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Legislative demands force the automotive industry to reduce greenhouse gas (GHG) emissions. At the same time, crashworthiness must not be compromised. A ve-hicle's GHG emissions, such as carbon dioxide, is dependent on its fuel consump-tion. Lowering the vehicle weight, reducing fuel consumption, will therefor reduce emissions. Thus, high performance lightweight materials and structures are on demand. Several methods for achieving high-performance lightweight components are available. One of the most successful approaches has been replacing mild steels with press-hardened steels, e.g. ultra high strength steels (UHSS). In the press-hardening process, a low-alloyed boron steel blank is austenitized followed by simultaneously forming and cooling. By controlling cooling rates, a martensitic microstructure can be obtained, resulting in components with superior properties compared to mild steels. Other methods of achieving lightweight components in-clude the usage of sandwich structures where stiff skins are bonded to a low-density core. In the present thesis, several types of sandwich structures are studied both numerically and experimentally. A UHSS sandwich with a bidirectionlly corru-gated core, intended for stiffness application, is manufactured and evaluated in three-point bending. Finite element models are utilized to recreate the three-point bend test. A large amount of finite elements are required for precise discretization of the core. The number of finite elements are reduced by replacing the sandwich with an homogeneous, equivalent model with input data obtained from analyzing representative volume elements (RVEs) of the core, subjected to periodic and ho-mogeneous boundary conditions. Good agreement is found between experiments and finite element models. A UHSS sandwich with a partly perforated core is evaluated numerically for energy absorption applications. Several hole configu-rations for the core are evaluated with respect to specific energy absorption. A fracture criterion is utilized for the sandwich skins. Computational time is re-duced by homogenization of the core using a stress-resultant based constitutive model. It is found that the sandwich concept allows for an increase in specific energy absorption and that the computational time can be reduced while still be-ing able to predict energy absorption. An experimental methodology is developed for mechanical characterization of micro-sandwich materials. Tools are developed for loading the micro-sandwich in out-of-plane tension and shear, where digital image correlation is used for measuring displacements fields and fracture of the micro-sandwich core. Statistical methods are adopted for analyzing the variation in the mechanical properties of the micro-sandwich from which statistical means may be obtained. The experimental data is used as input for constitutive models, simulating the micro-sandwich material subjected to peeling, using a T-peel test. The numerical models are validated against experiments, found to agree within one standard deviation, suggesting that the experimental methodology produces robust data.The present work has thus presented methods, further increasing the usability of UHSS with regard to lightweighting, and explored how such components may be simulated numerically with adequate accuracy and reasonable computation time. Furthermore, the present thesis contributes by presenting methods for character-izing micro-sandwich materials, including statistical methods for analyzing scatter in mechanical properties, and how such sandwich materials may be modeled, tak-ing elasto-plasticity and damage into account. These results opens up possibilities for further development and optimization of lightweight constructions.

Lightweight materials and structures are essential building blocks for a future with sustainable transportation and automotive industries. Incorporating lightweight materials and structures in today's vehicles, reduces weight and energy consumption while maintaining, or even improving, necessary mechanical properties and behaviors. Due to this, the environmental footprint can be reduced through the incorporation of lightweight structures and materials. Awareness of the negative effects caused by pollution from emissions is ever increasing. Legislation, forced by authorities, drives industries to find better solutions with regard to the environmental impact. For the automotive industry, this implies more effective vehicles with respect to energy consumption. This can be achieved by introducing new, and improve current, methods of turning power into motion. An additional approach is reducing weight of the body in white (BIW) while maintaining crash worthiness to assure passenger safety. In addition to the structural integrity of the BIW, passenger safety is further increased through electrical systems integrated into the modern vehicle. Besides these safety systems, customers are also able to choose from a long list of gadgets to be fitted to the vehicle. As a result, the curb weight of vehicles are increasing, partly due to customer demands. In order to mitigate the increasing weights the BIW must be optimized with respect to weight, while maintaining its structural integrity and crash worthiness. To achieve this, new and innovative materials, geometries and structures are required, where the right material is used in the right place, resulting in a lightweight structure which can replace current configurations. A variety of approaches are available for achieving lightweight, one of them being the press-hardening method, in which a heated blank is formed and quenched in the same process step. The result of the process is a component with greatly enhanced properties as compared to those of mild steel. Due to the properties of press hardened components they can be used to reduce the weight of the body-in-white. The process also allows for manufacturing of components with tailored properties, allowing the right material properties in the right place. The present work aims to investigate, develop and in the end bring forth two types of light weight sandwiches; one intended for crash applications (Type I) and another for stiffness applications (Type II). Type I, based on press hardened boron steel, consists of a perforated core in between two face plates. To evaluate Type I's ability to absorb energy for crash applications a hat profile geometry is utilized. The hat profile is numerically subjected to loading from which the required energy to deform it can be found. These results are compared to those from a reference test, consisting of a hat profile based on solid steel and with an equivalent weight to that of the Type I hat profile. The aim is to minimize the weight of the core while maximizing the energy absorption. Type II consists of a bidirectional corrugated steel plate, placed in between two face plates. The geometry of the bidirectional core requires a large amount of finite elements for discretization causing a small time step and long simulation times. In order to reduce computational time a homogenization approach is suggested where the aim is to be able to predict stiffness of a planar sandwich at a reduced computational cost. The numerical results from Type I show that it is possible to obtain a higher energy absorption per unit weight by introducing perforated cores in sandwich panels. Typically, energy absorption of such a panels were 20% higher as compared to a solid hat profile of equivalent weight, making it an attractive choice for reducing weight while maintaining performance. However, these results are awaiting experimental validation. The results from Type II show that it is possible, by introducing a homogenization procedure, to predict stiffness at a reduced computational cost. Validation by experiments were carried out as a sandwich panel was subjected to a three point bend in the laboratory. Numerical and experimental results agreed quite well, showing the possibilities of incorporating such panels into larger structure for stiffness applications.

One of the most striking innovations in late eighteenth century prose fiction was the introduction of a distinct narrator's voice. To throw some light on the emergence of this innovation, I will compare three works: "Povest' o Frole Skobeeve," an anonymous work from the 1720s; Ivan Novikov's "Novgorodskikh devushek sviatochnyi vecher," which appeared in a 1785 collection of his short stories; and Nikolai Karamzin's "Natal'ia, boiarskaia doch'," which appeared serially in his Moskovskii zhurnal in 1792. These works will be viewed as representative of three stages in the eighteenth century development of narrative prose structure.