Design and Reinforcement of a B-Pillar for Occupants Safety in Conventional Vehicle Applications

Ikpe, Aniekan; Orhorhoro, Ejiroghene Kelly; Gobir, Abdulsamad

doi:10.33889/ijmems.2017.2.1-004

Cited by 7 publications

(4 citation statements)

References 6 publications

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“…The B-Pillar is a vehicle component, mounted sideward at the mid-section of a car, which serves as a supporting member to a car's roof panel. [21,22] The B-pillar is a very essential part of a car because its strength assures the car and occupants' safety. For this component is desirable to have tailored properties; this means having different material properties in the part with some high-strength regions and other ductile.…”

Section: Methodsmentioning

confidence: 99%

Analysis of Transition Zone on a Hot‐Stamped Part with Tailored Tool Tempering Approach by Numerical and Physical Simulation

Palmieri

Posa

Angelastro

et al. 2023

steel research int.

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The main goals of the transport industry are lightweight and the increase in safety for passengers. Consequently, the choice of materials is very important. The materials adopted in recent years are lightweight alloys, such as aluminum and magnesium alloys, carbon fiber-reinforced polymers, and advanced highstrength steel (AHSS). In the automotive industry, five classes of AHSS are distinguished: dual-phase steel (DP), complex phase steel (CP), transformationinduced plasticity steel (TRIP), martensitic steel (MART), and press-hardened steel (PHS). [1,2] DP steels are ferritic-martensitic phase steels, which exhibit a strength between 450 and 1400 MPa depending on the amount of martensite. [3] Complex phase steels contain bainitic, martensitic, and ferritic phases and show higher formability than DP ones. [1] TRIP steels are characterized by a certain amount of retained austenite phase, which transforms into the martensite phase during the deformation. This effect helps the distribution of the strain and increases elongation, justifying the greater formability of TRIP steels compared to CP and DP steels. [1,4] Martensitic steels have high strength levels but show very low formability. Finally, the press-hardened steels are typically carbonmanganese-boron alloyed steels, [5] which are generally adopted in the press hardening (PH) process where the unformed blank is heated in a furnace up to the complete austenitization temperature, formed in the hot condition and finally quenched in the die. These steels are typically delivered in ferritic-pearlitic conditions and have, at the end of the PH process, almost doubled resistance levels due to the transformation into the martensitic phase due to the quenching phase. Among the PHS, the most common one is the 22MnB5; [5] however, other steel grades with higher carbon content are recently proposed to be used in the PH process. [6][7][8] PHS combined with the PH process allow to satisfy at the same time the requirements related to safety and those related to vehicle weight reduction, [9] therefore they are increasingly adopted in anti-intrusion applications of automotive structures (bumpers, doors, bodies-in-white).Current innovation trends are aimed at opportunities these AHSS offer in terms of tailored mechanical properties. [10][11][12][13][14] Currently, the stamped part designing with customized performances includes forming technologies that use tailor rolled blanks, tailor welded blanks, patchwork blanks, tailor tool tempering, tailor heating, and tailor cooling process. [15] A great deal of research has been carried out around the tool tempering approach in recent years. [12,13,16] With this approach, the tailored properties are achieved by exploiting different cooling conditions during the

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Section: Methodsmentioning

confidence: 99%

Analysis of Transition Zone on a Hot‐Stamped Part with Tailored Tool Tempering Approach by Numerical and Physical Simulation

Palmieri

Posa

Angelastro

et al. 2023

steel research int.

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“…Having developed the auto wheel model presented earlier in Figure 1, magnesium alloy was applied as the wheel material and simulated Areas with high stress concentration, high resultant displacement, high equivalent strain as well as high bending stress indicates unsafe zones which are prone to high level deformation and vice versa [34,35], and can be identified using the color band or legend on the simulated plots presented in Figures 3-6. Red color which is at the top of the color band indicates the area with maximum stress, resultant displacement, equivalent strain and bending stress concentration on the auto wheel component.…”

Section: Magnesium Alloymentioning

confidence: 99%

On the Mechanical Behavior of Distinct Auto Wheel Materials Under Static and Dynamic In-service Loading Cycle

Ikpe

Etuk

2021

International Journal of Computational and Experimental Science and Engineering

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Automobile wheels serve as a primary means of support to a moving and stationary car while being subjected to static and dynamic loading in the process. The present study examines the mechanical behavior of different auto wheel materials under the aforementioned loading conditions using Finite Element Method (FEM). The wheel component was modlled and simulated with SOLIDWORKS 2018 version using different materials including carbon fibre (T300), cast alloy steel, aluminium (2014-T6) and magnesium alloy. Considering the simulation constraints of lowest static stress (von-mises), lowest resultant strain, lowest displacement (static and raidal) and lowest bending, cast alloy steel met all the requirements except for static strain where carbon fibre was the lowest followed by cast alloy steel. Carbon fibre (T300) among all the materials had the highest static stress (von-mises), highest displacement (static and raidal) and highest bending. Static stress for aluminium (2014-T6) was lower than that of magnesium alloy while resultant strain, static and radial displacement as well as bending were lower for aluminium (2014-T6) than magnesium alloy. Von-mises stresses for all wheel materials where below their yield strength, indicating that they can perform optimally under the above mentioned loading constraints. The main disadvantage with steel wheel is the high density while low density of the other three materials offer a distinctive advantage to auto performance, but steel wheel is inexpensive, strong, tough and more durable compared to the other materials.

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“…In terms of road safety, the occupant cell of a car, which consists of the chassis, is described as a 'survival box' suggesting that the survival of the occupants involved in the circumstance of a traffic accident depend highly on the mechanical response of the cell to the applied loads. The high strength of the occupant cell is a fundamental prerequisite for vehicle safety design, [3]. The chassis and other supporting parts of a vehicle should be designed so as to ensure safety and prevent loss of life in the event of a traffic accident.…”

Section: Introductionmentioning

confidence: 99%

An AM-oriented vehicle chassis’ A-Pillar Design Approach

Kyriazis¹,

Koulocheris²,

Polydoras³

et al. 2020

MATEC Web Conf.

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Design and production of highly demanding structural systems, such as the chassis, still rely on conventional forming and welding approaches, both because of their proven performance and the economies of scale achieved. Nevertheless, manufacturing of several chassis’ segments is also expected to soon gradually switch towards AM, for increased design freedom and optimized performance. This paper proposes an alternative design approach for the A-pillar, a typical passenger car chassis segment; a design suitable in form for AM and equally capable in terms of its dynamic behavior, without undermining the chassis’ safety. Prior A-pillar designs along with already published innovative AM-suited design approaches are reviewed. Moreover, these serve as a starting point for an inverse design towards the intended new AM-suited A-pillar alternative. Emphasis is given in the dynamic characteristics of the new structure, through proper modal analysis performed. Finally, the presented research concludes with a scaled-down assessment and verification prototype of the new design, planned to be built via FDM 3D Printing. The prototype is expected to demonstrate primary, as well as secondary/latent benefits from the use of AM in A-pillars, such as the increased diagonal visibility for drivers and passengers, arising from the redesigned, mesh-like form of the segment.

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Design and Reinforcement of a B-Pillar for Occupants Safety in Conventional Vehicle Applications

Cited by 7 publications

References 6 publications

Analysis of Transition Zone on a Hot‐Stamped Part with Tailored Tool Tempering Approach by Numerical and Physical Simulation

Analysis of Transition Zone on a Hot‐Stamped Part with Tailored Tool Tempering Approach by Numerical and Physical Simulation

On the Mechanical Behavior of Distinct Auto Wheel Materials Under Static and Dynamic In-service Loading Cycle

An AM-oriented vehicle chassis’ A-Pillar Design Approach

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