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Light-Weighting Options for Vehicle Structures for Model Year 2020

Light-Weighting Options for Vehicle Structures for Model Year 2020. H. Singh – January 27 th , 2012. 1. NHTSA Light Weighting Project. 2. High Volume Production Cycle Time. 3. Materials and Manufacturing Processes for High Volume Production. 4.

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Light-Weighting Options for Vehicle Structures for Model Year 2020

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  1. Light-Weighting Options for Vehicle Structures for Model Year 2020 H. Singh – January 27th, 2012

  2. 1 NHTSA Light Weighting Project 2 High Volume Production Cycle Time 3 Materials and Manufacturing Processes for High Volume Production 4 Vehicle System Weights and Light Weighting Options 5 CAE Simulation Results comparison with test results 6 Conclusions

  3. Baseline vehicle 2011 Honda Accord • Identify light weighting technologies for 2020 model year vehicle • Cost no higher than 10% of current baseline vehicle’s MSRP • Same vehicle performance and functionality • All recommended technologies to be suitable for 200,000 annual production, 1 Million vehicles over 5 years • Deliver a detailed CAE model to NHTSA suitable for further safety related work How Much Mass Reduction is Feasible for a Midsize Sedan for Model Years 2017-2025?

  4. High Volume Production Cycle Time • 200,000 Annual Production • 4,000 Weekly (50 Weeks per Year) • 800 Daily (5 Days per week) • 50 Hourly (16 Hours – 2 shifts) One a Minute!

  5. Mass Saving Cost Boundaries for This Study Vehicle Mass 1480.5 kg (Mid Size Sedan – Honda Accord) Vehicle MSRP - $22,730 Manufacturing Cost - $14,700 (using RPE 1.47) 10% Cost Increase; equivalent to $1,546 150 kg mass saving at $10.00 Per kg Mass Saving Premium Or 300 kg mass saving at $5.00 Per kg Mass Saving Premium 10% Vehicle Mass Reduction leads to approx 6.5% increase in fuel economy

  6. Materials Cost Comparison

  7. Materials &Manufacturing Technology

  8. Materials &Manufacturing Technology

  9. Manufacturing Assembly Technology

  10. Vehicle Pay Load – Mid Size Sedan (Honda Accord) Occupants Luggage Towing (1000 lbs)

  11. Non Structural Weight Seats Airbags and restraints Interior Trim Instrument Panel Entertainment Heating & Air-conditioning Closures

  12. Chassis Weight Front and rear suspensions Brakes System Wheels & Tires

  13. Powertrain Engine & Transmission Drive-shafts Exhaust System Fuel System

  14. Body Structure Weight Body Structure Front & Rear Bumpers

  15. LWV Design OptionsBody Structure and Closures

  16. Body Structure Options

  17. Front Doors Option 2 – Magnesium HPD Casting Combine several parts Will require high tonnage press

  18. Light Weight Vehicle - Body and Closures Optimized Advanced High Strength Steel Body Structure (-82 kg) Aluminum deck lid assembly (-4.9 kg) Aluminum Hood Assembly (-7.5 kg) Hot Stamped Bumper (-3.5 kg) Aluminum rear door assemblies (-11.5 kg) Aluminum front door assemblies (-15.2 kg) Hot Stamped Bumper (-3.6 kg) Aluminum fenders (-3.6 kg)

  19. Light Weight Vehicle - Body and Closures – Material Selection

  20. Light Weight Vehicle Chassis Various material assembly (-2.1 kg) Macpherson various materials (-15.3 kg) • Brake system • (-18.2 kg) • Steering system • (-4.8 kg) Wheels & tires (-14.2 kg) Aluminum K frame assembly (-11.2 kg) Aluminum cradle assembly (-20.7 kg)

  21. Light Weight Vehicle – Powertrain resized for same performance • 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)

  22. Light Weight Vehicle - Interior Instrument Panel (-4.2 kg) Magnesium/ Composite Back Panel (-6.2 kg) Magnesium intensive Frame (-7.5 kg per seat) Magnesium IP Beam (-5.3 kg)

  23. Computer Optimization of LWV

  24. Vehicle Light WeightingTopology Optimization Topology Optimization – predicted load paths LWV Structure

  25. Vehicle Light Weighting3G Optimization (Gauge, Grade & Geometry)

  26. Vehicle Light Weighting3G Optimized – Section Comparison LWV Baseline Honda Accord Rocker Section Comparison – Body structure

  27. CAE Analysis Results for Light Weight Vehicle 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

  28. Light Weight Vehicle FEA Model

  29. NVH and Stiffness Comparison

  30. USNCAP Frontal Rigid Barrier 35 mph Test Results of EDAG LWV crash model for this crash test has been correlated with Honda Accord 2011 test # 7078 done by MGA research corporation. • Curb weight of the LWV crash model = 1150 kg • Weight of 50th percentile male dummy on driver seat = 80 kg • Weight of 5th percentile female dummy on front passenger seat = 50 kg • Weight of instrumentation in the rear cargo area= 45 kg • Total test weight of the LWV Crash Model = (1150+80+50+45)= 1325 kg • Total test weight of Honda Accord 2011 crash test ( Test # 7078) = 1669 kg

  31. USNCAP Frontal Rigid Barrier 35 mph Test LWV - CAE Simulation Honda Accord 2011 Test # 7078

  32. USNCAP Frontal Rigid Barrier 35 mph Test Honda Accord 2011 Test # 7078

  33. USNCAP Frontal Rigid Barrier 35 mph Test Crash pulse comparison of the Honda Accord 2011(Actual Test) and EDAG LWV Occupant compartment intrusion comparison

  34. LWV – Mass Saving Summary

  35. Conclusions 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. The approach for this study is an evolutionary implementation of advanced materials and manufacturing technologies currently used in the automotive industry. 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. 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.

  36. Partner Companies Chartered in 1992, the NCAC at The George Washington University's Virginia Campus is one of the nation's leading authorities in automotive and highway safety research. Since its inception, Electricore has had a successful history of collaboration with the departments of Defence, Energy and Transportation in the development, demonstration and deployment of advanced technologies.

  37. Thank you for your Attention

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