Electromobility and sustainability are the current megatrends that drive the market development of the automotive industry. In order to be conforming to these megatrends, one solution exists, and this is the lightweighting of automobile structures. More specifically, with advancing metal technology, the trend is for automotive Original Equipment Manufacturers to reduce the thickness of outer, non-load bearing panels of closures like doors and hoods. However, reducing the thickness of such panels creates an additional challenge, this being retaining both the Class A surface finish and the localized stiffness, which is crucial as it defines the experience of the end-user of the automobile. This can be achieved by leveraging 2D rubber or epoxy reinforcements that enable the bridging of the weight reduction and the localized stiffness competing requirements. Outer panel thickness reduction, however, makes them more prone to process induced permanent deformations due to temperatures of the oven required for curing coatings and paints.
The die-attach process is a crucial step in electronic packaging, where semiconductor chips (dies) are securely bonded onto substrates (e.g., lead frames or printed circuit boards). The process typically in-volves applying an adhesive or solder material to join the die and substrate. It ensures electrical con-nectivity, dissipates heat, and protects the delicate semiconductor components. Precise die-attach (DA) techniques are vital to guaranteeing the reliability and performance of electronic devices, as improper bonding can lead to connection failures and reduced overall functionality of the packaged components.
The winding of coils on stator teeth is a central process in the manufacture of electrical machines. The quality of the windings and the associated copper fill factor are important factors for the efficiency of electrical motors. While the copper winding process was manual labor some years ago, this process has meanwhile been completely automated and has been taken over by machines and robots. What is still left for manual labor is the setup of the machines for series production. This can be quite time consuming and costly. To support this setup process, fully understand it in all its details and speed it up, BROSE has used LS-DYNA to develop simulation models for the setup of new coil windings.
Carbon fibre composites have the potential of reducing weight and thereby the carbon footprint of an aero engine component due to the high strength and stiffness of the material relative to its weight. In this paper, a process simulation chain, consisting of forming, curing and structural simulations, is proposed. The demonstrator here is an outlet guide vain (OGV) which is part of an electric fan aero engine demonstrator, See Fig.1 below. This electric ducted fan (EDF) has been developed by GKN Aerospace Sweden in collaboration with the Royal institute of technology (KTH).
Process simulation in LSDYNA from the viewpoint of a materials supplier: towards an integrated approach for performance and process