Abstract

Abstract

The light-weight design of a rear bumper for a type of vehicle is taken as the research object, and multi-model and multi-objective optimization is applied to optimize the size of the rear bumper. Multi-model and multi-objective topology optimization can achieve simultaneous optimization of stiffness and modal, and obvious lightweight effect can be achieved on the premise of guaranteeing first order global mode, finger pressure stiffness and trampling stiffness, and the mass reduction of the rear bumper is 6.5％.

Abstract

The construction sector is responsible for high grey energy consumption and high greenhouse gas emissions. Adaptive structures can be a suitable solution to counteract this. Actuation of a beam to reduce the mass by counteracting the deflection with integrated fluidic actuators has been proven in previous studies. New challenges are brought about with the actuation of slabs due to the multi-axial load transfer. Many actuator principles are conceivable for this application. A combination of uniaxially acting actuators and complex designs that generate forces in different spatial directions in a targeted manner are possible. This paper presents various principles for the development of actuators integrated into the cross-section of a slab. These are able to manipulate the multi-axial load transfer behaviour directly. For this purpose, the actuator principles are classified according to various aspects. In a second step, numerical investigations are used to prove the effectiveness of the actuator principles.

Abstract

A great deal of work on lightweight cost-effective strategies has been underway in the last decades to improve the electric vehicle efficiency and driving range. At the time, and according to recent EU project results, up to 30-40% weight reduction was achieved so far in the vehicle structure at prototype level, but further efforts need to be invested to push the technology up to the market. Besides, the adoption of circular economy principles across the entire life-cycle is needed to enable, on one hand, the integration of environmental and cost considerations at the early design stages and, on the other hand, new options for the end-of-life recovery, repair, reuse and recycling. 

ALMA project aims to apply eco-design principles to redefine the vehicle architecture and develop a new 26% lighter multi-material body structure using novel advanced high strength steel grades, high performance composites and advanced steel-hybrid laminates. Specifically, Designing for Assembly and Disassembly (DFA/DFD) and Design for Recycling (DFR) methodologies have been targeted to ensure cost-efficient separation, recycling and recovery at the end-of-life (EoL). The ALMA project has also considered aspects for the selection of the best material and production process for the right application at the design stage. The integration of regulatory considerations from early stages of design, especially forthcoming legislative requirements on emissions and the forthcoming ELV directive was also part of the design process.

As a result, the ALMA project intends to foster the adoption of a circular approach in the automotive sector, reinforced by the use of eco-design methodologies from early stages of the car conception and supported by LCA methodologies, helping the automotive industry to harmonize with circular economy principles: design to reduce the production of waste and pollution and extend life cycle for materials and products.

Abstract

In the present study will show the concept of FOREST project which will contribute to the decarbonisation of the transport sector by developing and implementing innovative bio-based polymers & additives and recycled carbon fibres.

FOREST will develop novel lightweight multifunctional biocomposites as a competitive alternative to conventional composites. New chemistries will be developed based on bio-based materials (reactive and nonreactive polymeric systems and fire-retardant additives) in combination with fully recycled carbon fibre and EMI particles.

These biocomposite candidates will be obtained using one-shot manufacturing techniques, involving out-of-autoclave (OOA) processes to build and test prototypes (TRL5) with improved multifunctional properties (mechanical resistance, fire-retardant, EMI-shielding) for transport applications.

Abstract

The main objective of the LIGHTRANS project is the design and development of lightweight multi-material structures, through the development of optimized and low-cost manufacturing and joining processes. Which should allow its application in eco-efficient road transport vehicles. More specifically, within the framework of this project, the redesign  of a bus superstructure as well as an electric three-wheeled  vehicle will      be developed. Within the LIGHTRANS project, due to the needs of the market, it is proposed to strategically combine materials of different nature in such a way that the resulting structures present a weight reduction but without affecting the properties of the final components. The multimaterial structurals developed within the framework of the project, for both study cases, are based on thermosetting and thermoplastic compounds, cellular polymers and steel. Throughout this article, the mechanical characterization of the materials used for the manufacture of the components of both study cases, the manufacture of all the proposed components, as well as the evaluation of each of them in the final structures through tests will be presented. field.

Abstract

Currently, the railway sector demands novel lighter designs for the structural components of rolling stock that compensate for the increase in weight due both to the incorporation of new technologies for passenger comfort and experience, as well as to face new environmental challenges (reduction of emissions, consumption power, etc).

With this objective in mind, Aernnova-Talgo-FIDAMC-Tecnalia have proceeded to develop a car body structure design for a high-speed passenger car that introduces up to 70% of high-performance composite material (CFRP). This makes it possible to achieve weight reductions of more than 20% when it is compared to the original 100% aluminum structure.

The solution combines frame, sidewalls and roof in an integral solution in CFRP with the usual solution in welded aluminum for the closing endwalls.

The use of composite material for these structures also implies the introduction of non-conventional manufacturing methods for the railway sector (Semipreg-Sandwich-Pultrusion) with curing outside of autoclave and compliance with the demanding fire and smoke requirements of the EN 45545.

The final objective of the project is the bench validation of the prototype according to the usual standards of the railway sector, EN 12663.