Economic light-weighting options for high volume
production vehicle structures for year 2020
H. Singh
EDAG, Inc.
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1
NHTSA Light Weighting Project (DTNH22-11-C-00193)
2 Materials and Manufacturing Processes for High Volume Production
3 Vehicle System Weights and Light Weighting Options
4
CAE Simulation Results comparison of the LWV with
Baseline Vehicle test results
5 Conclusions
National Highway Traffic Safety Administration
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How Much Mass Reduction is Feasible for a
Midsize Sedan for Model Years 2017-2025?
1.
Baseline vehicle 2011 Honda Accord
2.
Identify light weighting technologies for 2020 model year vehicle
3.
Cost +/- 10% of current baseline vehicle’s MSRP ($21,980)
4.
Same vehicle performance and functionality
5.
All recommended technologies to be suitable for 200,000 annual
production, 1 Million vehicles over 5 years
6.
Deliver a detailed CAE model to NHTSA suitable for further
occupant safety related work
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Materials & Manufacturing Technologies
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Materials & Manufacturing Technologies
Composites
Composites
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Manufacturing Assembly Technologies
For the LWV only Mature (M) and limited number of
Mid Term (MT) technologies are selected
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Vehicle Pay Load – Mid Size Sedan (Baseline Vehicle)
Occupants
Luggage
Towing (occasional up-to 1000 lbs)
Mass (kg)
Payload
Non
Structural
Body
Structure
Chassis
Power
train
GVWR
Baseline Vehicle
470
465.1
343.8
287.8
383.3
1950
24%
24%
18%
15%
20%
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Non Structural Weight
Seats
Airbags and restraints
Interior Trim
Instrument Panel
Entertainment
Heating & Air-conditioning
Closures
Mass (kg)
Payload
Non
Structural
Body
Structure
Chassis
Power
train
GVWR
Baseline Vehicle
470
465.1
343.8
287.8
383.3
1950
24%
24%
18%
15%
20%
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Chassis Weight
Front and rear suspensions
Brakes System
Wheels & Tires
Mass (kg)
Payload
Non
Structural
Body
Structure
Chassis
Power
train
GVWR
Baseline Vehicle
385
465.1
343.8
287.8
383.3
1950
21%
24%
18%
15%
20%
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Powertrain Weight
Engine & Transmission
Drive-shafts
Exhaust System
Fuel System
Mass (kg)
Payload
Non
Structural
Body
Structure
Chassis
Power
train
GVWR
Baseline Vehicle
385
465.1
343.8
287.8
383.3
1950
21%
24%
18%
15%
20%
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Body Structure Weight
Body Structure
Front & Rear Bumpers
For 1 kg primary Mass reduction, there
is 0.7 kg of secondary mass reduction
Mass (kg)
Payload
Non
Structural
Body
Structure
Chassis
Power
train
GVW
Baseline Vehicle
470
465.1
343.8
287.8
383.3
1950
24%
24%
18%
15%
20%
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LWV Design Options
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Body Structure Options
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Front Doors
Option 3 – Magnesium HPD Casting Combine
several parts. Will require high tonnage
presses.
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Light Weight Vehicle - Body and Closures
Optimized
Advanced High Strength
Steel Body Structure
(-75.6kg)
Aluminum
deck lid assembly
(-4.9 kg)
Aluminum
Hood Assembly
(-7.7 kg)
Hot Stamped Bumper
(-3.5 kg)
Aluminum front
door assemblies
(-15.9 kg)
Hot Stamped Bumper
(-3.6 kg)
Aluminum fenders
(-3.3 kg)
Aluminum rear
door assemblies
(-11.9 kg)
Baseline
Vehicle (kg)
LWV
(kg)
Mass
Reduction
435.9
309.2
-29.1%
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Mass saving
Premium ($/kg)
Light Weight vehicle - Body and Closures
Material Selection
Mat
All the panels are ‘new design’
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kg
AHSS
264.1
Alum
45.1
BIW – AHSS Grades Tensile Strength
Hot Stamping
28.61 kg
Roll Formed
20.20 kg
Average BIW Tensile Strength
Over 750 MPa
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Light Weight Vehicle Chassis
Macpherson
various materials
(-19.2 kg)
Various material
assembly
(-2.1 kg)
Brake system
(-15.8 kg)
Steering system
(-4.8 kg)
Wheels & tires
(-14.2 kg)
Aluminum
K frame assembly
(-11.2 kg)
Aluminum
cradle assembly
(-20.7 kg)
Baseline
Vehicle (kg)
LWV
(kg)
Mass
Reduction
308.1
220.0
-28.6%
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Mass saving
Premium ($/kg)
Light Weight Vehicle – Powertrain resized for same
performance & Range
Down Sized from
2.4L to 1.8L
(-28.6 kg)
5 speed
automatic
(-27.9 kg)
Fuel tank
(-1.8 kg)
Exhaust
(-1.7 kg)
Drive shafts
(-3.5 kg)
Baseline
Vehicle (kg)
LWV
(kg)
Mass
Reduction
314.6
251.1
-20.2%
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Mass saving
Premium ($/kg)
LWV – Mass Saving Summary
Mass (kg)
Payload
Non
Structural
Body
Structure
Chassis
Power
train
GVWR
CVW
MSRP
Baseline
Vehicle
470
465.1
343.8
287.8
383.3
1950
1480
$21,980
EDAG - LWV
470
366.5
261.1
206.1
311.7
1615
1145
-21.2%
-24.1%
-28.4%
-18.7%
-17.2%
-22.6%
Mass
Reduction
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Computer Optimization
CAE Results Comparison with
Baseline Vehicle Test Results
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Topology Solid Volume Generation
Benchmark Vehicle with targets for surface scanning
Exterior and Interior surfaces used to identify solid
volume for topology optimization
Radiator
Luggage space
Fuel Tank
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Engine &
Transmission
Topology Optimization
Complete Model showing multiple
load cases
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Topology Optimization Results
Topology Optimization –
predicted load paths
LWV Structure
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Identifying “Optimal Technology Choices”
Material Portfolio
Mild 140/270
BH 210/340
BH 260/370
BH 280/400
IF 260/410
IF 300/420
HSLA 350/450
HSLA 420/500
HSLA 490/600
HSLA 550/650
SF 570/640
SF 600/780
TRIP 350/600
TRIP 400/700
TRIP 450/800
TRIP 600/980
FB 450/600
FB 330/450
DP 300/500
DP 350/600
DP 500/800
DP 700/1000
DP 1150/1270
CP 500/800
CP 600/900
CP 750/900
CP 800/1000
CP 1000/1200
CP 1050/1470
MS 950/1200
MS 1150/1400
MS 1250/1500
TWIP 500/980
HF 1050/1500
(22MnB5)
Steel Processing & Technology Portfolio
Conventional Coils
Laser Welded Coils
Tailor Rolled Coils
Conventional Blanks
Laser Welded Blanks
Tailor Rolled Blanks
Laser Welded Tubes
Variable Walled Tubes
High Frequency Induction Welded Tubes
Variable Walled Profiles
Stamping
Conventional Blank
Laser Welded Blank
Tailor Rolled Blank
Hot Stamping - Direct & Indirect
Conventional Blank w/wo Tailor Quench
Laser Welded Blank w/wo Tailor Quench
Tailor Rolled Blank w/wo Tailor Quench
Roll Forming
Conventional Coil
Laser Welded Coil
Tailor Rolled Blank
Hydroforming
Laser Welded Tube
Tailor Rolled Tube
Multi Walled Tube
HFI Welded Tubes *
Laser Welded Finalized Tubes / T³ Process
* HFI - High Frequency Induction
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3G Optimization (Gauge, Grade & Geometry)
1. http://www.worldautosteel.org/Projects/Future-Steel-Vehicle.aspx
2. HEEDS (Red Cedar Technologies, Inc.)
3. SFE CONCEPT software
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3G Optimized – Section Comparison
LWV
Baseline
Vehicle
Rocker Section Comparison – Body structure
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Light Weight Vehicle Crash FEA Model
Number of Parts
702
Number of Beams
4,763
Number of Solids
272,214
Number of Shells
1,210,307
Number of Nodes
1,403,378
Total Number of Elements
1,487,424
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Light Weight Vehicle CAE Analysis Results
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CAE Analysis on LWV is performed and correlated with Honda Accord 2011
for following Stiffness & crash tests:
Torsional and Bending Stiffness
Normal Mode Frequencies
USNCAP Frontal Rigid Barrier 35 mph test
IIHS offset barrier 40 mph deformable barrier test
USSINCAP Lateral side impact test
IIHS Side Impact 50 km/h test
NCAP Rigid Side Pole 20 mph test
IIHS Roof crush test
Rear 301 fuel tank integrity 50 mph test
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Normal Modes and Stiffness Comparison
Description
Baseline Vehicle
Test - stiffness
LWV Target
stiffness
LVW stiffness
Bending
stiffness (N/mm)
8,690
9,000
12,636
Description
Baseline Vehicle
Test - stiffness
LWV Target
stiffness
LVW stiffness
12.33
12.5
16.25
Torsion stiffness
(KN-m/deg)
Frequency type
Front end
lateral mode
Second order
bending mode
First order
bending mode
Torsion mode
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Target
Frequency (Hz)
LWV Frequency
(Hz)
35.10
41.78
39.30
41.12
44.20
47.18
50.10
48.97
USNCAP Frontal Rigid Barrier 35 mph test Baseline Vehicle V EDAG - LWV
Honda Accord 2011
Test # 7078
CVW
Mass
(kg)
MSRP
($)
1,480
21,980
EDAG – LWV
CAE Simulation
Mass
(kg)
CVW
1,145
-22.7%
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MSRP
($)
USNCAP Frontal Rigid Barrier 35 mph test
Crash pulse comparison of the Honda Accord 2011(Actual Test) and EDAG LWV
Occupant compartment intrusion comparison
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IIHS offset barrier 40 mph deformable barrier test
LWV CAE Simulation
Crash pulse comparison of the Honda Crosstour 2010 (Actual
Test) and EDAG LWV
Occupant compartment intrusion comparison
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IIHS Side Impact 50 kmh test
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IIHS Side Impact 50 kmh test
Velocity comparison at mid B pillar on the struck side
Rating comparison for the IIHS lateral test
Exterior crush comparison at the mid-door level on struck side
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NCAP Rigid Side Pole 20 mph test
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IIHS Roof crush test
SWR versus platen displacement for Honda Accord and light weight Vehicle
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Rear 301 fuel integrity 50 mph test
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Other studies
Performance – PSAT and ADAMS
Durability with loads from ADAMS – Pot Hole, Braking, Cornering
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Conclusions
1. This study helps to demonstrate that mass reduction of up to 23% is likely feasible,
that maintains performance and safety functionality and MSRP at +10% of the
original baseline midsize sedan.
2. The approach for this study is an evolutionary implementation of advanced materials
and manufacturing technologies currently used in the automotive industry.
3. The recommended materials (Advanced High Strength Steels, Aluminum,
Magnesium and Plastics) manufacturing processes (Stamping, Hot Stamping, Die
Casting, Extrusions, Roll Forming, Hydroforming) and assembly methods (Spot
welding, Laser welding and Adhesive Bonding) are at present already used, some to a
lesser degree than others.
4. The recommended technologies should be able to be fully developed within the
normal ‘product design cycles’ using the current ‘design and development’ methods
prevalent in the automotive industry.
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Thank you for your
Attention
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