Tubular structures find wide application in the automotive context. In particular, rectangular cross-section tubes are used to fabricate structural frames via different techniques, such as Three-Roll-Push-Bending with the addition of twisting component (TRPBT) and the Rotary Draw Bending (RDB). However, whether the accumulated plastic strains, hardening and residual stresses influence the load capacity of the tubular component is still unclear. This paper is intended to shed light on this issue. The load capacity of a tubular mock-up obtained by sequential combination of TRPBT and RDB has been empirically assessed by a destructive compression test. A finite element (FE) model has been devised and validated to analyse the manufacturing processes. This work puts in light the need to correctly model the compliance of the tool set-up for Roll Bending in the numerical calculations. The final shape of the mock-up obtained by FE analysis is the input of the numerical simulation of the compression test. The present modelling has shown clearly that the global resistance of a tubular component is sensitive to plastic strains, hardening and residual stresses resulting from the previous forming processes. Taking into account these three factors greatly improves the capability of the FE to model the mechanical response of the structural part.

管状结构在汽车环境中得到了广泛的应用。特别地，矩形横截面管用于通过不同的技术来制造结构框架，例如通过添加扭曲组件（TRPBT）和旋转拉伸弯曲（RDB）的三辊推弯。然而，尚不清楚累积的塑性应变，硬化和残余应力是否影响管状部件的负载能力。本文旨在阐明这个问题。由TRPBT和RDB顺序组合获得的管状模型的负载能力已通过破坏性压缩试验进行了经验评估。已经设计并验证了有限元（FE）模型来分析制造过程。这项工作表明需要在数值计算中正确建模用于辊弯的工具设置的依从性。通过有限元分析获得的模型的最终形状是压缩试验数值模拟的输入。本模型清楚地表明，管状部件的整体阻力对由先前的成型过程产生的塑性应变，硬化和残余应力敏感。考虑到这三个因素，极大地提高了有限元建模结构零件机械响应的能力。本模型清楚地表明，管状部件的整体阻力对由先前的成型过程产生的塑性应变，硬化和残余应力敏感。考虑到这三个因素，极大地提高了有限元建模结构部件机械响应的能力。本模型清楚地表明，管状部件的整体阻力对由先前的成型过程产生的塑性应变，硬化和残余应力敏感。考虑到这三个因素，极大地提高了有限元建模结构零件机械响应的能力。