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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Summary
Material characterisation for accurate simulation of new sheet metal forming processes
Marian Gutierrez, LABEIN Tecnalia
A general overview of the problems/issues/state of the art/research related with material characterisation that appear in the development of innovative sheet metal forming processesFour examples briefly highlight some of these points
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
OverviewIntroduction:
New materials, new process, new forming conditions so new material characterisation need for simulation feeding
Innovative forming process:• High speed forming:
– Electromagnetic and electrohidraulic forming– Material characterisation at high strain rates
• Hydroforming– Sheet / tube characterisation
• Hot/Warm metal forming: Hot stamping, Hot Metal Gas Forming (HMGF), hot/warm hydroforming,
– Temperature dependent material characterisation • Austenitic steel forming:
– Modelling of TRIP effect Conclusions
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Introduction: New materials in automotive
1.- Less formability
2.- More springback
3.- More stresses required
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Introduction: New forming processes
Hydroforming
High speed forming
Pre-Form Geometry Electromagnetically Formed
Hot / Warm forming
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Introduction: Conventional sheet forming simulation
Failure detectionThickness distributionLoad press
PROCESS parameters: Operation sequence, pressure, axial feeding, press velocity
GEOMETRICAL data:Sheet dimensionsTool geometry
MATERIAL data:Curve strain-stress
TRIBOLOGICAL data:Friction coefficient (lubricant)
FEA FORMING SIMULATION
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Introduction: Conventional materials characterisation
Engineering stress-strain curve
Uniaxial tensile test
- Temperature ?- Tube ?- Strain rate ?- …
Forming limit diagram (FLD)
Nakazima test
New process conditions
A unification of the standard for FLD testing is being investigated within IDDRG
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Introduction: New materials characterisation
ε
Springback
• Springback• Welding line characterisation• Friction characterisation• Microestructure evolution during forming process
Tower Automotive Congreso 2002 New Developpments in sheet Metal forming
Strip drawing test
New material variables
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
High speed forming: Basic conceptElectrohidraulic Forming (EHF)
Store energytrasmision
Kinetic energy
ElectromagneticForming EMF
ElectrohidraulicForming EHF
Rogowski Probe
Ring Specimen
Charging Circuit
Capacitor
Solenoid
Electromagnetic Forming (EMF)
Bridge wire
Die
To vacuum
water
sample
Capacitor bank
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
High speed forming: Main Properties
• High speed deformation of material, confined inertially allows high deformation • Mechanics and physics of the high velocity process are quite different than quasi static• Forming event takes place in several tens of MICROSECONDS• Hence, achieved forces launch the material rapidly• High strain rates higher than 1000 sec-1 • Formability increase by uniform elongation in all regions of blank• High achievable pressures Embossing, coining purposes • Wrinkling tendency diminished.• No Springback
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
High speed forming simulation
Coil and sheet/tube Primary & InducedCurrents
Force exerted in the piece
0
50000
100000
150000
200000
250000
300000
350000
400000
0 0,000005 0,00001 0,000015 0,00002
Time (seconds)
Forc
e (N
ewto
n)Force actingon flat sheet
Forming Analysis: Evolution during
Forming
MagneticAnalysis:force profileduring time interval defined by transient pulse.
Loosely Coupled Approach
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
High speed forming: Flow curve at different strain rates
International Iron and Steel Institute
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
High speed forming: Uniaxial test methods
Courtesy: International Iron and Steel Institute
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
High speed forming: Formability
Courtesy:Ohio Univ
Die
Outlet to Vacuum pump
Fixture
9.5 mm
Die
Outlet to Vacuum pump
Fixture
9.5 mm9.5 mm
0
10
20
30
40
50
-40 -20 0 20 40
Minor strain (Engg %)
Maj
or st
rain
(Eng
g %
)
v1-soft lead-541v1-hollow end-352v1-round end-147v1-polymer-776
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Hydroforming: Hydrotest
Labein (Spain)CSM (Italy)SIMR (Sweden)Ptu (Germany)Act (Spain)Salzgitter (Germany)Rautaruukki (Finland)
“Investigation of the influence of the pre-hydroforming processes and development of characterization methods for the testing of steel semi-
products for hydroforming”RFCS project 7210-PR-372 (2002 – 2005)
A major obstacle in hydroforming of steel semiproduct is the lack of an unified test method for determining
their hydro-formability
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Hydroforming: Hydrotest project objectives
Development of an unified test method and guidelines needed
Improve the simulation and characterization of hydroformingsteel components
Semi-product
Code GradeDelivery condition Coating Semi-product manufacturing
M1 S235 +CR2 none welded and cold sizedM2 S235 +CR2 galvanized welded and cold sizedM3 H260 I +CR2 none welded and cold sizedM4 H360LA +CR2 none welded and cold sizedM5 H340X *) +CR2 galvanized welded and cold sizedM6 H340X *) +CR2 galvanized long blank + laser weldM7 H340X *) +CR2 galvanized trans blank + laser weldM8 H340X *) +CR2 galvanized welded and cold sizedM9 H340X *) +CR2 galvanized long blank + laser weldM10 H340X *) +CR2 galvanized trans blank + laser weldM11 S235JR +CR2 none welded and cold sizedM12 S235JR NBK none welded and cold sizedM13 S355 MC +CR2 none welded and cold sizedM14 S355 MC +CR2 none long blank + laser weldM15 27MNCRB5 NBK none welded and cold sized
Flow material curve (stress-strain curve)
FLD determination
Welding line characterization
Friction characterization
Geometry properties (thickness distribution on tube)
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Hydroforming: Flow curve determination
Flow curve (strain-stress)
Flow curve approximation from free bulge test with fixed ends and comparison for conventional tensile test (PtU)
-Conventional tensile test-Whole longitudinal tensile test-Tensile test on samples from tube-From busting test
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Hydroforming: Flow curve determination
Material characterisation (stress-strain curve)
Tensile test
Sheet Whole tube Strip from tube From bursting test (fixed end)
Results Tensile curves in all directions
Tensile curves in longitudinal direction
Tensile curve in longitudinal and
transversal direction
Bursting and maximum pressure. Maximum circumferencial expansion (one point measurement).
Stress-strain curve
Application Input for FEM Input for FEM Input for FEM Tube (hydro)formability limit in expansion with low,
unspecified self feeding. One point in the FLD, close to plane strain.
Hydroforming suitability
In the current tests all three tensile test methods show similar results. Given the cost/time factor, the tensile tests could be
performed on sheet with adequate results.
Concerning flow curves similar results than tensile test but longer curves (more expansion). Deformation
mode close to real hydroforming one
Cost and time for testing + +++ ++
++ Cheap and easy to perfom. Up to 2 tubes per hour can
be tested
FEM sensibility All burst tests are considered as limits to the
formability and are compared with FE analysis results.
Other remarks The only FLD point is plane strain. Easy way to give a
general classification of the hydroformability of the tube.
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Hydroforming: FLD determination
Tube Nakazima Test (Kimab, Sweden)
Sheet Nakazima Test (Labein, Spain)Forming limit curve (FLD)
-Sheet Nakazima-Tube Nakazima-From sheet bulge test-From tube bursting test
C1 - S235 1.5 mm
0,00
0,05
0,10
0,15
0,20
0,25
0,30
0,35
0,40
0,45
0,50
-0,20 -0,15 -0,10 -0,05 0,00 0,05 0,10 0,15 0,20 0,25 0,30Minor strain
Maj
or s
trai
n
C1 - S235
Ell_300x300_A
Ell_300x300_B
Ell_220x300_B
FLD from bulge test (CSM, Italy)
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Hydroforming: FLD determination
minor strain ε2
maj
or s
train
ε1
deep drawinguniaxial tension
plane strain
stretc
h-dr
awing
ε1=ε2
ε1=2ε2
ε2=0
ε1=-2ε2
ε1=-ε2
0
11 ln
ll
=ε0
22 ln
ll
=ε
l0
l1
l2
free bulge test with axial
compressive feedfree bulge test with axial
tensile feed
free bulge testwith fixed ends
fixed
endsaxial
compression
axial tensileIn
itial
tube
free
ends
FLD from bursting test (PtU, Germany)
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Hydroforming: FLD determination
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
-0.4 -0.3 -0.2 -0.1 0.0 0.1 0.2 0.3 0.4 0.5
SIMR, d=57mm
SIMR, d=100mm
Labein, d=100
CSM burst tests
Material C11.5 mm, not galvanisedtested in rolling direction
maj
or tr
ue s
train
minor true strain0.0
0.1
0.2
0.3
0.4
0.5
0.6
-0.3 -0.2 -0.1 0.0 0.1 0.2 0.3
M3M8
M9M10M13 minor true strain
maj
or tr
ue s
train
Sheet FLD results at KIMAB and Labeinand results of burst tests at CSM
Tube FLD results at PtU and KIMAB
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Hydroforming: FLD determination
-0.10
0.00
0.10
0.20
0.30
0.40
0.50
0.60
0.70
0.80
-0.10 0.00 0.10 0.20 0.30 0.40 0.50
approved pointstangential prestrainprestrained FLCcircumferential tubeapprox axial tube
axial engineering strain
tang
entia
l eng
inee
ring
stra
in Material M12 prestrained in tangential direction
-0.10
0.00
0.10
0.20
0.30
0.40
0.50
0.60
0.70
0.80
-0.10 0.00 0.10 0.20 0.30 0.40 0.50
Material M12 prestrain in axial tension
distance to crack >2.5 mm
tang
entia
l eng
inee
ring
stra
in
axial engineering strain
FLC for tubes prestrained circumferentially and axially (KIMAB)
Non linear strain paths during hydroforming stages
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Hydroforming: FLD determination
0
10
20
30
40
50
60
-30 -20 -10 0 10 20 30 40Minor strain
Maj
or s
train
Preform
Hydroforming
FLD LABEIN
KIMAB Diameter100KIMAB Diameter 57
KIMAB NakazimaM8TKIMAB NakazimaM9TKIMAB NakazimaM10TPTU M8
PTU M9
PTU M10
Balance between the effort in characterization and simulation improvement
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Hydroforming: Welding line characterisation
Microtensile test samples Tensile curves on weld and base materials (CSM, Italy)
M5 - H340X 1.5mm
0
100
200
300
400
500
600
700
800
900
1000
1100
0,00 0,02 0,04 0,06 0,08 0,10 0,12 0,14 0,16True strain [ ]
True
str
ess
[Mpa
]
M5_Base3
M5_Base4
M5_Base6
M5_Welding1
M5_Welding2
M5_Welding5
C5_1_longitudinal
C5_2_longitudinal
C5_3_longitudinal
1,00
1,05
1,10
1,15
1,20
1,25
1,30
1,35
1,40
1,45
1,50
1,55
1,60
0 20 40 60 80 100 120 140 160 180 200 220 240 260
Length (mm)
Thic
knes
s (m
m)
M1_base
M1_mod1
M2_mod1
BA
A
B
C A
C
Process/FEM sensitivity to process/material variablesWhat we need for simulation
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Hydroforming: Geometrical properties
Thickness distribution (PtU)
measure
simulateSimulation time multiply by 100
Balance between FEM complexity, CPU time required, and result quality
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Hydroforming: Friction characterisation
Strip drawing test (Labein)
0
0,05
0,1
0,15
0,2
0,25
0 50 100 150Sliding length
Coe
ffici
ent o
f fric
tion
oil_3Tn_7,5mm/s_1oil_3Tn_7,5mm/s_2oil_3Tn_7,5mm/s_3oil_3Tn_155mm/s_1oil_3Tn_155mm/s_2oil_3Tn_155mm/s_3oil_5Tn_7,5mm/s_1oil_5Tn_7,5mm/s_2oil_5Tn_7,5mm/s_3oil_5Tn_155mm/s_1oil_5Tn_155mm/s_2oil_5Tn_155mm/s_3
Pulling cylinder
Breaking cylinder
Cylindrical toolwith radius r
BUT test (Kimab)
0,00
0,01
0,02
0,03
0,04
0,05
0,06
0,07
0,08
0,09
0,10
0 10 20 30 40 50 60 70 80 90distance [mm]
fric
tion
coef
ficen
t [ ]
M8_Oil_01M8_Oil_02M8_Oil_03M8_Oil_04M8_Oil_05
Straight tube friction test(Ptu)
• Balance between the effort in characterization and simulation improvement• Balance between FEM complexity and results quality
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Hydroforming: Hydrotest conclusions
Property Test A Test BFrom tensile test on sheet or from tube bursting fixed ends
Tube bursting compresive axial feeding
Strip drawing or BUT
Tube bursting fixed ends
Sheet Nakazima
Circumferential wall thickness measurementTube diameter measurementLocal wall thickness measurement (weld, HAZ)
Test CMaterial characterisation (Stress-strain curve)
Formability
FLD Tube bursting. 1.force free ends 2.axial compression). Prestrain FLD
Friction Straight tube friction test
Geometry properties testing
Weld
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Hot/Warm Forming: Processes
Sheet Hot Stamping (boron steels)Tube and sheet forming:
Warm Hydroforming with fluid(non ferrous alloys, Al, Mg) 400ºC
Hot Metal Gas Forming, HMGF (ferrous and non ferrous alloys) (Tª >800ºC)
Volvo XC90 Boron steelcomponents(source ArcelorAuto)
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Hot/Warm Forming: FEM simulation consideration
• At elevated temperatures the formability increase with increasing the temperature and decreasing strain rate.
• The increase in strain rate sensitivity is the dominant factor to improve the deformability.
• Influence of the heating rate and holding time
• Micro-structural evolution during forming and during the heating
• Hot stamping : isothermal process but depending on the strain rate (PamStamp, StampPack, FORGE, DEFORM, ABAQUS…)
• HGMF: Change of the temperature during the process simulation thermo-mechanical coupled and fit of
the thermic parameters (FORGE, DEFORM, ABAQUS)
Flow curves:Uniaxial test
• Material law for several strain rates and temperatures
• Forming Limit Diagram
Material Formability: Biaxial states test
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Hot/Warm Forming: Uniaxial tests under heating conditions
• Thermal gradient in the specimen (heating system: induction coil, Joule effect)• The local strain rate is not constant• The maximum deformation is very small due to the necking, short flow curve• Dynamic recristallisation has effect on stress-strain curve.• Difficult to monitoring and control due to the temperature.• Inert atmosphere to avoid the oxidation (some steels)
Gleeble Machine (Acerinox)
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Hot/Warm Forming: Biaxial tests under heating conditions• Thermal gradient in the sheet / tube (heating system: Joule effect) • Gas pressure curve variation during the test to obtain strain rate constant• Inverse analysis with FEM to obtain the strain rate constant• Thermic and electrical isolation with the dies• Monitor and control of process variables: temperature, pressure, electrical current (A) and
voltage (V). • Pressure system (Nitrogen)
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Austenitic steel forming: TRIP effect“Implementation of a Non-isothermal Material Model For Austenitic Stainless Steels in Deep Drawing Simulation”(RFCS project “Methods of improving the deep drawing properties of austenitic stainless steels”-7210PR304)
Total hardening: Htot = Ha.Va + Hm.Vm
Austenite Martensite
Va, Vm = Volume fractions of the austenite and the martensite phasesHa, Hm = Hardening values
Temperature dependent
Latent heat
Phase change during plastic deformation
TRIP effect in austenitic stainless steels forming
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Austenitic steel forming: FE simulation
Flow stress
Microstructure TemperaturePhase change latent heat
Temperature dependentphase transformation
Hea
t gen
erat
edby
mec
hani
cal w
orkM
artensite depending
hardening
Strain-inducedaust. ->
mart. transform
ation
Tem
pera
ture
depe
nden
t
hard
enin
gFlow stress
Microstructure TemperaturePhase change latent heat
Temperature dependentphase transformation
Hea
t gen
erat
edby
mec
hani
cal w
orkM
artensite depending
hardening
Strain-inducedaust. ->
mart. transform
ation
Tem
pera
ture
depe
nden
t
hard
enin
g
Material constitutive model by Hänsel et al.(15 material parameters)
Material data from non isothermal tensile tests
FE Simulation of cold forming processes with austenitic stainless steels
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Austenitic steel forming: Non isothermal tensile tests1.4318
0102030405060708090
100
0 0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4equ_strain
T(ºC
)
Simu_T0Exp_T0Simu_RTExp_RTSimu_T60Exp_T60Simu_T100Exp_T100
1.4318
0.00
0.10
0.20
0.30
0.40
0.50
0.60
0.70
0.80
0 0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4equ_strain
Vm (/
1)
Simu_T0Exp_T0Exp_T0 fitted curveSimu_RTExp_RTExp_RT fitted curveSimu_T60Exp_T60Exp_T60 fitted curveSimu_T100Exp_T100Exp_T100 fitted curve
1.4318
0
200
400
600
800
1000
1200
1400
0.00 0.05 0.10 0.15 0.20 0.25 0.30 0.35 0.40equ_strain
Eq_s
tres
s(M
Pa)
Simu_T0Exp_T0Exp_T0 fitted curveSimu_RTExp_RTExp_RT fitted curveSimu_T60Exp_T60Exp_T60 fitted curveSimu_T100Exp_T100Exp_T100 fitted curve
v = 0.11 mm/s
Experimental data courtesy of Outokumpu Stainless AB, Sweden
Thickness = 1 mm
Simulation results and experimental data
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Austenitic steel forming: Deep drawingSimulation results and experimental data
SIM.
EXP.(Optical)
TRUE MAJOR STRAIN TRUE THICKNESS DECREASEExperimental data courtesy ofThyssenKrupp Nirosta, Germany
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Austenitic steel forming: Summary
• Implementation of a non-isothermal material model for austenitic stainlesssteels in deep drawing simulation, taking into account the TRIP effect.
• The model is completed with the experimetal test need and the way to getthe model parameter for the test
• Simulation can now be used for process optimisation
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Conclusions
• New constitutive models• Even for traditional models they is a need for data • New characterization method• Data for materials models are not available• Process/FEM sensitivity to process/material variables
• Balance between FEM complexity, CPU time required and resulsquality
• Balance between the effort in characterization and simulation improvement
• Important to know what we expected for the simulation: Balance quantitative versus qualitative results
Magpulse Technologies
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SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT]012497 DEVELOPMENT OF BEST PRACTICES AND IDENTIFICATION OF BREAKTHROUGHTECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION - AUTOSIM
Thank you for your attention
Marian Gutierrez (LABEIN – TECNALIA, Bizkaia, Spain)[email protected]
Magpulse Technologies
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