Documente Academic
Documente Profesional
Documente Cultură
300 240
210
210
70 45 12
70 40 1.5
Density, r (g/cm3)
0 1 2.7 1.8 1.8 0.9 2 3 4 5 6 7 8 7.8 9
7.8
HSLA 350
Al alloy AA6111
Comparison of Density
Mg Alloy AZ91
Polypropylene (PP)
130
120
Specific Strength (TS/ )
r
110
100 80 60 60 40 40 20 27 27
40 26 25 7
45
Al alloy AA6111
Mg Alloy AZ91
Polypropylene (PP)
Price (/tonne)
1000 1500 2000 2500 3000 3500 4000 4500 500 690 810 800 15 3440 3030 1120 1010 3830 2140 1840 0
Mild Steel(DC05) Coated DC05 High Strength Steel Steel Scrap 6XXX Al alloy 5XXX Al alloy Al alloy segregated scrap Al alloy nonsegregated scrap Mg casting alloy SMC (glasspolyester) PP
100
90 80 70 60 50 40 30 20 10 0
5XXX Al Alloy
6XXX Al Alloy
AZ91C Mg Alloy
Materials Trends
80
Contribution to Vehicle Weight (%)
70 60 50 40 30 20 10 0 1975 1980 1985 1990 2000 2005 Steel Elastomers Plastics Aluminium Other
Why Steel?
Readily available Relatively cheap Excellent combination of strength, stiffness and ductility Good sheet formability Clear fatigue limit Joining technology is well known Finishing technology is well known Design with steel is well known
10
Dual Phase Steel (H 300 X) Microalloyed Steel (H 350 LA) Bake Hardenable (after bake) Steel (H 260 BD) (before bake) High Formability Mild Steel (DC06)
Hot Rolled Mild Steel (DD11)
0.05
0.10
0.15
0.20
0.25
0.30
True Strain, e or 11
HR Mild Steel
DC05
Bake Hardened
Rephosphorised
HSLA
Dual Phase
TRIP
Martensitic
12
Elongation (%)
Direction of development
30
20
10
200
300
400
500
600
700
800
900
1000
13
IF MS MS MS MS MS MS
1XXX >99%Al
2XXX Al-Cu 3XXX Al-Mn Past use in US, for closures
4XXX Al-Si
5XXX Al-Mg 6XXX Al-Mg-Si 7XXX Al-Zn 8XXX Al-X
Castings (4XX)
Structural sheet & extrusions Skin sheet & extrusions Skin sheet & extrusions
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Design Implications
Body-in White (BIW) options: Monocoque
Spaceframe Hybrid
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COMPOSITES
DEFINITION: A UNIFIED COMBINATION OF TWO OR MORE PHYSICALLY DISTINCT AND MECHANICALLY SEPARABLE MATERIALS PROVIDING A COMBINATION OF PROPERTIES THAT CANNOT BE ACHIEVED IN THE ORIGINAL CONSTITUENTS.
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NOTE THAT THEY WOULD NORMALLY BE USED IN LOWVOLUME CAR PRODUCTION (<2500/ANNUM) OR IN ALMOST HAND-BUILT VEHICLE SITUATIONS (25-50/annum)
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What material properties are important in choosing frame material? First, there are three types of material properties:
Physical - Density, color, electrical conductivity, magnetic permeability, and thermal expansion. Mechanical - Elongation, fatigue limit, hardness, stiffness, shear strength, tensile strength, and toughness. Chemical - Reactivity, corrosion resistance, electrochemical potential, irradiation resistance, resistance to acids, resistance to alkalis, and solubility.
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Chassis Materials
STEEL ALUMINUM
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Titanium
Titanium has an association with space tech, and is regarded by many people as an "ultimate" material. It has a density roughly half that of steel, and also a little over half the stiffness value. It's a similar situation with regards to ultimate and yield strengths. Only alloynot raw
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MAGNESIUM
Magnesium is the lightest metal that's likely to be used in a vehicle chassis, with a density about quarter that of steel. This weight advantage helps to compensate for the fact that it's strength and rigidity is below even aluminium, and with careful design can be used to build a light, stiff structure. Currently, the use of magnesium in vehicles is generally restricted to cast shapes for mounting brackets, braces and so on, though several manufacturers are working on using magnesium sheet and extruded sections where possible.
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fibreglass
Raw plastics do not have anywhere near enough stiffness to be used for structural components in cars. If strands of glass are added to the mixture, though, their properties improve remarkably. This gives you a Glass Fibre Reinforced Plastic (GFRP or GRP), most commonly referred to as fibreglass. Traditionally, fibreglass has been used for specialist applications like sports cars most of all, and is often used in conjunction with a separate chassis or subframes rather than alone. Even if a bodyshell is made to be a stand-alone fibreglass structure, metal inserts are still usually used to spread the load at mounting points etc.
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CARBON FIBRE:
Carbon Fibre Reinforced Plastic The key to this is that, unlike fibreglass, where the strands are pretty much random, carbon fibre uses a woven matt of fibres - this is what gives it it's distinctive appearance. use of carbon fibre tends to be restricted to large, reasonably flat panels (such as roof panels and bonnets), where the best "bang for buck" weight savings can be found.
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