Key Takeaways & Executive Findings
- •• Under-aged 7003 aluminum alloy bumper beams exhibit optimal energy absorption (7.86 kJ) and high peak force (38.75 kN) under three-point bending. • Peak bending force is proportional to material strength across different aging conditions, while stress triaxiality governs cracking failure. • Pre-aged and under-aged beams resist cracking up to 250 mm displacement due to a stress transition from tensile to compressive on the bottom surface. • The Swift−Hockett−Sherby constitutive model combined with the Gurson−Tvergaard−Needleman damage model accurately predicts plastic response and fracture behavior.
Abstract
The bending collapse and energy absorption of 7003 aluminum alloy bumper beams under four aging conditions (pre-aging, under-aging, peak-aging, and over-aging) were investigated through three-point bending tests. Microstructural characterization was performed using scanning electron microscopy and transmission electron microscopy. Based on the Swift−Hockett−Sherby constitutive model combined with the Gurson−Tvergaard−Needleman damage model, the plastic response and fracture behavior of the 7003 aluminum alloy under uniaxial tension and three-point bending were accurately predicted. The results showed that the peak bending force of the beams was proportional to the strength under different aging states, while stress triaxiality governed the cracking failure. Pre-aged and under-aged beams resisted cracking until reaching 250 mm displacement due to stress transition from tensile to compression on the bottom surface. The under-aged beam exhibited optimal energy absorption (7.86 kJ) and a higher peak force (38.75 kN).
1. Introduction
The bumper is an important component of the passive safety system in a vehicle, playing a major role in receiving impact force and absorbing energy through its deformation [1]. Compared to traditional internal combustion engine vehicles, new energy vehicles exhibit an over 10% increase in total mass, necessitating enhanced crashworthiness of the vehicle body to meet stringent collision safety requirements [2]. Consequently, the development of cost-effective, high-performance bumpers has become a primary design objective for automotive engineers [3].
The assessment of bumper crashworthiness predominantly relies on the established testing standards, which include pendulum impact, full-width barrier impact, and 40% offset barrier impact tests. Notably, the dimensions of both the pendulum and the barrier align closely with those of the bumper beam, thereby ensuring that these tests can effectively replicate real-world vehicle collision scenarios [4]. In addition to the full frontal bumper collision, the most common accidents are column collisions that impact vertical hard objects (such as telephone poles or trees). In column collision, the deformation of the bumper is concentrated on the local bumper beam, and the energy absorption box cannot completely collapse and absorb energy, resulting in more serious damage to the bumper beam [5]. So, the automobile designers put forward higher requirements for the bending energy absorption of bumper beams. BAI et al [6] investigated the three-point bending collapse of the dual rectangle thin-walled tube using theoretical prediction and experimental verification. The global energy equilibrium theory was applied to deriving the bending characteristic of the dual rectangle thin-walled tube. KIM and REID [7] presented a self-consistent method to predict the response of the bending moment for the empty tube. QIAN et al [8] carried out a comprehensive experimental/numerical study on a 6060 T6 bumper profile subjected to combined shear-compression load.
Aluminum alloys are ideal materials for the bumper beam, due to their good formability, high specific strength, and high recycling value [9,10]. In particular, aluminum extrusions with the complicated cross-sectional shapes and flexible wall thickness distributions are being increasingly applied to automotive components. Therefore, most of the present beams are made of aluminum alloys. SUN et al [11] developed the multi-objective optimization for the wall thicknesses of aluminum alloy bumper under different low-speed impacting conditions. BILSTON et al [12] c
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Cong-chang XU, Han-lin XIANG, Teng ZHAN, Peng-cheng GUO, Luo-xing LI (2025). Effect of aging treatment on bending collapse and energy absorption of 7003 aluminum alloy bumper beams. SinoTechIntel Verified Research. https://doi.org/10.1016/S1003-6326(25)66926-3
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Frequently Asked Questions
What is the optimal aging condition for 7003 aluminum alloy bumper beams?
The under-aged condition provides optimal energy absorption (7.86 kJ) and a high peak force (38.75 kN) under three-point bending.
How does aging treatment affect the bending collapse of 7003 aluminum alloy beams?
Aging treatment influences the strength and ductility of the alloy, which in turn affects the peak bending force and cracking behavior. Pre-aged and under-aged beams resist cracking up to 250 mm displacement due to stress transition from tensile to compressive on the bottom surface.
What models were used to predict the plastic response and fracture behavior?
The Swift−Hockett−Sherby constitutive model combined with the Gurson−Tvergaard−Needleman (GTN) damage model was used to accurately predict the plastic response and fracture behavior under uniaxial tension and three-point bending.
What is the role of stress triaxiality in the cracking failure of the beams?
Stress triaxiality governs the cracking failure of the beams, as it influences the onset and propagation of cracks during bending.
Why are aluminum alloys preferred for bumper beams?
Aluminum alloys are preferred due to their good formability, high specific strength, and high recycling value, making them cost-effective and high-performance materials for automotive components.
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