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Results for “Lightweight Automotive Materials”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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67 records · Page 4
All sourcesNASA NTRSDOE OSTI
DOE OSTI2024

A novel digital lifecycle for Material‐Process‐Microstructure‐Performance relationships of thermoplastic olefins foams manufactured via supercritical fluid assisted foam injection molding

Abstract This research significantly enhances the applicability of thermoplastic olefins (TPOs) in the automotive industry using supercritical N 2 as a physical foaming agent, effectively addressing the limitations of traditional chemical agents. It merges experimental results with simulations to establish detailed material‐process‐microstructure‐performance (MP2) relationships, targeting 5–20% weight reductions. This innovative approach labeled digital lifecycle (DLC) helps accurately predict tensile, flexural, and impact properties based on the foam microstructure, along with experimentally demonstrating improved paintability. The study combines process simulations with finite element models to develop a comprehensive digital model for accurately predicting mechanical properties. Our findings demonstrate a strong correlation between simulated and experimental data, with about a 5% error across various weight reduction targets, marking significant improvements over existing analytical models. This research highlights the efficacy of physical foaming agents in TPO enhancement and emphasizes the importance of integrating experimental and simulation methods to capture the underlying foaming mechanism to establish material‐process‐microstructure‐performance (MP2) relationships. Highlights Establishes a material‐process‐microstructure‐performance (MP2) for TPO foams Sustainably produces TPO foams using supercritical (ScF) N 2 with 20% lightweighting Shows enhanced paintability for TPO foam improved surface aesthetics Digital lifecycle (DLC) that predicts both foam microstructure and properties DLC maps process effects & microstructure onto FEA mesh for precise prediction

Engineering↗
DOE OSTI2024

Toward a circular economy: zero-waste manufacturing of carbon fiber-reinforced thermoplastic composites

Fiber-reinforced composites are becoming ubiquitous as a way of lightweighting in the wind, aerospace, and automotive industries, but current recycling technologies fall short of a circular economy. In this work, fiber-reinforced composites made of recycled carbon fiber and polyphenylene sulfide were recycled and remanufactured using common processing technologies such as compression and injection molding. An industrially viable size-exclusive sieving technique was used to retain fiber length and reduce variability in the mechanical properties of the remanufactured composites. Fiber length reduction alone could not explain the strength reductions apparent in the composites, which we propose are due to microstructural inhomogeneity as defined by poor dispersion of the fibers. Future recycling efforts must focus on fiber length retention and good dispersion to make composite remanufacturing a viable path toward a circular economy.

36 MATERIALS SCIENCE↗
DOE OSTI2023

Room Temperature Stamping of High-Strength Aluminum for Lightweight Structural Automotive Components

The use of aluminum (Al) 7xxx series in automobile structural applications is limited by factors such as its low room-temperature formability in T6 temper and the need for off-line artificial aging to regain high strength if it is formed in soft temper. In this study, two tempers were established that enable Al 7075 blanks to be room temperature stamped to create side impact beams that achieve near-T6 strength without post-forming artificial aging. It is shown that natural aging at room temperature, after solution treatment and before stamping, provides an alternative to high temperature pre-aging and hot stamping techniques in 7xxx alloys. Both tempers enabled room temperature stamping of the beams without cracking, indicating good formability. The Al beams were ~38% lighter than the benchmark boron steel beam. Further, the hardness in the low-deformation regions of the stamped Al beams were within 88% of a conventional 7075-T6 sheet. Paint-bake treatment of the beams appeared to cause over aging, lowering the ultimate tensile strength and ductility. Finite element three point bending simulations of the beams showed higher bending force and energy absorption before failure for the Al 7075 showing good promise for 7xxx series Al as a light-weight alternative to steel beams.

36 MATERIALS SCIENCE↗
DOE OSTI2023

Low-Velocity Impact Performances of Healed Polymer Fiber Reinforced Plastics

Extending the lifecycle of traditional carbon or glass fiber-reinforced plastics is a complicated problem. The lack of sustainability limits the applications of the traditional composite materials in the vehicle industries where recycling and repurposing are critical issues. Alternatives for the low-stressed structural components are polymer fiber-reinforced plastics (PFRPs). In PFRPs, both the fibers and matrix are composed of thermoplastic polymers (e.g. polypropylene or polyethylene). They are lightweight, easy to manufacture, and cost-effective. Additionally, recycling and repurposing thermoplastic polymers are well understood. Therefore, the PFRPs have strong advantages compared to the traditional fiber-reinforced composites in low-stressed structural applications. In this study, we investigated the low-velocity impact (LVI) performances of the PFRPs and compared them with carbon fiber-reinforced plastics (CFRPs). A semi-spherical impactor was dropped to flat, square panels, and the absorbed impact energy was measured. The damage mechanisms were examined using a Xray µCT scan. The PFRPs outperformed the CFRPs in terms of perforation energy normalized by plate thickness and density. After the perforation, we healed the fractured plates by leveraging the recyclability of the thermoplastic polymers. The healing process of the panels was identical to the initial panel manufacturing process. No additional materials were added during the healing process. The healed PFRP panels were impacted again and substantially recovered energy absorption capability. We also conducted the repeated-impact test with several different impact energies. Unlike the CFRPs where the impact peak load decreased as the impacts repeated, the PFRPs showed an increasing trend. Such a unique mechanism was due to the strain-hardening behavior of the polymer fibers and matrix. As a result, the repeated-impact life of the PFRPs was significantly enhanced. These results are particularly interesting in the automotive or aerospace industries where repeated LVI is frequently observed.

Ko, Seunghyun↗
DOE OSTI2021

Overcoming the Barriers to Lightweighting by Enabling Low-Cost and High-Performance Structural Automotive Aluminum Castings

The major difference between the secondary and primary Al alloys is the amount of Fe in the alloys - recycling of Al alloys gradually leads to an increase in their Fe content. Thus, many secondary alloys allow up to 0.60% Fe as compared to the primary alloys that use between 0.10% and 0.20% Fe. Unfortunately, in Al alloys with higher iron content, iron-intermetallic phases form that are detrimental to the tensile properties and elongation of the Al castings. For example, in A356 alloys with iron at 0.10%, the ductility achieved is typically 8% whereas for secondary 356 alloys with iron around 0.6%, the ductility achieved is 3% or less. These intermetallic phases cannot be effectively modified with standard casting practices or standard heat treatment. Thus, new techniques need to be developed that can help secondary Al alloys overcome the mechanical property and cost barriers and are the focus of this project. We propose to lower the cost penalty and address mechanical properties issues in Al castings by a two-pronged approach: 1. Use an ultrasonics-based technique to modify the size and distribution of the deleterious intermetallics in the castings during the solidification process; and 2. Use PNNL-developed novel heat-treatment technique to lower the temperature and/or shorten the heat-treatment duration post-solidification processing.

36 MATERIALS SCIENCE↗
DOE OSTI2020

Abstract for CRADA between the National Energy Technology Laboratory and General Motors (AGMT-0876)

Lightweight aluminum shape castings have widespread applications for structural components in the automotive, aerospace, and general engineering industries because of their excellent castability, corrosion resistance, and particularly high strength-to-weight ratio in the heat-treated condition. In the automotive industry, cast aluminum alloys have been increasingly used to replace cast iron and steel in vehicle applications such as engine blocks, cylinder heads, intake manifolds, brackets, housings, chassis, transmission parts, and suspension systems to reduce mass. As many of the aluminum shape castings used in automobiles involve cyclic loading, fatigue properties of the castings are critical to their success. The increasing use of lightweight aluminum cast components in critical structures thus requires improved integrity, with more reliable and quantifiable performance. The objective of this project is to demonstrate and further develop GM’s patent-pending, novel casting process, “Pressure-Assistant Precision Sand Casting (PAPSC) for producing flawless cast aluminum cylinder heads with minimum manufacturing and energy costs”. The approach is to leverage NETL’s experience in producing high-quality metal castings through various microstructure control and defect elimination technologies as well as comprehensive quantification of microstructure characteristics and mechanical properties. A baseline (production) alloy together with the melt treatment will be initially evaluated with the new PAPSC process to develop and validate the process window for producing flawless cast aluminum heads.

36 MATERIALS SCIENCE↗
DOE OSTI2021

Synchrotron experiment and simulation studies of magnesium-steel interface manufactured by impact welding

The effective weight reduction in the automotive industry by the wide adoption of lightweight magnesium (Mg) alloys demands high-quality joint between magnesium alloys and massively-used steels in order to wring the excess weight with strength and safety assurance. However, Mg-steel joint is difficult to achieve because there is no mutual solubility between magnesium and steel and huge disparity in physical properties. An impact-based welding method recently showed successful Mg-steel joining. In this work, the characteristics of Mg-steel interface joined by the impact welding method were investigated. Synchrotron high-energy X-ray computed tomography and diffraction were applied to characterize the microstructure across Mg-steel interface. Results revealed a deposit layer formed at the joint interface where Fe-rich particles spread deep into the Mg matrix. High-resolution 3D morphology of Mg-steel interface demonstrated the trapped pores and cracks inside the deposit layer. Finally, the formation of the deposit layer and the void/cracking evolution were analyzed by using finite element models. These findings provide insights into the immiscible Mg-steel joining process.

36 MATERIALS SCIENCE↗
DOE OSTI2023

Achieving superior mechanical properties: Tailoring multicomponent microstructure in AISI 9254 spring steel through a two-stage Q&P process and nanoscale carbide integration

In the pursuit of lightweight, durable steel, we have successfully developed a multicomponent structure in AISI 9254 spring steel using a two-stage quenching and partitioning (Q&P) process. The primary objective of this process was to engineer an optimized microstructure consisting of nanobainite, martensite, and nano-carbides. Utilizing the insights gained from the results of advanced techniques such as X-ray diffraction (XRD), scanning electron microscopy (SEM), transmission electron microscopy (TEM), and atom probe tomography (APT) performed on the as-received AISI 9254 spring steel, we refined the quenching and partitioning (Q&P) path, leading to the successful establishment of a bainitic transformation for superior mechanical properties. Our tensile tests revealed a high yield strength (≈ 1600 ± 25 MPa) and ultimate tensile strength (≈ 1850 ± 50 MPa), along with considerable elongation (≈ 11.15 ± 0.25%). We also identified that pre-formed martensite lath defects and high silicon content play crucial roles during the Q&P process, preventing carbide coalescence and increasing strain-hardening capacity. Finally, this study demonstrates the potential of a Q&P process to generate high-strength, ductile steel for automotive and aerospace applications.

36 MATERIALS SCIENCE↗
DOE OSTI2020

A new magnesium sheet alloy with high tensile properties and room-temperature formability

Lightweight sheet alloys with superior mechanical performance such as high strength, ductility and formability at room temperature (RT) are desirable for high volume automotive applications. However, ductility or formability of metallic alloys at RT are generally inversely related to strength, thereby making it difficult to optimize all three simultaneously. Here we design a new magnesium sheet alloy-ZAXME11100 (Mg-1.0Zn-1.0Al-0.5Ca-0.4Mn-0.2Ce, wt. pct.) via CALPHAD (CALculation of PHAse Diagram) modeling and experimental validation. This new sheet alloy offers an excellent RT formability with a high Index Erichsen (I.E.) value of 7.8 mm in a solution-treated condition (T4), due to its weak and split basal texture and fine grain structure. The new ZAXME 11100 alloy also shows a rapid age-hardening response during post-forming artificial aging treatment at 210 °C for 1hour (T6), resulting in a significant increase of yield strength from 159 MPa (T4) to 270 MPa (T6). The excellent combination of T4 ductility (31%), T4 formability (7.8 mm) and T6 yield strength (270 MPa) in this new magnesium alloy is comparable to that of common 6xxx series aluminum sheet alloys. Thus, this new magnesium sheet alloy is highly attractive for sheet applications in automotive and other industries.

36 MATERIALS SCIENCE↗
DOE OSTI2023

A Hybrid Physics-Based, Data-Driven Approach to Model Damage Accumulation in Corrosion of Polymeric Adhesives

The degradation of polymeric adhesives in dissimilar joints is a menace to electric and structural components of the automotive industry. In polymeric adhesives, failure often occurs due to damage accumulated from discrete environmental sources—thermal degradation, oxidation, hydrolysis, radiation, and moisture—that are combined with progressive damage mechanisms, such as aging and fatigue. Because most damage mechanisms that lead to degradation act in parallel, the estimation of the lifetime of a polymeric material becomes a significant reliability issue, no study currently exists that can simultaneously consider even two of these phenomena. Most current efforts are directed toward a single-phenomenon, single-model approach in which a model is developed to cover one specific damage mechanism. While this approach is advantageous in exploring single mechanisms, it is strongly inconclusive for degradation that occurs by multiple damage mechanisms. Our team plans to take a fresh perspective by designing a hybrid constitutive/data-driven approach that allows models of different damage mechanisms to be integrated into one model and then used to explore the degradation-induced failure of polymeric adhesives. The theoretical-computational part of this work is divided into four research components as described in the Approach section below.

36 MATERIALS SCIENCE↗
DOE OSTI2021

LightMAT - Continuous fiber malleable thermoset composites with sub-1-minute dwell times; validation of impact performance and evaluation of the efficacy of the compression forming process (CRADA 409 Final Report)

In spite of carbon fiber composite materials’ significant impact on light-weighting, performance, and efficiency in the aerospace industry, adoption of these materials has been slow in high-volume industries such as automotive. Two major barriers to adoption are cost and cycle-time. Current approaches to thermoset composite part production are dependent on in-mold curing of thermosets which are not optimal for high volume, high throughput production due to limitations and inefficiencies associated with the in-mold cure itself. In addition, ancillary activities, such as transport and storage of shelf-life-limited uncured, or B-staged prepreg materials typically necessitate refrigerated transport and storage which significantly impacts the economic and energy costs associated with manufacturing. Furthermore, limited out-life means that trimmings cannot typically be used as they partially cure during initial production leading to high scrap rates (+20% is common). Finally, the need to cure in-mold drives cycle times to multiple minutes in the best cases, and 10’s of minutes to hours in most cases. Mallinda is developing polyimine malleable thermoset prepreg composite materials which have excellent mechanical properties (100 GPa tensile modulus, 2 GPA tensile strength, 2.4% elongation at break) and high operating temperatures (Tg>200°C). At scale, polyimine resins are commensurate in price with commodity epoxy resins. What distinguishes malleable thermoset prepreg from traditional thermoset prepreg materials, is that they are fully cured during Mallinda’s roll-to-roll production of prepreg laminate. This results in 5 key value-differentiating benefits. First, it simplifies manufacturing logistics by enabling ambient transportation and storage, and by significantly extending out-life and shelf-life almost indefinitely. Second, elimination of autoclave curing reduces the economic and energy costs to the customer. Third, scrap rates can be reduced as malleable thermoset prepreg materials are directly reusable. Fourth, the manufacturing consolidation step can be roughly 10x faster than traditional thermosets, because the resin is already cured. Parts can be made via compression forming by the application of heat and pressure to quickly vitrify and consolidate a multilayer part – easily leading to sub 3-minute cycle times (at lab scale we have demonstrated a 20 second dwell time, with room for further optimization). Finally, the closed-loop cradle-to-cradle solution-based recyclability of malleable thermoset composites can also contribute significantly to the future of sustainable lightweight materials. The focus of this project was the development, optimization and validation of malleable thermoset composite materials which exhibit manufacturing cycle times of 3-minute or less, high speed impact performance on par with incumbent technologies, and defect-free consolidation of 3 dimensional parts. Government funding is required on this project because Mallinda is a start-up company whose focus is the development and scale-up of the described technology for introduction to the transportation segment. Unlike incumbent industry players, Mallinda is bringing a completely new and highly relevant malleable thermoset technology to bear on the problem of high throughput composites. As a small business, Mallinda relies on a combination of government R&D funding and private capital to perform development work.

36 MATERIALS SCIENCE↗
DOE OSTI2025

Sizing of discontinuous natural fibers: Effect of sizing approach and sizing concentration on composite properties

Natural fiber reinforced composites (NFRCs) are gaining attention in automotive applications as an alternative to glass fiber composites due to their lightweight and renewable sourcing. However, the inherent hydrophilicity of natural fibers leads to poor compatibility with hydrophobic polymers which adversely affects the mechanical properties of the composites and can limit their application to non-structural parts. Sizing is a common approach used for synthetic fibers to improve the interface between fiber and matrix. However, there is limited study on the sizing of natural fibers, and hence the focus of this work. Here, in this study, two different approaches to sizing discontinuous coir fibers were investigated, namely; (1) ex-situ sizing and (2) in-situ sizing. A commercial polypropylene (PP) based sizing agent was used and the effects of varying sizing solution concentrations (1.5, 2.5, and 3.5 wt%) on the properties of the composites was studied. Results showed that composites prepared via the in-situ sizing process had better fiber–matrix adhesion and improved tensile properties compared to ex-situ sized composites. On studying the effect of different sizing concentrations on composite properties, we found that the tensile strength of the composites increased (by ∼ 42 %) up to 2.5 wt% sizing concentration (in solution) and then decreased. However, the impact strength decreased significantly on increasing the sizing content beyond 1.5 wt% (by ∼ 40 %). Additionally, the study was further extended to investigate the effect of sizing on different NFRCs (coir, banana, and cottonized hemp fiber) where effectiveness of sizing was found to be influenced by the fiber surface morphology.

36 MATERIALS SCIENCE↗
DOE OSTI2025

Design and Production for Maximum Structural Efficiency With Respect to Fiber Orientation With Increased Understanding of Hybrid Fiber Flow Behavior

Discontinuous fiber-reinforced thermoplastic composites have gained considerable attention in automotive, aerospace, and other industries, due to their high-rate of production combined with their ability to attain complex and intricate shapes. Among other high-rate thermoplastic manufacturing processes, injection-molding is one of the most common manufacturing methods due to fast production and high surface finishing of complex geometries. Fiber orientation in discontinuous fiber composites plays a pivotal role in determining the mechanical, electrical, and thermomechanical properties, underscoring the necessity to comprehend fiber orientation in injection molded parts. Among different fiber types, glass and carbon fibers are most common in the composite industries. The recent trend of hybrid composites comprising both glass fiber (GF) and carbon fiber (CF) is also gaining importance in the automotive industry. Hybrid fiber options allow designers to optimize the balance between glass and carbon fibers by leveraging the high durability and low cost of GF while the strength and lightweight properties of CF. Consequently, comparing the fiber oriented distribution (FOD) of injection molded composites containing GF, CF, and a hybrid of GF/CF is critical to investigating the local mechanical properties of intricate structures for high-end applications. In Phase I of this project, FOD in injection-molded panels with respect to distance from the gate was analyzed using X-ray computed tomography (X-CT) for GF, CF, and hybrid CF/GF (CGF) reinforced nylon 66. To understand the reason behind the FOD with different fiber types, computational fluid dynamics (CFD) and rheology were performed. Samples were extracted at three locations: near the gate, center, and opposite end. Thickness of the layers of typical skin-shell-core type FOD varies with fiber type and location. GF achieved flow direction alignment (in shell) earlier than viscous CF and CGF near the gate, whereas CF showed the highest flow-direction alignment at the center due to shear induced orientation. At the opposite end, GF experienced more backflow than others indicating faster mold filling owing to its lower viscosity. Hybrid CGF exhibited GF-dominated center and CF-dominated end region. The numerical model used to obtain FOD and rheological predictions for the CF and GF composites served to corroborate the trends observed in the experimental trials. The FOD responses across fiber types and location were reflected in their longitudinal and transverse properties. Only GF showed higher longitudinal modulus over transverse modulus near the gate attributed to rapid alignment, whereas CF and CGF exhibited opposite trend. However, fountain flow enhanced the longitudinal modulus over transverse modulus with the distance for all, particularly for CF. This study offers insights into mold filling behavior of different fibers which are critical in optimizing injection molding conditions for tailored final properties.

36 MATERIALS SCIENCE↗