lightweight technologies – today and tomorrow · 2002 2004 2006 2008 2010 2012 2014 2016 2018 co2...

Lightweight Technologies –Today and Tomorrow

Prof. Dr. Pim van der JagtFord Research & Advanced Engineering Europe

November 22nd, 2012Arnhem

Trends of the worldwide CO2-emission standards for passenger cars

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2002 2004 2006 2008 2010 2012 2014 2016 2018

CO

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UNITED STATESEUROPEJAPANAUSTRALIACANADACHINACALIFORNIA

JAPAN

USA

KALIFORNIEN

CHINA

AUSTRALIEN

CANADA*

EUROPA

Globales Environment

End of LifeProduction / Assembly Vehicle Usage

CO2 Emissions

80% - 85% ~36t

15% - 20%~ 9t

Ford S-Max Lifetime CO2 EmissionsPSI-date has been verified externally

CO2 Reduction during Vehicle Usage is a Key Objective!

Carbon Footprint

of 33

Energy SourceSelection

Weight ReductionBio-materialsAerodynamicsRolling Resistance

VehicleImprovement

CombustionBoostingDownsizingFrictionDirect Injection

PowertrainImprovement

Infrastructure ImprovementDriver Assistance Park and Ride

TrafficImprovement

Crude OilBio Fuels / Syn FuelsNatural GasHydrogenElectricity

Driver BehaviourTransport Demand

Eco drivingTransport Modes

Technologies for CO2 Reduction

Biofuels

Optimized

Combustion

Engine

Electrification HybridisationElectric vehicle Hybridisation

Driver assistance

Light Weighting

"I cannot imagine where the delusion that weight means strength came from…..Fat men cannot run as fast as thin men but we build most of our vehicles as though dead-weight fat increased speed!"

“Saving even a few pounds of a vehicle’s weight . . . could mean that they would also go faster and consume less fuel. Reducing weight involves reducing materials, which, in turn, means reducing cost as well.”

Henry Ford, 1923

Henry Ford about Lightweighting

Source: Eckstein, ATZ, 01-2011

Typical Vehicle Weight Distribution

Typical Body Weight Distribution

Weight Distribution

Body

34%

Powertrain

22%

Chassis

20%

Interior

16%

Electrical

3%

Fluids

5%

Body-in-

White

20%Closures

8%

Others

(e.g. Glass)

6%

Powertrain

22%

Chassis

20%

Interior

16%

Electrical

3%

Fluids

5%

Material options for weight saving

Materials of lowerdensity

Materials of higherstrength

Materials & Weight Saving

Material optionsfor the body-in-white

High Strength Steel Aluminum

Plastics

Body structure of theFord Focus

Aluminium bodystructure of theFord GT

Carbon fibre hood ofFocus prototype

Magnesium

Magnesium radiatorsupport of the F150

Body in White Materials

• 4000 vehicles per day

• 8 plants in North America, South America, Asia, Europe

• 4000 vehicles from 2004 to 2006

• 1 plant in North America

Ford GT vs. Focus

Total Weight = 673 lbs / 306 Kgs(Space Frame + Body + Closures)

Super PlasticAl Door Inner

Super PlasticAl Door Outer

1 Piece CarbonFiber Inner Deck

Friction Stir WeldedHigh Stiffness Al Tunnel

Pressure Roll Bonded High Stiffness Al Floor

Super PlasticAl Rear Quarter

Plus Nut Al Fasteners

BiW Solutions for Small Series – Ford GT

costs

global availability

quality / robustness

flexibility low investmenttechnologies

limitation of material diversity

High Volume – Requirements and Solutions

stability of the costsfor raw materials

optimized, material adapted design

costs

global availability

quality / robustness

flexibility low investmenttechnologies

limitation in diversityof materials

High Volume – Requirements and Solutions

stability of the costsfor raw materials

optimized, material suitable design

Original

Body-in-

White

Stainless steel

model

• Part/Weight Reduction

• Simplified Shapes

• Less Inner Reinforcements

• Possible Production Processes:

• Roll Forming

• Hydro Forming

• Stamping, Bending

Estimated weight

saving: > 30%

Stainless Steel Body in White Concept

Nickel Price since 1985

>$4000 for the alloying element Ni per t stainless steel sheet exceeds stainless steel price in 1999 by two times.

Project start in 1999

Stainless steel sheet price: <$2000/t inclusive $320/t for alloying element Ni

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Rm[MPa]

Elo

ng

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[%]

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01000 1200 1400

70

Ultimate Tensile Strength

Mild Steels

Mild Steel

IF-Steel

Mechanical Properties of Steels

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Rm[MPa]

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[%]

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0

IF - Steel

Mild Steel

1000 1200 1400

Martensitic Steel

70


Conventional High Strength Steel

BH and HS IF Steel

Micro AlloyedHigh Strength Steel

Mild Steels


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Rm[MPa]

Elo

ng

ati

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Fra

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[%]

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10

30

40

50

60

0

IF - Steel

Mild Steel

1000 1200 1400

Steel

70


Advanced High Strength Steels (AHSS)


BH and HS IF Steel

Conv. HSS


Mild Steels

200 400 600 800

Rm[MPa]

Elo

ng

ati

on

at

Fra

ctu

reA

80

[%]

20

10

30

40

50

60

0

IF - Steel

Mild Steel

1000 1200 1400

70



Cold formed Ultra High Strength Steels (UHSS)


BH and HS IF Steel

Conv. HSS


Mild Steels


200 400 600 800

Rm[MPa]

Elo

ng

ati

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Fra

ctu

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80

[%]

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10

30

40

50

60

0

IF - Steel

Mild Steel

1000 1200 1400

Boron Steel

70


Hot formed UHSS


BH and HS IF Steel



Conv. HSS

Mild Steels

C-MAX - 2003

52.4%

43.2%

4.4%

AHSS/ UHSS

Conventional HSS

Mild Steel

Fiesta - 2008

39%

20%

41%

Mondeo - 2006

40.3%

37.4%

22.3%

Solutions for High Volume – Body in White

0%

58.7%

41.3%

Focus - 1998

Sheets with Rolled-in Thickness Profile: Tailor Rolled Blanks

Rolling direction

sheet

s1 s3s2

Thickness reduction over the length selected areas

Thickness reduction

0

100

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1300

0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500

Forming and coolingto 100°C in 15s

Yie

ld S

tre

ng

th [M

pa

]

Ultimate Tensile Strength [Mpa]

High temperatureproperties

1

2

3

Hot stamped„Boron Steels“

Processing Hot Formed UHSS

Heating to 950°C

“By further experimenting, especially in the direction of heat treatment, we have been able still further to increase the strength of the steel and therefore to reduce the weight of the car."

Henry Ford, 1923

Henry Ford about Lightweighting

Weight save: Boron vs. DP600

∆∆∆∆m = 5.2 kg/vehicle

Weight Reduction = 5.2 kg (28%)

Implementation – 2006 (CD-Car)

• Standard Boron technologies• Monolitic hot-formed parts

Implementation – 2011 (Focus)

• Advanced Boron technologies• Tailor Rolled Blanks, hot-formed

Hot-formed Tailor Rolled Blank in the Ford Focus

Additional weight weduction= 1.4 kg per vehicle


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Rm[MPa]

Elo

ng

ati

on

at

Fra

ctu

reA

80

[%]

20

10

30

40

50

60

0

IF - Steel

Mild Steel

1000 1200 1400

Boron Steel

70


Hot formed UHSS


BH and HS IF Steel



mild steels

Conv. HSS

Demand for high strengthand high ductility

Materials for Future Body Structures

Body Structure

Large Panels

UHSS Intensive Structure and Advanced Technologies

Aluminum Panels

Mixed Materials Remaining Parts

Stage I – Steel Only Stage II – Mixed Materials

Base

Remaining Parts

Thin Large Panels

Baseline: 287 kgOptimization

Remaining Parts

• Weight Save:Steel: 12 kgCFK:5.8 kg� > 50%

• Global Stiffness:Torsional Stiffness: -5% (equal)Longitudinal Stiffness:> +200%Lateral Stiffness: > +200%

• Local Stiffness:Buckling Stiffness: > +200%Dent Resistance: > +200%

• Pedestrian Protection: (Euro NCAP Rating)Steel: 72%CFK: 69% (equal; estimated based on external Testing)

• Others:Complies to internal and external regulations:Pedestrian Protection; Occupant Protection; Stiffness; Dent Resistance; Assembly; …

Carbon Fibre Hood of the Ford Focus Prototype

Lightmetal Closures at Ford

Source: Franzen, AKT 2012 / Schell , Lightweight Conf..2012

F150

Aluminium Hood -highest industryvolume Al hood

Lincoln MKT

Magnesium / Aluminiumlift gate

Ford Motor Company has a long tradition in lightweight aluminium hoods

Aluminum Price since 1987

Focus IIIKuga S-MAX

Plastic-metal hybrid part (“GOR” ),first implementation in Focus I in 1998)

Lösungen für die Großserie - GOR

Use of Fe based alloys over the last 90 years

Typical material mix of today‘s vehicles:• Fe-Basis: 65%• Non-Fe metals: 10%• other: 25%

1915 2012

Thank you for listening!

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lightweight technologies – today and tomorrow · 2002 2004 2006 2008 2010 2012 2014 2016 2018 co2...

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