TP 2415

Transactions of The Indian Institute of Metals

Vol. 63, Issue 5, October 2010, pp. 765 - 772

Characteristics of aluminium metal foam for automotive

applications
G. Srinath1, Aravind Vadiraj1, G. Balachandran1, S.N. Sahu2 and Amol A. Gokhale2
1
Advanced Engineering, Technical Centre Ashok Leyland, Vellivoyalchavadi, Chennai 600103, India
2
Defence Metallurgical Research Laboratory, Kanchanbagh, Hyderabad 500058, India

Email: srinath.g@ashokleyland.com

Received 22 January 2010

Revised 11 May 2010 Keywords:
Accepted 10 June 2010 aluminium foam; light weight structure; sound absorption; crash
Online at www.springerlink.com
box, flexure beams; energy absorption
© 2010 TIIM, India

Abstract
Closed cell aluminium foam has been examined with respect to crash protection systems, stiff and strong light weight structures and sound
absorbing panels / enclosures for use in automotive systems. Monotonic compression tests revealed that the crash box made from aluminium
foam- filled steel tube showed twice the energy absorption compared to empty crash box. Flexural studies on foam-filled thin walled aluminium
extruded section showed higher resistance to bending (7.5 kN) against empty Al-section (5.8 kN). Differences in the mechanisms of deformation
between foam filled sections and their empty counterparts were studied in compression and bend loading conditions. Acoustic behaviour was
evaluated in the as-received foam and in foams post processed to increase cell interconnectivity. High sound absorption coefficients were
observed in most conditions. The optimum combination of high sound absorption coefficient and frequency range occurred in a crushed foam
with good cell interconnectivity.

1. Introduction
Modern automobiles call for several advanced features
such as energy efficient crash safe structures, efficient
thermal management system, silent ride and reduced
vibration. Aluminium foams not only have high energy
absorption and sound absorption characteristics, but are
also light weight [1]. Inclusion of aluminium foams into
automotive structures increases the levels of density-
compensated design indices such as bending stiffness,
bending strength, energy absorption, flexural damping etc
[2]. Although closed cell foams are not as effective as open
cell foams for sound absorption [1], any improvement in the
sound absorption property of closed cell foams would add
to their multi-functionality. The possible application areas of
aluminium foam in automobiles are: crash box, pillars and
frames, Rear Under Protection Device (RUPD), Side Under
Protection Device (SUPD), engine mount brackets, floor
panels etc. In addition, materials solutions to reduce noise-
vibration- harshness levels would be attractive.
Crash boxes are structures placed between the impact
beam or bumper and front rail of an automobile to protect
against frontal crash [3]. Traditional crash boxes are made of
metallic steel tubes, which absorb the kinetic energy of
impact by undergoing plastic deformation in localized regions
depending on the magnitude of the impact force [4]. The
deformation of a crash box takes place broadly in two basic
forms namely concertina and diamond type, the former
considered preferable in terms of energy absorption [3, 5-8].
Some times there could be a mixed mode failure as well.
Incorporation of low density metallic foam inside these
metallic tubes enhances the energy absorption characteristics
of the crash box [5]. The higher crush resistance of foam
filled tube has been attributed to the intrusion of the wall
material into the foam filler which resists the deformation
resulting in enhanced deformation strength and energy
absorption [6]. From application point of view, it is
advantageous to use steel column due to easier integration
with steel chassis. Secondly, steel column has higher collapse
strength than aluminium column, and much higher collapse
strength than bare foam. While interaction between the
collapse of aluminium column and foam could have
been expected because of similar collapse strengths, the
same can not be anticipated for steel column filled with
aluminium foam, and hence it is necessary to investigate the
same.
Automobile structures use many thin walled prismatic
beams, such as A-pillar, B-pillar etc. Metal foam filled beams
were found to offer higher specific strength and energy
absorption against crash than unfilled beams [9]. Foam
insertion improved resistance to biaxial bending and caused
progressive crushing consuming greater energy during
deformation. Foam filling in beams can be done in entire
length or selectively at regions where higher strengthening
is required [10].
Sound and vibration resistant panels are required in
automobile floors, bulkheads, engine mount brackets etc.
Polymer foams are traditionally used for sound absorption.
The most important frequency range for sound attenuation
lies in the range of 400–4000 Hz, since higher audible
frequencies get attenuated easily [11]. Compared to polymer
foams, metal foams are heat resistant and self supporting.
This study attempts to examine the characteristics of melt
processed closed cell aluminium foam with respect to
applications in crash box, structural beam and sound
absorbing laminates.
766 Srinath et al. : Trans. IIM Vol. 63, Issue 5, October 2010

2. Experimental Uniaxial compression testing was carried out using a

100 kN MTS hydraulic actuator at Ashok Leyland Component
Closed cell aluminium foam made at Defence Test Laboratory. The actuator was fixed in a horizontal frame
Metallurgical Research Laboratory (DMRL), Hyderabad was supported by vertical pillars. The piston of the actuator was
used for the study. The foam was made by melting route connected to a flat plate, which was placed on top of the
involving stabilisation of the foam precursor with 1.5%Ca crash box. The base of the crash box was fixed to a rigid steel
and using 1.2% titanium hydride as foaming agent. Other bed. The testing was carried out at a crosshead speed of
process parameters can be found elsewhere [12]. The foam 0.15 mm/min till a maximum of 100kN load. The force vs.
was characterized for its apparent density and for deflection data were acquired using an online data acquisition
microstructure by optical and scanning electron microscopy system.
(SEM).
2.2 Characterisation of foam filled beam for flexure testing
2.1 Characterisation of foam filled crash box
Extruded rectangular aluminium beam was used with
Crash box was constructed using mild steel tube, which and without foam filling for the three- point bend test
was welded to a steel sheet base (Fig. 1). The entire welded (Fig. 2). Machined foam was force fitted into the beam. The
section was annealed at 900oC. Machined and cut foam was dimensional details of the beam and test parameters are given
press fitted into the tube. The details of the crash box in Table 2. Flexure test was carried out in a 50kN MTS
dimensions and experimental parameters are given in Table 1. hydraulic actuator with an online data acquisition system to
An empty crash box was also tested for comparison. record the load- displacement behaviour till the failure of the
sample.
Table1. Test parameters used in crash box crush test.
Table 2. Test parameters used in three points bend test.
Parameters Remarks
Beam Material Extruded aluminium channel
Tube material Steel grade: St520.18C-0.23Si-
1.47Mn-0.007P- Composition 0.6Mg-0.44Si-0.18Fe-0.02Mn-
0.054SUTS=490MPa; %El =22 0.01Cu-0.01Zn- 98.71Al
Condition Annealed Beam Shape Rectangular
External diameter of Beam cross section (mm),
tube (mm), D 75 a x b 64 x 38
Thickness of tube (mm), t 0.5 Equivalent cross section
(mm2), b’ 49.31
Length of the tube (mm), L 100
Beam thickness (mm) 1.5
Base Welded to Mild steel plate
Beam length (mm), L 500
Foam material Aluminium closed cell foam
Initial foam density (g/cc) 0.4 Beam support span length
(mm), d 400
Foam height(mm) 100
Foam material Aluminium closed cell
Foam diameter(mm) 74
Foam density (g/cc) 0.4
Foam insertion Press fit into the crash box
Foam length (mm) 100
Compression test machine 100kN MTS hydraulic actuator
Machine used UTM
Test mode Uniaxial compression
Actual length of foam
Crosshead speed (mm/min) 0.15 filling (mm) 100
Final foam density after Load range applied (kN), F 50
crushing (g/cc) 1.09
Punch velocity (mm/s) 0.15
L/D ratio 1.33
Punch diameter (mm), D 50
t/D ratio 0.00666
Maximum displacement (mm) 40

Fig. 2 : Schematic diagram of three points bend test on empty

Fig. 1 : Schematic diagram of the crash box. and foam filled section.
 Srinath et al. : Trans. IIM Vol. 63, Issue 5, October 2010 767

2.3 Characterization of foam for acoustic applications
Acoustic performance was evaluated in (a) 22 mm thick
sample of as- received foam (b) 22 mm thick foam after
drilling holes at selected locations and (c) after crushing of
foam under condition described above from 100 mm to 22 mm
thickness (d) 8 mm thickness having same weight as that of
22mm thick as-received foam. The purpose of post processing
was to increase cell interconnectivity in the foams.
Sound absorption measurements were done with a
microphone standing wave tube developed at Ashok Leyland
according to ASTM- E1050, ISO 10534-2. The tested
frequency ranged from 250 Hz to 2600 Hz. The two
microphone method, also known as the transfer function
method, uses the frequency response function between two
microphones for evaluation of the normal incidence
absorption coefficient. The process of computing absorption
coefficient at different frequencies becomes synonymous to
obtaining an averaged phase normalized calibrated transfer
function between the two microphones. Suitable measures
were taken to prevent leakages from holes and terminator
plunger. Sound signal generated from a function generator is
coupled to a 30 kW speaker excited by a power amplifier.
Periodic chirp and noise excitations are used to obtain the
absorption coefficients. Microphone locations were
positioned away from the nodes in the frequency range of
interest. The data from the microphones were logged. The
averaged transfer function between the microphones was
used to compute the normal incidence absorption coefficient
and normal surface impedance of the specimen.
3. Results and discussions
The as-received aluminium foam had an apparent density
of 0.4 g/cc. The foam microstructure shows uniform cell
structure with oval cavities, some with broken walls (Fig. 3a).
At higher magnifications, examined in the SEM (Fig. 3 b,c),
the cell walls show a distribution of Fe-Ti rich intermetallic
particles, Al-Si-O particles and Al-Ca-Ti-O particle/film
networks. EDAX spectra (Fig 3 d, e) confirm the presence
of these oxide particles. The oxides are believed to play
crucial role in the stabilisation of cell structure in liquid foam
[1].

Fig. 3 : Microstructure of aluminium foam: (a) optical stereo microscopic images of as received foam showing cell structure with some
broken walls (b) SEM image showing surface topography (c) SEM BSE image of the cell wall region showing Fe-Ti rich
intermetallic particles, Al-Si-O particles and Al-Ca-Ti-O particle/film networks, (d, e) EDS spectra from Al-Si-O and Al-Ca-Ti-
O rich particles.
768 Srinath et al. : Trans. IIM Vol. 63, Issue 5, October 2010

3.1 Performance of crash box under compression

The load- displacement curves of bare foam (‘A’), empty

crash box (‘B’), summation curve ‘C’ (addition of curves ‘A’
and ’B’) and that of the foam filled crash box (‘D’) are shown
in Fig.4. The crush force attains an initial peak
(corresponding to plastic strength) of 68 kN in both the
empty and the foam filled boxes, much higher than the
corresponding value of 16-17 kN for the bare foam. The
figure indicates that the plastic strength of the foam filled
box is controlled by the steel container and the foam does
not contribute to it. This could be due to the fact that the
steel tube and the foam are not metallurgically bonded, and
hence there is no interaction between the two initially.

Fig. 5 : Sequence of deformation of the foam filled crash box

showing more number of uniform and symmetric folds
(concertina mode of failure).

Fig. 4 : Load- displacement behaviour of (A) bare foam, (B)

empty crash box, (C) summation of A and B and (D)
foam filled crash box

Beyond the first peak and drop, the load- displacement

curve for the foam filled box (D) lies above the summation
curve (C). This indicates that deformation of the foam filled
box is not merely dependent on the behaviour of the
constituent materials, but also on the interaction between the
two. The interaction can be attributed to the inward crushing
of the steel shell and the ensuing physical interlocking with
the foam. It can also be seen from the load-displacement
curves that the mean crushing resistance for empty crash
box (A) is almost constant after peak load, while in the foam
filled section (D) the mean crushing resistance increases
progressively. This may be attributed to the densification of
the foam and progressive strain hardening of the steel shell.
In the empty crash box, each peak represents formation of a
new fold and hence does not change the peak load. In bare
foam, successive peaks occur at higher loads, indicating that
the collapse is occurring in bands of finer and finer cells. In
the foam filled column, ‘hardening’ of the foam resists inward
collapse of the column at progressively increasing loads,
leading to increase in the mean crushing resistance.
The load displacement curve of the foam filled crash box
shows uniformly spaced intermittent load spikes. The
sequence of collapse of the foam filled crash box is shown
in Fig. 5. The foam filled crash box after the test shows about Fig. 6 : Foldings in the final crushed crash box and the cut cross
six folds, and the cut cross-section shows the fold lips section showing the dimension and type of fold.
(Fig. 6). The crushing of foam filled box shows more
uniformly distributed folds, described in the Introduction as In contrast to above, the load-displacement curve of the
‘concertina’ type collapse and being associated with greater empty crash box shows fewer load spikes. The spikes are
energy absorption. There is a match between the number of broader and less uniform than in the foam filled crush can.
major peaks in the load- displacement curve and the number The sequence of collapse of the empty can during testing is
of folds in the foam filled tube, indicating that the load drops shown in Fig. 7. The collapse is of ’diamond’ type, i.e. non-
are associated with fold formation. uniform and asymmetric. The extent of eccentricity is reported
 Srinath et al. : Trans. IIM Vol. 63, Issue 5, October 2010 769

microscopy to understand the type of deformation

experienced by the foam. The compression of the foam results
in collapse of the foam voids, breakage of the foam walls and
interconnectivity of the foam pores (Fig.8). The micrographs
also show deformation steps in the foam walls indicating
some amount of plastic deformation of the wall material. At
some locations, the foam cell wall appears cracked probably
due to the presence of brittle oxide particles discussed earlier.

3.2 Flexure testing of foam filled aluminium section

The force-displacement behaviour of the empty and the

Fig. 7 : Sequence of deformation of the empty crash box showing
fewer irregular folds (diamond mode failure).
to be influenced by tube length, diameter and thickness.
Plastic bending and shear of the edges are reported to
dominate the diamond mode crush collapse. The oblique
angle of loading may introduce bending moment that
promotes diamond mode of deformation resulting in lower
energy absorption.
Foam filling generally enhances strength at the crush
zone in the plastic regime of deformation. Foams give a
compressive resistance force to the encroaching wall element
and retard the fold formation [6-8]. This leads to the initiation
of the next fold at shorter displacement. The process
continues, eventually increasing the number of folds. This
enables the steel shell to undergo localised deformation in
the formation of folds. This progressive strengthening of the
outer shell enhances the overall strength of the crush can in
addition to energy absorption. The fact that there is no
rupture in the folds indicates that the folds have taken place
within the plastic flow regime before rupture strength is
achieved. Present results corroborate well with literature
report which suggests that foam filling enhances the number
of folds and hence associated plastic deformation [5].
The foam filled section has higher resistance to
deformation during crushing and 2.22 times higher total
energy absorption than the empty box (Table 3). However, in
terms of specific energy absorption, foam filled box is
somewhat less efficient than the empty box.
The microstructure of the foam contained within the crash
box was examined using optical and scanning electron
partially foam filled aluminium section are shown in Fig. 9. It
is observed that the initial peak load (‘plastic strength’) of
the elastic regime of foam filled section is 7.5 kN, which is
about 30% higher than the corresponding value of 5.7 kN for
the empty section. The bending moment in the empty section
was found to be 577 Nm at an angle of rotation 0.95o as
against 755 Nm at an angle of rotation of 1.7o for the foam
filled section (Fig. 10). Foam filling has improved the bending
moment by 1.3 times and the angle of rotation to reach the
maximum bending moment is enhanced by 1.8 times. The
bending resistance and energy absorption values are given
in Table 4 and show that foam filled section absorbs more
energy than the empty section, even when considered on
unit weight basis.
The deformation pattern of the section (Fig. 11) shows
formation of an inward fold and two lateral outward folds in
both the cases. The depth of fold and length of outward fold
increases with increasing deflection or angle of rotation. The
folds are shorter in the case of foam filled section than in the
empty section (Table. 4). This indicates that the foam filling
absorbs sufficient amount of energy to leave less energy
available for fold formation. Deformation of an empty section
around the neutral axis of bending causes the outer edge to
undergo tension, while the inner edge undergoes
compression. Till the highest load in the plastic deformation
is reached, the stress profile is symmetric. At higher
deflection, the bending angle increases and plastic
deformation shifts from centre of the inner edge towards
outer edge. There is reduction in cross section at the crush
zone due to deformation, which reduces bending resistance
[13].
With the filling of metal foam, there is localization of
stress at the crush zone and foam filling decreases the
deformation zone at the crush zone and some times form
additional folds that form at either sides of the crush zone
to enable higher energy absorption [10].

Table 3 : Definitions and experimentally determined values of various parameters in the crash box crush
test. Mathematical formulations for calculating the parameters are given in literature [7].
Parameters Definition Empty Foam filled
Total energy absorbed (kJ), E Area under the load (P)-
displacement(d) curve 1.6 3.5
Average crushing load (kJ), Pa Absorbed energy per unit displacement. 25.04 55.58
Specific Energy absorbed (kJ/kg), Absorbed energy per unit mass (m)
SEA of the column 17.42 13.26
Crush force efficiency, AE Ratio between the average load Pa and
maximum load Pmax both calculated in
the interval of {0,ä} 0.37 0.83
Deformation mode observed - Diamond Concertina
Number of folds - Fewer number of 6
non uniform folds
770 Srinath et al. : Trans. IIM Vol. 63, Issue 5, October 2010

Fig. 8 : The crushed microstructure of the foam (a-b) Stereo microscopy shows that oval shapes have been crushed to interconnected
pores (c) SEM micrograph showing collapse of the void and cell interconnectivity (d) Higher magnifications in SEM showing
cell wall deformation (f-g) Higher magnification images show cracks in the foam walls due to presence of brittle phases along
with deformation steps.

3.3 Acoustic test on aluminium foams
Details of calculation of sound absorption parameters
are described in literature [14]. The sound absorption
characteristics of different forms of foams used in this study
are shown in Fig. 12. The as-received foam shows peak
absorption in a narrow range of frequencies of 1000 to 1250
Hz and a minor secondary peak at ~1850 Hz. Though the
foam was supposed to be ‘closed cell’ foam, cell wall defects
were observed (Fig. 3). Thus, the defective cell walls must
have opened up channels for sound waves to pass and
dissipate energy. The drilling of foam at select locations
shifted the peak absorption region by around 50Hz, and two
secondary peaks were observed in the range 1550 to 1750 Hz.
There is broad tertiary peak in the range 2000 to 2600 Hz.
Thus, drilled foam absorbs sound in higher frequency ranges.
The sound wave is conducted through the drilled holes and
interacts with the interconnected pores. The interconnectivity
of cells in the drilled foam enables better sound energy
dissipation. Hence, it was decided to study the sound
absorption characteristics of crushed foam.
Significant sound absorption was observed in the crushed
foam of 8 mm thickness in the frequency range in the 1100
to 2200 Hz, as shown in Fig. 12. The sound absorption at
higher frequencies was found to be significantly higher than
in the as received sample. The crushed foam shows a broader
 Srinath et al. : Trans. IIM Vol. 63, Issue 5, October 2010 771

Table 4 : Observed parameters in the three point bend test observed in the present study. Mathematical
formulations for calculating the parameters are given in literature [13].
Column material: Aluminium channel Mechanical properties : UTS= 150 MPa; YS = 110 MPa; %El= 8% ; E=
69 GPa

Parameters Definition Empty Foam filled

Half folding length (mm), H Measured from deformed sample 46.55 46.55
Ultimate Bending moment (Nm) Peak value of bending moment after
which the beam undergoes plastic
deformation 577 755
Specific energy absorption Energy absorbed per unit mass of the
(KJ/Kg), SEA column material 269.36 348.18
Dimensionless bending collapse Normalized ultimate bending moment
resistance with fully plastic bending moment of
undeformed section 0.96 0.98
Number of folds Observed No folds No folds
Crush zone dimension (mm) Observed 22 45
Inward fold dimension (mm) Observed 12 10
Outward fold dimension (mm) Observed 14.5 13.5

Fig. 9 : Load displacement behaviour of foam filled beam
showing higher energy absorption as against empty
section.
Fig. 10 : Bending moment response of foam filled beam against
empty Section.
Fig. 11 : Final Deformation pattern of empty and foam filled
rectangular sections.
range of sound absorption with gradual decrement after 1500
Hz. There is also a peak shift compared to the uncrushed
foam. The above sound absorption behaviour in crushed
foam may be attributed to the collapse of closed cell walls
under mechanical load leading to interconnectivity of a large
numbers of foam cells. Hence, aluminium metal foam with
interconnected porosity has satisfactory sound absorption
characteristics at mid frequencies. Crushing of foam reduces
the pore sizes and has a role in shifting the peak positions.
When a thicker crushed foam (22mm) equivalent to the
thickness of uncrushed closed cell foam is used, a flat range
of absorption at all frequencies similar to that of a solid
material is observed as shown in Fig. 12. It is observed that
the thicker crushed foam shows higher sound absorption
over the other types especially in lower frequency ranges
<600 Hz. This may be attributed to the higher foam thickness
and therefore greater number of cavities available for sound
dissipation.
The sound absorption behaviour of metal foams in the
present study is superior at frequency range below 1700 Hz.
At still higher frequencies (>1700 Hz), other foam materials
such as polyurethane foam, glass fibre etc, are useful. A
772 Srinath et al. : Trans. IIM Vol. 63, Issue 5, October 2010
Fig. 12 : Acoustic properties of (A) as received (22 mm) (B)
drilled foam (22 mm) (C) Crushed foam (22 mm) (D)
Crushed foam (8 mm)
combination of metal foam with other polymer foam is an
option that can be considered to effectively suppress sound
absorption.
4. Conclusions
z The characteristics of closed cell aluminium foam were
evaluated for its use in crash box, flexural beam and
sound absorbing panels. Axial crushing of foam filled
crash box showed a 2.2 times enhanced energy
absorption than the empty crash box. The deformation
mode involved formation of folds on the steel shell. In
the foam filled crush can, concertina type deformation
mode was observed, while in the empty steel crash box,
diamond mode of collapse was observed. The increase
in energy absorption may be attributed to the interaction
effect between the foam and steel shell.
z Flexural testing of Al foam filled aluminium section
showed increased peak load and bending moment with
increase in angle of rotation to reach the maximum
bending moment with significant changes in the length
of the deformed area indicating better resistance of foam
filled section to deformation and increased energy
absorption.
z Acoustic damping by closed cell Al foam is effective
only in a very narrow frequency range of 700 to 1300 Hz.
Drilling the closed cell foam improved sound absorption
at higher range with absorption peak shifting to higher
frequencies and formation of secondary peaks. Thinner
(8mm thick) crushed foam showed significant sound
absorption in the entire mid range of 1000 to 2500 Hz.
Thicker crushed foam (22 mm) showed poor sound
absorption in frequency range >700 Hz, while it had
higher sound absorption below 700 Hz. The observed
behaviour is attributed to the interconnectivity of the
pores in the crushed foam in which the sound energy
dissipates. Metal foams can be combined with polymer
foam to achieve sound absorption in all frequency range.
Acknowledgements
The authors place on record their sincere thanks to The
Director-DMRL for the material support and Dr M
Sathyaprasad, Section Head-Advanced Engineering, Ashok
Leyland Ltd for the support and encouragement. The testing
and evaluation support rendered by Mr K.S.J. Panicker,
Component Testing Laboratory, Mr S. Ravishankar,
Metallurgical Engineering Department, Ashok Leyland Ltd
and Dr A.N. Surya Narayana Prasad in acoustic testing is
gratefully acknowledged.
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