterization in both mesoscale and nanoscale and bending performance characterization of AA6111 HS2-T6 alloy at Ford, the MMN framework was applied to this alloy to simulate 3-point VDA bending. From the results of the macro-modeling of 3-point VDA bending, the critical region of fracture was identified, and the region geometry was used to construct the micro-model. The fracture criterion of micron-scale precipitates and aluminum matrix which contains submicron and nano particles (AL-SMP-NP) in the micro-model was calibrated and validated by comparing simulated and measured bending results. With the AL-SMP-NP fracture strain obtained, the fracture strain of Al-matrix containing nano particles (ALNP) will similarly be determined by a submicron scale-model using an edge-constrained FE modeling approach developed by Hu et al. With the ALNP fracture strain obtained, the fracture strain of Al-matrix containing no particles will similarly be determined by a nano scale-model using an edge-constrained FE modeling approach. After the MMN framework is built and fracture criterion calibrated, nano-model FE simulations with virtual microstructures was performed to obtain a reduced order model (ROM) of the fracture criterion of the ALNP as a function of volume fraction, size, and distribution of the nanoparticle. This nano→submicron→micro modeling part allows exploration of the influence of different material nanostructures from different process conditions on the bending properties within the multiscale bending simulation framework and the ROM of material bendability as a function of nanoparticle size and shape was established. This obtained reduced order model (ROM) could help guide the design and selection of materials to improve existing SPR process models that could replace trial-and-error rivet/die selection and help to design new rivet/die combinations capable of robustly joining new higher strength 6000 5 series alloys in automotive body structures. This would enable lightweighting of Ford vehicles leading to greater fuel efficiency and reduce manufacturing time and energy.
36 MATERIALS SCIENCE↗
New developments in aluminum for aircraft and automobiles
A common bond for the aircraft and automobile industry is the need for cost-efficient, lightweight structures such as provided by aluminum based materials. The topics are presented in viewgraph form and cover the following: new developments in aluminum for aircraft and automobiles; forces shaping future automotive materials needs; aluminum strength/weakness versus competitive materials; evolution of aluminum aerospace alloys; forces shaping future aircraft materials needs; fiber/metal structural laminates; and property requirements for jetliner and military transport applications.
Petit, Jocelyn I.↗
Elucidating the impact of fiber source on polypropylene/hemp composite performance for the automotive industry
Given their high strength-to-weight ratio, there is an ever-increasing volume of plastics being used in the automotive industry as plastics aid in the charge to lightweight vehicles for improved fuel efficiency. However, these plastics are often landfilled at their end-of-life, which has given rise to the demand for sustainable materials and waste management alternatives compared to purely synthetic systems. Natural fiber composites have been explored as a viable material option to reduce the environmental impact of plastic use in automobiles while simultaneously ensuring the part performance is not sacrificed. Herein, we explored the use of hemp/polypropylene (PP) composites in which US-sourced hemp is compared to internationally sourced and industrially available hemp. There appears to be a minimal impact on the composite properties regardless of fiber sourcing, and the addition of a natural filler to the PP matrix results in up to a 367% increase in Young's modulus, 126% increase in heat deflection temperature, and comparable water uptake performance. It should be noted that the natural filler addition does increase density by up to 13% due to the higher density of natural fibers compared to the low-density PP matrix. A modified rule of mixtures calculation revealed that the composite materials produced in this study demonstrated good agreement with analytical modeling. Finally, a screening analysis was performed exploring the transportation of hemp fibers, and the results build a strong case for regionalized manufacturing of automotive parts.
Hubbard, Amber M. [Oak Ridge National Laboratory (↗
Hypersonic Composites Resist Extreme Heat and Stress
Through research contracts with NASA, Materials and Electrochemical Research Corporation (MER), of Tucson, Arizona, contributed a number of technologies to record-breaking hypersonic flights. Through this research, MER developed a coating that successfully passed testing to simulate Mach 10 conditions, as well as provide several additional carbon-carbon (C-C) composite components for the flights. MER created all of the leading edges for the X-43A test vehicles at Dryden-considered the most critical parts of this experimental craft. In addition to being very heat resistant, the coating had to be very lightweight and thin, as the aircraft was designed to very precise specifications and could not afford to have a bulky coating. MER patented its carbon-carbon (C-C) composite process and then formed a spinoff company, Frontier Materials Corporation (FMC), also based in Tucson. FMC is using the patent in conjunction with low-cost PAN (polyacrylonitrile)-based fibers to introduce these materials to the commercial markets. The C-C composites are very lightweight and exceptionally strong and stiff, even at very high temperatures. The composites have been used in industrial heating applications, the automotive and aerospace industries, as well as in glass manufacturing and on semiconductors. Applications also include transfer components for glass manufacturing and structural members for carrier support in semiconductor processing.
Source record↗
Mechanical Properties and Interfacial Bonding of Overmolded Polymer Composite Lattice Structures
This study investigates the mechanical properties and interfacial bonding of Polyamide 12 filled with Glass Fiber (PA12/GF) lattice structures overmolded with Nylon 66 (PA66) and Thermoplastic Polyurethane (TPU). The PA12/GF lattices, designed in Gyroid, Isotruss, and Octahedral geometries, were produced using the Selective Laser Sintering (SLS) technique. The thermal characteristics of both the lattice and overmolding materials were analyzed using Differential Scanning Calorimetry (DSC) and Thermogravimetric Analysis (TGA). The mechanical performance and interfacial bonding were evaluated through mechanical testing and microstructural analysis. The results indicate that overmolding improved flexural strength and impact resistance of the PA12/GF lattices. For instance, the plain PA12/GF Isotruss lattice exhibited a flexural strength of 15.5 MPa. By overmolding it with TPU the flexural strength increased by up to 137%, while PA66-overmolding resulted in an increase of 371%, achieving a flexural strength of 73 MPa. In terms of impact resistance, TPU-overmolding improved performance significantly, with an increase of 1800% (Gyroid) compared to the plain lattice. Microstructural analysis revealed good adhesion at the interface, especially when both the lattice and overmolding materials were thoroughly dried prior to the overmolding process to minimize interfacial porosity. This study highlights the potential of using overmolding to enhance lattice structures performance, offering lightweight and cost-efficient solutions for automotive applications.
Talabi, Isaac [ORNL] (ORCID:0000000340215594)↗
Lightweight High-Temperature Alloys Based on the AlFeSi System
Automotive applications need low-cost, lightweight, high-temperature alloys to enhance efficiencies in systems such as internal combustion engines. The aluminum-iron-silicon (Al-Fe-Si) system provides an opportunity to develop such a material, as it comprises three of the lowest cost elements abundant in nature. Specifically, the $τ_{11}$-Al 4 Fe 1.7 Si (historically called $τ_{10}$) ternary intermetallic phase is a lightweight and low-cost phase with promising mechanical properties at high temperatures. However, the $τ_{11}$-Al 4 Fe 1.7 Si phase has a narrow compositional range, which should be expanded to use this alloy at a commercial scale. To increase this compositional range, equilibrium phase boundaries were expanded using alloy design strategies.
36 MATERIALS SCIENCE↗
Composite Materials for Low-Temperature Applications
Composite materials with improved thermal conductivity and good mechanical strength properties should allow for the design and construction of more thermally efficient components (such as pipes and valves) for use in fluid-processing systems. These materials should have wide application in any number of systems, including ground support equipment (GSE), lunar systems, and flight hardware that need reduced heat transfer. Researchers from the Polymer Science and Technology Laboratory and the Cryogenics Laboratory at Kennedy Space Center were able to develop a new series of composite materials that can meet NASA's needs for lightweight materials/composites for use in fluid systems and also expand the plastic-additive markets. With respect to thermal conductivity and physical properties, these materials are excellent alternatives to prior composite materials and can be used in the aerospace, automotive, military, electronics, food-packaging, and textile markets. One specific application of the polymeric composition is for use in tanks, pipes, valves, structural supports, and components for hot or cold fluid-processing systems where heat flow through materials is a problem to be avoided. These materials can also substitute for metals in cryogenic and other low-temperature applications. These organic/inorganic polymeric composite materials were invented with significant reduction in heat transfer properties. Decreases of 20 to 50 percent in thermal conductivity versus that of the unmodified polymer matrix were measured. These novel composite materials also maintain mechanical properties of the unmodified polymer matrix. These composite materials consist of an inorganic additive combined with a thermoplastic polymer material. The intrinsic, low thermal conductivity of the additive is imparted into the thermoplastic, resulting in a significant reduction in heat transfer over that of the base polymer itself, yet maintaining most of the polymer's original properties. Normal polymer processing techniques can turn these composite materials into unique, custom parts for ground support, Shuttle, and Constellation needs. We fabricated test specimens of the composite and base materials for thermal and mechanical characterization and found that the strength of the composite material at nominal-percentage loading remained relatively unchanged from the base material.
Source record↗
Performance assessment of 3D printed multi-material energy absorber for automotive bumper: pedestrian lower extremity protection
Designing an energy absorber for automotive bumpers involves balancing low-speed and high-speed impacts to ensure safety, reduce repair costs, and meet regulatory standards. Here, this study explores a novel design using multi-material 3D printing and structural optimization to fabricate a lightweight and cost-efficient energy absorber. The design effectively dissipates energy in low-speed collisions and minimizes force transmission in high-speed pedestrain impacts, helping to meet both safety and performance requirements. The energy absorber design combines 20% carbon fiber-reinforced acrylonitrile butadiene styrene (CF-ABS) and thermoplastic polyurethane (TPU) for optimal stiffness and flexibility. It uses 3D-printed lattice structures optimized through finite element simulations to help meet both low-speed and high-speed impact requirements. Full-scale energy absorbers were 3D-printed using optimized CF-ABS/TPU blends and tested under high-speed impact using the Flexible Pedestrian Legform Impactor (Flex-PLI). For fair comparison, a baseline bumper with a traditional triangular lattice structure, also 3D-printed from the same CF-ABS/TPU materials, was similarly tested. Interestingly, both the optimized and baseline 3D-printed energy absorbers showed nearly identical performance, successfully meeting injury limits. Their performances were also benchmarked against an injection-molded energy absorber. While both 3D-printed and injection-molded designs met injury limits, the 3D-printed absorber exhibited a higher tibia bending moment, indicating an opportunity for further optimization. A Techno-Economic Analysis compared the costs of producing energy absorbers using traditional manufacturing and 3D printing. The analysis highlighted that 3D printing offers cost benefits for low to medium production volumes, with the total cost per energy absorber at ∼ $\$$74, compared to traditional methods that become economical beyond 2000 units.
Additive manufacturing↗
Annual report for DOE VTO
Carbon fiber (CF)/polymer composites are a transformative class of high-performance, lightweight material, where high aspect-ratio CFs reinforce a polymer matrix and exceed the strength of steel alloys at a fraction of the density. Despite the advantages of such a class of material, the broader implementation of CF composites in a range of automotive, aerospace, and energy applications is hindered by limitations of current manufacturing methods. These current techniques (e.g., hand lay-up, wet filament winding) are costly and impose severe limitations on fiber placement, orientation, and angle, and thus a composite’s ultimate properties. Today’s CF composites are expensive to manufacture, limited in form factor, and utilize costly and sub-optimal continuous filament CF. Advanced additive manufacturing (AM) processes, combined with computational design optimization and new approaches to resin development, offer alternative design and manufacturing paradigms that have the realistic potential to lift these constraints. Such integrated AM approaches could thus help to realize the full potential of CF composite materials. One relevant application of CF composite materials where manufacturing constraints limit the cost-benefit ratio is in the manufacture of high-performance composite pressure vessels for onboard compressed natural gas (CNG) storage. Current CNG storage vessels (Types 3–5) are made from load-bearing filament-wound carbon-fiber composite and are ~3.5 times as expensive as an all-metallic Type-1 vessel. This cost is invariably tied to the complex and labor-intensive nature of conventional filament winding processes and the large volumes of expensive high tensile-strength CF tow feedstock required in manufacture. Our proposed approach to CNG storage vessel manufacture is based on a combination of AM technologies for CF composite printing and design optimization tools that were pioneered at Lawrence Livermore National Laboratory (LLNL), with advances in resin/composite formulation enabled by chemical and nano-material modification. Through the successful development of this technology, LLNL seeks to demonstrate the capability for advanced CNG storage vessel manufacture at reduced cost with no reduction in performance versus the most advanced, extant Type-5 designs.
29 ENERGY PLANNING, POLICY, AND ECONOMY↗
Investigation of 3D printed lightweight hybrid composites via theoretical modeling and machine learning
Hybrid composites combine two or more different fillers to achieve multifunctional or advanced material properties, such as lightweight and enhanced mechanical properties. The properties of the composites significantly depend on their microstructures, which can be tailored via advanced 3D printing processes. Understanding the process-structure-property relationships is critical to enable the design and engineering of novel hybrid composites for applications in aerospace, automotive, and protective coatings. Here, for this work, we develop 3D printable and lightweight hybrid composites and leverage the conventional design of experiments, a theoretical hybrid model, and an image-driven machine learning (ML) method to investigate their mechanical behaviors. The hybrid composites are formulated with elastomer matrix, microfillers, and thin-shell particles, enabling a significant degree of design freedom of microstructures with densities and mechanical properties varying up to 70% and 91%, respectively. Our statistical analysis indicates that the 3D printing path direction and the microfibers fraction are dominating process parameters with contribution percentages of 45.3% and 57.7% on the specific stiffness and strength, respectively. A hybrid mechanics model is developed based on a simple Weibull distribution function and classical single-filler models to effectively capture the variations in mechanical properties, however, it overestimates the values due to its statistical constraints and idealization of experimental uncertainty. The image-driven ML model leverages the microscale images directly without losing the structural details, shows more accurate predictions with experimental data, and has 48.6% lower root mean square error than the theoretical model.
3D printing↗
Making Lightweight Structures By Vapor Deposition
Technique developed for fabrication of stiff, strong, lightweight structures of silicon carbide or other materials by any of several deposition processes. Structures made by method can have complicated shapes. Ability to manufacture complex shape from pure deposited SiC useful and leads to new products in several fields. These lightweight structures used as backup structures for optical components, as structural components in automotive, aerospace, and outer space applications, and as lightweight parts of furniture for outer space.
Goela, Jitendra S.↗
Aerogel Hybrid Composite Materials: Designs and Testing for Multifunctional Applications
This webinar will introduce the broad spectrum of aerogel composites and their diverse performance properties such as reduced heat transfer to energy storage, and expands specifically on the aerogel/fiber laminate systems and testing methodologies. The multi-functional laminate composite system, AeroFiber, and its construction is designed by varying the type of fiber (e.g. polyester, carbon, Kevlar®, Spectra® or Innegral(TradeMark) and combinations thereof), the aerogel panel type and thickness, and overall layup configuration. The combination and design of materials may be customized and tailored to achieve a range of desired properties in the resulting laminate system. Multi-functional properties include structural strength, impact resistance, reduction in heat transfer, increased fire resistance, mechanical energy absorption, and acoustic energy dampening. Applications include aerospace, aircraft, automotive, boating, building and construction, lightweight portable structures, liquefied natural gas, cryogenics, transportation and energy, sporting equipment, and military protective gear industries.
Hybrid↗
Lightweight Material Patches Allow for Quick Repairs
Cornerstone Research Group Inc., of Dayton, Ohio, has been the recipient of 16 Small Business Innovation Research (SBIR) contracts with NASA with a variety of different focuses, including projects like creating inflatable structures for radio frequency antennas and, most recently, healable polymer matrix composites for future space vehicles. One of its earlier SBIR contracts, with Kennedy Space Center, led to the development of a new type of structural patch for a variety of consumer uses: Rubbn Repair, for automotive uses; and Rec Repair for the outdoors and adventure market. Both are flexible, heat-activated structural patches.
Source record↗
Interactions of Aqueous Surface Treatments with Magnesium Alloy
Magnesium, the lightest structural metal, has recently been identified as an important substrate for weight reduction in automotive, aerospace, personal electronics, and many other industries. Magnesium’s unique chemistry, however, makes it challenging to protect from corrosion and incorporate with other materials. Cleaners are the first step in any pretreatment process, and understanding their role in surface preparation for corrosion prevention is crucial to making magnesium substrate a viable solution for lightweighting. In this work, we explore the relationship between cleaner composition, pH, etch rate, and panel morphology post-cleaning to understand how various cleaners interact with magnesium alloy. Our findings broaden the pool of possible bath chemistries that provide safe and effective surface cleaning of magnesium substrate.
Harris, Rachel↗