Reinventing Automotive SteelGreat Designs in Steel – May5, 2010
Jody Shaw – U. S. Steel
Harry Singh – EDAG, Inc
Akbar Farahani – ETA, Inc
www.worldautosteel.org2
WorldAutoSteel Membership
automotive group of the worldsteel
Ansteel Hyundai-Steel SumitomoArcelorMittal Kobe ThyssenKruppBaosteel Nippon Steel USIMINASChina Steel NUCOR U. S. SteelCorus-Tata POSCO voestalpineJFE Severstal
www.worldautosteel.org3
• Past steel projects and impact on vehicle structures
• The new drivers of structural design
• Future Steel Vehicle - Objectives- Design methodology- Preliminary results
• Conclusions
Today’s Presentation
www.worldautosteel.org4
ULSABUltraLight Steel Auto Body
ULSASUltraLightSteel Auto Suspensions
ULSAB-AVCAdvanced VehicleConcepts
www.worldautosteel.org
ULSACUltraLight Steel Auto Closures
Investment in Automotive
$60 Million
www.worldautosteel.org5
Body Structure Weight vs. Gross Vehicle Weight
(a2mac1 database 2001-2008 production vehicles)
450 Kg
400
350
300
200
150
250
1000 Kg
Body Structure: W/O Closures + IP Beam + Engine Cradle
1500 2000 2500 3000Gross Vehicle Weight
2001-2003 Steel BIW2004-2008 Steel BIW2004-2008 Top 10 Steel BIW
Impact of AHSS Solutions
-21%
www.worldautosteel.org6
Body Structure Weight vs. Gross Vehicle Weight
(a2mac1 database 2001-2008 production vehicles)
450 Kg
400
350
300
200
150
250
1000 Kg
Body Structure: W/O Closures + IP Beam + Engine Cradle
1500 2000 2500 3000Gross Vehicle Weight
2001-2003 Steel BIW2004-2008 Top 10 Steel BIWAluminium
-28% -9%
Impact of AHSS Solutions
www.worldautosteel.org7
450 Average net pounds per vehicle
400
350
300
100
0
200
2005 2007 2009 2020
250
150
50
Growth of AHSS
Source: Ducker Worldwide
81108
150
450
Impact of AHSS Solutions
www.worldautosteel.org8
Body Structure Weight vs. Gross Vehicle Weight
(a2mac1 database 2001-2008 production vehicles)
450 Kg
400
350
300
200
150
250
1000 Kg
Body Structure: W/O Closures + IP Beam + Engine Cradle
1500 2000 2500 3000Gross Vehicle Weight
2001-2003 Steel BIW2004-2008 Top 10 Steel BIWAluminium
Impact of AHSS Solutions
www.worldautosteel.org9
ULSABUltraLight Steel Auto Body
ULSASUltraLightSteel Auto Suspensions
ULSAB-AVCAdvanced VehicleConcepts
www.worldautosteel.org
ULSACUltraLight Steel Auto Closures
Investment in Automotive
www.worldautosteel.org10
Why Future Steel Vehicle?
Source: International Council on Clean Transportation
USAJapanEurope
Australia
China
100
60
80
120
160
140
180
200
220
260
240
280
Gra
ms
CO
2 /K
m (E
quiv
alen
t)
2003 2006 2009 2012 2015 2018 2021 2024 2027 2030Source: International Council on Clean Transportation
USAJapanEurope
Australia
China
100
60
80
120
160
140
180
200
220
260
240
280
Gra
ms
CO
2 /K
m (E
quiv
alen
t)
2003 2006 2009 2012 2015 2018 2021 2024 2027 2030
Automotive CO2 Emissions Regulation.
www.worldautosteel.org11
Honda Clarity FCX
Mercedes F cell Mercedes E cell Plus
Early Introductions of Dedicated PlatformAdvanced Powertrain Vehicles
Why Future Steel Vehicle?
www.worldautosteel.org12
Body Structure Weight vs. Gross Vehicle Weight
(a2mac1 database 2001-2008 production vehicles)
450 Kg
400
350
300
200
150
250
1000 Kg
Body Structure: W/O Closures + IP Beam + Engine Cradle
1500 2000 2500 3000Gross Vehicle Weight
2001-2003 Steel BIW2004-2008 Top 10 Steel BIWAluminiumSLC (Super Light Car)
SLC states 35% mass reduction ( = €7.80 / kg)
1.
Why Future Steel Vehicle?
www.worldautosteel.org13 www.worldautosteel.org
Will provide steel solutionsto address:
• Future emissions regulations
• Advanced powertrains vehicles
• Competitive material solutions
for 2015 to 2020
Why Future Steel Vehicle?
www.worldautosteel.org14
FSV Steel Technologies
FSV’s Steel Portfolio
Expanded range of steel gradesdenotes steel included in ULSAB-AVC
Mild 140/270 DP 350/600BH 210/340BH 260/370 SF 570/640 DP 700/1000
IF 260/410 MS 950/1200IF 300/420DP300/500
DP 500/800HSLA 350/450 TRIP 450/800
MS 1250/1500HSLA 490/600
denotes steel grades added for FSV
Mild 140/270 DP 350/600 TRIP 600/980BH 210/340 TRIP 350/600 TWIP 500/980BH 260/370 SF 570/640 DP 700/1000BH 280/400 HSLA 550/650 CP 800/1000IF 260/410 TRIP 400/700 MS 950/1200IF 300/420 SF 600/780 CP 1000/1200DP300/500 CP 500/800 DP 1150/1270FB 330/450 DP 500/800 MS 1150/1400HSLA 350/450 TRIP 450/800 CP 1050/1470HSLA 420/500 CP 600/900 HF 1050/1500FB 450/600 CP 750/900 MS 1250/1500HSLA 490/600
www.worldautosteel.org15
Conventional StampingLaser Welded BlankTailor Rolled BlankHigh Frequency Induction Welded Hydroformed TubesLaser Welded Hydroformed TubesTailor Rolled Hydroformed TubesHot Stamping (Direct & In-DirectLaser Welded Blank Quench SteelTailor rolled Blank Quench SteelRoll FormingLaser Welded Coil roll FormedTailor rolled Blank Roll FormedRoll Form with QuenchMulti Walled Hydroformed TubesMulti Walled TubesLaser Welded Finalized TubesLaser Welded Tube Profiled Sections
What’s New?
Broad Bandwidth of Manufacturing Options
www.worldautosteel.org16
Mass Reduction
Donor Vehicle
Donor Vehicle RailRail: 16.34kg
Design Optimization
Light Weight Front End Structure
2007 GDIS
TWTConcepts
32.0%
A/SP LWB Concept
22.4%
What’s New?
www.worldautosteel.org17
2008 GDIS
Design OptimizationWhat’s New?
www.worldautosteel.org18
Future Generation Passenger Compartment
Multidiscipline Optimization(Grade, Gauge, Geometry)
2009 GDIS
Design OptimizationWhat’s New?
www.worldautosteel.org19
Donor Vehicle
Donor Vehicle Rail
A/SP LWB Concept
TWTConcepts
Mass Reduction
22.4%
32%
45%
Pilot Program2009 GDIS
Topography Optimization
FSV PilotProject
Design OptimizationWhat’s New?
www.worldautosteel.org20 www.worldautosteel.org
Lightweighting technologies
• Expanded materials portfolio
• Expanded manufacturing technology portfolio.
• Aggressive design optimization technologies
What’s New?
www.worldautosteel.org21
Manufacturing Cost
FSV Design Drivers
www.worldautosteel.org22
Source: Argon National Lab
Mass Reduction
FSV Design Drivers
Source: International Council on Clean Transportation
USAJapanEurope
Australia
China
100
60
80
120
160
140
180
200
220
260
240
280
Gra
ms
CO
2 /K
m (E
quiv
alen
t)
2003 2006 2009 2012 2015 2018 2021 2024 2027 2030Source: International Council on Clean Transportation
USAJapanEurope
Australia
China
100
60
80
120
160
140
180
200
220
260
240
280
Gra
ms
CO
2 /K
m (E
quiv
alen
t)
2003 2006 2009 2012 2015 2018 2021 2024 2027 2030
for fuel economy and emissions reduction
www.worldautosteel.org23
Source: Argonne National Lab
Vehicle Carbon Footprint
FSV Design Drivers
www.worldautosteel.org24
TopologyOptimization
GaugeOptimization
Final DesignConfirmation FEA
Phase1 –Technology Assessment
PowertrainLayout
Low-Fidelity 3GDesign OptimizationBody Structure
Sub-SystemOptimization Detail Design
Styling& CFD
Phase2 - Report& Decision for Phase 3
DesignConfirmationFEA
T1
T6
T4T3
T2
FSV Design Methodology
T5
www.worldautosteel.org2525
www.worldautosteel.org
BenchmarkingSize and type of vehicle (2020)PerformanceNA-Europe-Asia(EDAG, Germany, India & China)
Technology AssessmentLatest auto technologiesLow rolling resistance tiresLight weight
GlassSeatsLED Lighting & Displays
Technology AssessmentBatteriesWheel motorsDrive by wireFuel cellHydrogen storage and
infrastructure (Corland Study?)E85 and bio-diesel
OEM’sDirectionsTrends
Styling / CFD CAEFuture (2020) safety and structural:Performance requirementsFuture CO2/fuel efficiency requirements
Environmental ImpactCO2 greenhouse gassesWell to wheel efficiencyLife cycle assessmentEnergy sources and usageCO2 sequestration
Drive Train Module Technical SpecsQuantumSFCV / Tongij
worldsteel Existing and Ongoing ProgramsULSABULSACULSASULSAB-AVCFPCWeight Compounding-ASD
Phase 1 DeliverablesVehicle PackageVTS (Vehicle Tech Spec)
Plug-in hybridFuel cell hybridElectrical vehicle
Light Weight AHSS Body Structure Concepts
and
New Opportunities for Steel
Structural Optimization
Future Steel Vehicle (FSV)
Source: FSV Phase 1 report
www.worldautosteel.org26
FSV Advanced Powertrain Options
Worldwide over 70% market share between two vehicle sizes: Small cars (up to 4,000mm, A/B class) and Mid-Class cars (up to 4,900mm, C/D class)
www.worldautosteel.org27
FSV Battery Electric Vehicle (BEV)Required battery size for 250 km driving range:
Battery Pack Energy density 130 Wh/kg
Battery Pack Energy density 180 Wh/kg
www.worldautosteel.org28
FSV-1 Well-to-Wheel CO2 Emissions Potential
Source: FSV Phase 1 report
FSV Environmental Targets
138Toyota Prius 2010
168Ford Fusion HEV 2010
www.worldautosteel.org29
FSV Safety Requirements
Regulation
Roof Crush Rollover (FMVSS 216)
Roof Crush/Rollover (IIHS)
Electronic Stability Control (ESC)
Pole Impact
Front Impact
Bumper Impact
Ped-Pro (Pedestrian Protection)
Meet or exceed existing & upcoming safety requirements
www.worldautosteel.org30
• Low Rolling Resistance Tires
• Lightweight glazing
• LED lighting
• Instrument and panel displays
• Lightweight seating
• ‘By-wire’ technology
Other Advanced Technologies Evaluated
www.worldautosteel.org31
495.0
1065.0 850.0300.0
328.0
780.0
2524.0
390.0
Minimum Vision & Obscuration Requirements
16° Approach Angle 25° Departure Angle13° Ramp Breakover Angle
Minimum Angles & Clearances
150 mm Ground Clearance
FSV BEV Packaging
www.worldautosteel.org32
T1T1
T6
T5T4
T3
T2 Linear-StaticTopology
Optimization
GaugeOptimization
Final DesignConfirmation
Phase1Technology Assessment
Packaging
Non-Linear Dynamic Topology Optimization
(LF3G)Sub-System3G Optimization
Detail Design
Styling & aerodynamic
DesignConfirmation
Phase 2Report
T1
Aerodynamics & Styling
www.worldautosteel.org33
FSV Styling & CFD
Coefficient of Drag (CD) Target: 0.25
T1
First styling theme
CFD – Computational Fluid Dynamic
www.worldautosteel.org34
Styling & CFD – Cooling Air Flow Motor Compartment
T1
Front air intake opening optimized for the required cooling flow
www.worldautosteel.org35
Drag Coefficient 0.27
Styling & CFD - effect of external features
Drag Coefficient 0.24 with rear wheel skirt
T1
www.worldautosteel.org36
FSV: BEV Final Styling
T1
Utilities Access and Charging Port
www.worldautosteel.org37
FSV versus VW Polo 2010 – Body in White Mass & Size
2470 mm
701 mm
839 mm 661 mm
2524 mm 595 mm
231
190
BIW Mass (kg)
233
329
Powertrain Mass (kg)
VW Polo 2010
FSV
FSV BIW mass target
www.worldautosteel.org38
Design Optimization Process Overview
T3Sub-Systems
MD 3G HolisticOptimization
T2MD LoadPath
Topology and 3GOptimization
Select Major MembersManufacturing
Process
T1- ESLMD Topology
DesignOptimization
Process Enablers:Model Parameterization Tools (SFE-Concept)Multi-Disciplinary (MD) Optimization Tools (HEEDS,GENESIS)Analysis Tools (NASTRAN,LS-DYNA) High Performance Computing
ESL= Equivalent Static LoadingMD = Multidisciplinary3G= Geometry, Grade and Gages
www.worldautosteel.org39
T1
T6
T5T4
T3
T2 Linear-StaticTopology
Optimization
GaugeOptimization
Final DesignConfirmation
Phase1Technology Assessment
Packaging
Non-Linear Dynamic Topology Optimization
(LF3G)Sub-SystemTopographyOptimization
Detail Design
Styling & aerodynamic
DesignConfirmation
Phase 2Report
T2
Topology Optimization Load Cases
www.worldautosteel.org40
T1
T6
T5T4
T3
T2 Linear-StaticTopology
Optimization
GaugeOptimization
Final DesignConfirmation
Phase1Technology Assessment
Packaging
Non-Linear Dynamic Topology Optimization
(LF3G)Sub-SystemTopographyOptimization
Detail Design
Styling & aerodynamic
DesignConfirmation
Phase 2Report
T2
Topology Optimization Results
www.worldautosteel.org41
Multidisciplinary (MD)Topology Design Optimization
Topology optimization drives the material of structure to where it is most effective.Allow Topology Load Path Optimization to influence locations
and shape of components based on Packaging. Topology Optimization is interpreted by engineering judgment.
www.worldautosteel.org42
T1
T6
T5T4
T3
T2 Linear-StaticTopology
Optimization
GaugeOptimization
Final DesignConfirmation
Phase1Technology Assessment
Packaging
Non-Linear Dynamic Topology Optimization
(LF3G)Sub-System3G Optimization
Detail Design
Styling & aerodynamic
DesignConfirmation
Phase 2Report
T2
Topology Optimization
www.worldautosteel.org43
T1
T6
T5T4
T3
T2 Linear-StaticTopology
Optimization
GaugeOptimization
Final DesignConfirmation
Phase1Technology Assessment
Packaging
Non-Linear Dynamic Topology Optimization
(LF3G)Sub-System3G Optimization
Detail Design
Styling & aerodynamic
DesignConfirmation
Phase 2Report
T2
T3
LF3G Load Path and 3G Optimization
www.worldautosteel.org44
Design Optimization Automated Process
MD 3G Optimization
Monitoring
ACP Automated
Process
ACP = Accelerated Concept to ProductMD 3G =MultiDisciplinary Geometry, Gage and Grade
Design Solution
Geometry
www.worldautosteel.org45
T3
LF3G Load path and 3G Optimization
T1
T6
T5T4
T3
T2 Linear-StaticTopology
Optimization
GaugeOptimization
Final DesignConfirmation
Phase1Technology Assessment
Packaging
Non-Linear Dynamic Topology Optimization
(LF3G)Sub-SystemTopographyOptimization
Detail Design
Styling & aerodynamic
DesignConfirmation
Phase 2Report
www.worldautosteel.org46
Low Fidelity 3G (Geometry, Gauge & Grade) Optimization
T3
www.worldautosteel.org47
LF3G Optimization Results
www.worldautosteel.org48
T3
LF3G Optimized Body Structure Geometry
LF3G Optimization Results
www.worldautosteel.org49
Low Fidelity 3G Optimization – Results Interpretation
‘Sheet Steel design’
‘LF3G Optimized Geometry’
T3
LF3G Optimized Body Structure Geometry – interpreted to sheet steel design
www.worldautosteel.org50
T1
T6
T5T4
T3
T2 Linear-StaticTopology
Optimization
GaugeOptimization
Final DesignConfirmation
Phase1Technology Assessment
Packaging
Non-Linear Dynamic Topology Optimization
(LF3G)Sub-System3G Optimization
Detail Design
Styling & aerodynamic
DesignConfirmation
Phase 2Report
T3T4
LF3G Optimization
www.worldautosteel.org51
T1
T6
T5T4
T3
T2 Linear-StaticTopology
Optimization
GaugeOptimization
Final DesignConfirmation
Phase1Technology Assessment
Packaging
Non-Linear Dynamic Topology Optimization
(LF3G)Sub-System3G Optimization
Detail Design
Styling & aerodynamic
DesignConfirmation
Phase 2Report
T4
Sub Systems 3G Opt – Selection of Manufacturing Process
www.worldautosteel.org52
Front NCAPFront ODB
Rear ODBSide
PoleRoof
BendingTorsion
0
5
10
15
20
25
30
Load
case
Res
ulta
nt F
orce
(% to
tal l
oad)
Front NCAP
Front ODB
Rear ODB
Side
Pole
Roof
Bending
Torsion
Sub System 3G Opt – System selection load path mapping
T4
www.worldautosteel.org53
Body Structure – Sub System 3G Optimization
Nodal Boundary Constraints
Geometry
Variables for optimization:
1.Section Geometry using control points
2.Material Grade
3.Panel Gauge
T4
www.worldautosteel.org54
Move together for flat mating condition
Independent Control Points
Rocker otr
Rocker reinf
Floor side inr
Hold seal flange
Design Space (common)
Body Structure – Sub System 3G Optimization
S2S1
S3S4
S5T4
www.worldautosteel.org55
Stamping AHSS
Roll-forming AHSS
Hydroforming AHSS
Extrusion Aluminum
Body Structure Sub System – Rocker Solutions
Move together for flat mating condition
Independent Control Points
Rocker otr
Rocker reinf
Floor side inr
Hold seal flange
Design Space (common)
Section control points –constraining method determines the manufacturing solution
www.worldautosteel.org56
T1
T6
T5T4
T3
T2 Linear-StaticTopology
Optimization
GaugeOptimization
Final DesignConfirmation
Phase1Technology Assessment
Packaging
Non-Linear Dynamic Topology Optimization
(LF3G)Sub-SystemTopographyOptimization
Detail Design
Styling & aerodynamic
DesignConfirmation
Phase 2Report
T4
T4 – Structural Subsystem Optimization
www.worldautosteel.org57
Stamping AHSS
Roll-forming AHSS
Hydroforming AHSS
Extrusion Aluminum
Body Structure Sub System – Rocker Solutions
www.worldautosteel.org58
LWB
TRB
Blanks
ConventionalStamping
RollForming Hydroforming
HotStamping
Body Structure Sub System – Rocker Solutions
www.worldautosteel.org59
Body Structure Sub System - Selection
1. Mass
2. Cost
3. Total Life Cycle Assessment – GHG Emissions; CO2 Equiv (kg)
• Vehicle use phase (200,000 km)
• Material Manufacture
• Vehicle Manufacture
• Vehicle recycling
LCA Ref: fka & UCSB
www.worldautosteel.org60
Component Costs
Material
Labor
EnergyEquipment
Tooling
Building
Maintenance
Cost Model Energy, Maintenance Parameter FSVValues (sample)
Energy consumption rate 1000 kW/hr
Space requirement 150 sqm/line
Manpower 2 worker/line
Line Rate 240 hits/hr
Reject rate 1.00%
Press line die average change time 30 mts
Press line lot size 1500
Maintenance Percentage 10%
$1,500 /sqmBuilding unit cost
25 yrBuilding life
20 yrEquipment life
10%Interest (Equipment, Building etc.)
FSV Values
Building, Equipment Parameters
3525 hrs/yrAnnual Paid Time
0.25 per direct worker
Indirect workers (Overhead)
$45.00 /hr*
Wage (including benefits)
FSV Values
Labor Parameters
Grade HDG Exposed Multiwall Tube Blank
Premium($/kg)
Premium($/kg)
Premium($/kg)
Premium($/kg)
Premium($/kg)
Premium($/kg)
Reference US Spot Midwest Market Price Trend 2009
Cold Rolled Reference -Mild 140/270 0.35 4.6 0.00 0.06 0.05 0.55 0.25 0.065
2 BH 210/340 0.4 3.4 0.05 0.06 0.10 0.55 0.00 0.00
3 BH 260/370 0.4 2.8 0.05 0.06 0.10 0.55 0.00 0.00
4 BH 280/400 0.5 2.8 0.07 0.06 0.10 0.55 0.30 1.10
5 IF 260/410 0.4 2.3 0.07 0.00 0.10 0.55 0.30 0.70
6 IF 300/420 0.5 2.3 0.10 0.00 0.10 0.55 0.30 1.10
7 HSLA 350/450 0.5 5.0 0.12 0.10 NA 0.55 0.30 1.50
8 HSLA 420/500 0.76 5.0 0.14 0.10 NA 0.55 0.45 1.25
9 HSLA 490/600 0.75 5.0 0.16 0.10 NA 0.55 0.45 1.65
10 HSLA 550/650 0.75 5.0 0.35 0.10 NA 0.55 0.45 1.65
11 SF 570/640 2.9 5.0 0.35 0.10 NA NA 0.45 2.05
12 SF 600/780 2.9 5.0 0.35 0.10 NA NA 0.45 2.05
13 TRIP 350/600 0.6 4.0 0.40 0.10 NA NA 0.45 1.25
14 TRIP 400/700 0.8 4.0 0.45 0.10 NA NA 0.45 1.65
15 TRIP 450/800 0.9 2.0 0.50 0.10 NA NA 0.50 1.30
16 FB 330/450 1.8 5.0 0.20 0.10 NA 0.55 0.30 1.10
17 FB 450/600 1.8 5.0 0.25 0.10 NA 0.55 0.45 1.65
18 DP 300/500 0.5 2.5 0.20 0.10 0.10 0.55 0.45 0.85
19 DP 350/600 0.6 4.0 0.26 0.10 0.10 0.55 0.45 1.25
20 DP 400/700 0.6 4.0 0.28 0.10 NA 0.55 0.45 1.65
21 DP 500/800 0.6 4.0 0.31 0.10 NA 0.55 0.50 0.90
22 DP 700/1000 0.6 2.3 0.38 0.10 NA NA 0.55 0.95
23 DP 1150/1270 1.0 2.0 0.38 0.10 NA NA 0.55 0.95
24 TPN-K600/900 1.0 1.8 0.35 0.10 NA NA 0.65 1.45
25 TPN-W750/900 1.6 4.0 0.38 0.10 NA NA 0.55 0.95
26 CP 500/800 0.8 2.0 0.31 0.10 NA NA 0.50 1.30
27 CP 800/1000 0.8 3.0 0.45 0.10 NA NA 0.55 1.35
28 CP 1000/1200 1.0 2.3 0.47 0.10 NA NA 0.60 1.40
29 CP 1050/1470 1.0 2.0 0.47 0.10 NA NA 0.60 1.80
30 MS 950/1200 0.5 3.2 0.47 NA NA NA 0.60 1.00
31 MS 1150/1400 0.5 2.0 0.48 NA NA NA 0.60 1.40
32 TWIP500/980 0.8 2.0 1.20 0.10 NA NA 0.60 1.80
33 MS 1250/1500 0.5 1.5 0.51 0.10 NA NA 0.65 1.05
34 HF 1050/1500 (22MnB5) 0.6 2.3 0.75 NA NA 0.55 0.65 1.05
0.73
Min t(mm)Item # Steel Grade
1
Max t(mm)
Tailor Rolled Coil
Tubes (straight, as
shipped)Ref
Material Price($/kg)
Process DataBlank size, Cycle
Time, Press Type & Size, Tooling Cost
Material Data
Cost Assessment Model
Same approach - MIT advanced Materials Lab used for ULSAB
www.worldautosteel.org61
1.4 mm DP700/1000
1.2 mm DP700/1000
FSV: Rocker Optimization – Closed Roll-form from TWC
Tailor Welded Coil (TWC)
www.worldautosteel.org62
Material production greenhouse gas (GHG) emissions:
Importance of Life Cycle Assessment
Steel
Aluminium
Magnesium
Carbon FRP
Current AverageGHG Emissions
Primary Production
18 – 45
2.0 – 2.5
GHG from Production (in kg CO2eq/kg of material)
21 – 23
11.2 – 12.6
Footnotes:• All steel and aluminium grades included in ranges.• Difference between AHSS and conventional steels less than 5%.• Aluminium data - global for ingots; European only for process from ingot to final products .
www.worldautosteel.org63
Rocker - Total Life Cycle Assessment – CO2 equiv (kg)
21.5-158.6-0.7-44.9-182.6Solution 3 - Roll Form
32.5-223.410.1-67.5-248.2Solution 4 -Hydroform
9.1-32.13.9-18.0-37.1Solution 2 -Hot Stamp
-3.848.00.48.6+53.2Solution 1 -Stamping
-956.814,640 5.7229115,980Baseline -Rocker 10.26 kg
Vehicle Recycling
Vehicle Use Phase
Mfg baseline -rocker
Material & Mfg.
Total Life Cycle
www.worldautosteel.org64
Stamping 3 piece AHSS
Stamping 2 piece Aluminum
HydroformedAHSS
Stamping 2 piece AHSS – LWB
Body Structure Sub System – Front Rails
T4
www.worldautosteel.org65
Body Structure Sub System – Shotgun
Stamping 2 piece AHSS – LWB
Stamping 2 piece Aluminum
T4
www.worldautosteel.org66
T4
Body Structure Sub System – B Pillar
Stamping AHSS – LWB
Roll forming
Hydroforming
Stamping Aluminum
www.worldautosteel.org67
Body Structure Sub System – Rear Rail
T4
Stamping AHSS – LWB
HydroformingStamping Aluminum
www.worldautosteel.org68
Body Structure Sub System – Roof Side Rail
T4
Stamping Aluminum
Stamping AHSS – LWB
Hydroforming
www.worldautosteel.org69
Body Structure Sub System – Tunnel Support Rails
T4
Stamping AHSS – LWB
Roll forming AHSS
Roll forming Aluminum
www.worldautosteel.org70
HF3GTechnologyAssessment
High Volume Manufacturing
Feasibility
Sub-System Mass (kg)
Manufacturing
Cost ($)
LCA CO2Savings
(kg)Baseline B ST Stamping Conservative 10.26 19.99 0
ST Stamping Conservative 10.95 21.33 53
ST TRB Stamping TRB Mid-Term 10.52 24.18 16
ST LWB Stamping LWB Conservative 10.47 27.86 30
HST Hot Stamp Conservative 9.80 24.98 -37
HST TRB Hot Stamp TRB Mid-Term 9.66 27.68 -47
HST LWB Hot Stamp LWB Mid-Term 9.66 31.60 -37
RF Roll Form Conservative 7.98 14.18 -183
RF TRB Roll Form TR Coil Aggressive 7.95 16.47 -189
RF TWC Roll Form TW Coil Conservative 8.07 15.66 -177
HF HydroForm Conservative 7.05 22.80 -248
HF LWT Hydroform LWT Mid-Term 6.96 27.89 -245
HF MWT Hydroform MWT Aggressive 6.96 23.91 -255
Aluminum AL Extrusion Mid-Term 7.53 39.70 -204
HF3GManufacturing Interpretation
Stamping Solution( HEEDS Mass)
Hydroform(HEEDS Mass)
Roll Form(HEEDS Mass)
Rocker Cost, Mass & LCA CO2 eq Assessment
www.worldautosteel.org71
$10
$15
$20
$25
$30
$35
$40
$45C
ost (
$)
4.00 5.00 6.00 7.00 8.00 9.00 10.00 11.00 12.00
Mass (Kg)
IncreasingValue
Rocker Technology Options(Mass vs Cost Value)
Parallels of Constant Value ($9.39/kg)
FSV – Mass Paradigm Shift
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Rocker Technology Options(Mass vs Cost Value)
Parallels of Constant Value ($9.39/kg)
ST LWB
HST LWB
HF
HF LWT
HF TRT
AL
ST
ST TRBHST
HST TRB
RF
RF TRBRF TWC
B ST
$10
$15
$20
$25
$30
$35
$40
$45
6.00 7.00 8.00 9.00 10.00 11.00 12.00
Mass (Kg)
Cos
t ($)
increasingvalue
Rocker Technology Options(LCA CO2 reduction, Cost & Value)
Parallels of Constant Value ($100/tonne)
AL
ST TRB
ST LWB
HST
HST TRB
HST LWB
RF
HF LWT
HF TRT
RF TRB RF TWC
HFB ST
$10
$15
$20
$25
$30
$35
$40
$45
-400 -350 -300 -250 -200 -150 -100 -50 0 50
LCA CO2 Saved (Kg)
Cos
t ($)
increasingvalue
FSV – Rocker Cost, Mass & LCA CO2 eq Assessment
www.worldautosteel.org73
FSV – Shot gun, Mass & LCA CO2 eq Assessment
www.worldautosteel.org74
T1
T6
T5T4
T3
T2 Linear-StaticTopology
Optimization
GaugeOptimization
Final DesignConfirmation
Phase1Technology Assessment
Packaging
Non-Linear Dynamic Topology Optimization
(LF3G)Sub-SystemTopographyOptimization
Detail Design
Styling & aerodynamic
DesignConfirmation
Phase 2Report
T4
Conclusion
www.worldautosteel.org75
T1
T6
T5T4
T3
T2 Linear-StaticTopology
Optimization
GaugeOptimization
Final DesignConfirmation
Phase1Technology Assessment
Packaging
Non-Linear Dynamic Topology Optimization
(LF3G)Sub-SystemTopographyOptimization
Detail Design
Styling & aerodynamic
DesignConfirmation
Phase 2Report
T4T5
Conclusion
www.worldautosteel.org76
Thank you for your attention