techview Jody N. Hall
FSV Technologies on the Road Today
W
ith the proposed corporate average fuel econo- my (CAFE) requirements mandated by EPA and the National Highway Traffi c Safety Administra- tion (NHTSA), automakers have been diligently working to reduce energy consumption by increasing the fuel economy of cars and light trucks to 54.5 mpg by 2025. To help meet these stringent requirements, the steel industry implemented the most recent addition to its series of lightweighting initia- tives, FutureSteelVehicle (FSV). The three-year FSV program, championed by WorldAuto- Steel and the Steel Market Development Institute (SMDI), of- fers more than 20 commercially available new advanced steel grades and a broad bandwidth of manufacturing options to OEMs worldwide. The program developed fully engineered, steel-intensive designs for electrifi ed vehicles that reduce greenhouse gas emissions over the life of the vehicle. The goal of FSV was to show maximum weight reduction with the combination of advanced steel materials and an effi - cient load-path design. Using 97% high-strength (HSS) and ad- vanced high-strength steel (AHSS) in the body structure design, a giant leap in the application of new steels for vehicle mass reduction, the results showed 29% body structure mass savings and reduced life cycle emissions by nearly 70% at no manu- facturing cost penalty. All this was accomplished while meeting a number of global crash and durability requirements, enabling fi ve-star safety ratings at a high value for mass reduction. FSV results were revealed in North America in 2011. Key
fi ndings included the 3G (geometry, grade and gage) ap- proach seen in a number of OEM vehicles. This methodology, coupled with new manufacturing methods such as tailor roll- ing or laser welding of coils, simultaneously optimizes geom- etry, grade and gage for the lightest possible steel solution. In fact, OEMs globally have been migrating towards the
3G approach to achieve mass reduction, while also enhanc- ing performance. Steel provides a nearly limitless number of combinations of grades and gages allowing engineers to place specifi c materials exactly where they are needed in the structure according to the optimization process fi ndings. As
Vice President, Automotive Market Steel Market Devel- opment Institute Southfi eld, MI
demonstrated in the following examples, it is clear that steel is often the fi rst choice for automakers in manufacturing a vehicle’s infrastructure.
The 2015 Nissan Murano used the fi rst production ap- plication of 1180 MPa AHSS, a steel grade introduced in FSV. This resulted in panel thickness reduction, helping Nissan reduce the vehicle’s mass by 65.7 kg, a 6% body-in-white weight savings from the previous Murano model. The 2015 Chevrolet Colorado and GMC Canyon use more than 70% HSS and AHSS in the body structure, shedding weight from the midsize truck, making it the most fuel ef- fi cient in its segment. GM also used hot-stamped variable thickness rolled blanks for the center pillar outer reinforce- ment. Variable thickness rolled blanks reduce thickness of pillars resulting in mass reduction. Such applications increase body stiffness resulting in a quieter ride and better handling. Another example of AHSS applications is in the Acura TLX one-piece hot-stamped door ring, a tailor welded blank technology approach used in FSV. Alongside improving crash energy management and improved door fi t and fi nish, Acura achieved additional weight savings of about 4 kg as a result of the elimination of weld fl ange overlaps. The 2016 Chevrolet Malibu will feature an Epsilon II plat- form, which helped the vehicle shed nearly 300 lb (135 kg) from its curb weight. The platform will use more AHSS and UHSS than its predecessor and is expected to feature new manufacturing solutions.
The Auto/Steel Partnership, in collaboration with the United States Automotive Materials Partnership LLC, and the Department of Energy is in its third year of a four-year project to help OEMs meet future standards. This project demon- strates the applicability of Integrated Computational Materi- als Engineering (ICME) for the development and deployment of third-generation AHSS (3GAHSS) for immediate weight reduction in passenger vehicles. The ICME model will predict fi nal properties of manufactured components of a vehicle system, thus enabling the design of lightweight automotive components using 3GAHSS.
33 — Motorized Vehicle Manufacturing 2015
Page 1 |
Page 2 |
Page 3 |
Page 4 |
Page 5 |
Page 6 |
Page 7 |
Page 8 |
Page 9 |
Page 10 |
Page 11 |
Page 12 |
Page 13 |
Page 14 |
Page 15 |
Page 16 |
Page 17 |
Page 18 |
Page 19 |
Page 20 |
Page 21 |
Page 22 |
Page 23 |
Page 24 |
Page 25 |
Page 26 |
Page 27 |
Page 28 |
Page 29 |
Page 30 |
Page 31 |
Page 32 |
Page 33 |
Page 34 |
Page 35 |
Page 36 |
Page 37 |
Page 38 |
Page 39 |
Page 40 |
Page 41 |
Page 42 |
Page 43 |
Page 44 |
Page 45 |
Page 46 |
Page 47 |
Page 48 |
Page 49 |
Page 50 |
Page 51 |
Page 52 |
Page 53 |
Page 54 |
Page 55 |
Page 56 |
Page 57 |
Page 58 |
Page 59 |
Page 60 |
Page 61 |
Page 62 |
Page 63 |
Page 64 |
Page 65 |
Page 66 |
Page 67 |
Page 68 |
Page 69 |
Page 70 |
Page 71 |
Page 72 |
Page 73 |
Page 74 |
Page 75 |
Page 76 |
Page 77 |
Page 78 |
Page 79 |
Page 80 |
Page 81 |
Page 82 |
Page 83 |
Page 84 |
Page 85 |
Page 86 |
Page 87 |
Page 88 |
Page 89 |
Page 90 |
Page 91 |
Page 92 |
Page 93 |
Page 94 |
Page 95 |
Page 96 |
Page 97 |
Page 98 |
Page 99 |
Page 100 |
Page 101 |
Page 102 |
Page 103 |
Page 104 |
Page 105 |
Page 106 |
Page 107 |
Page 108 |
Page 109 |
Page 110 |
Page 111 |
Page 112 |
Page 113 |
Page 114 |
Page 115 |
Page 116 |
Page 117 |
Page 118 |
Page 119 |
Page 120 |
Page 121 |
Page 122 |
Page 123 |
Page 124 |
Page 125 |
Page 126 |
Page 127 |
Page 128 |
Page 129 |
Page 130 |
Page 131 |
Page 132 |
Page 133 |
Page 134 |
Page 135 |
Page 136 |
Page 137 |
Page 138 |
Page 139 |
Page 140 |
Page 141 |
Page 142 |
Page 143 |
Page 144 |
Page 145 |
Page 146 |
Page 147 |
Page 148 |
Page 149 |
Page 150 |
Page 151 |
Page 152 |
Page 153 |
Page 154 |
Page 155 |
Page 156 |
Page 157 |
Page 158 |
Page 159 |
Page 160 |
Page 161 |
Page 162 |
Page 163 |
Page 164 |
Page 165 |
Page 166 |
Page 167 |
Page 168 |
Page 169 |
Page 170 |
Page 171 |
Page 172 |
Page 173 |
Page 174 |
Page 175 |
Page 176 |
Page 177 |
Page 178 |
Page 179 |
Page 180 |
Page 181 |
Page 182 |
Page 183 |
Page 184 |
Page 185 |
Page 186 |
Page 187 |
Page 188 |
Page 189 |
Page 190 |
Page 191 |
Page 192 |
Page 193 |
Page 194 |
Page 195 |
Page 196 |
Page 197 |
Page 198 |
Page 199 |
Page 200 |
Page 201 |
Page 202 |
Page 203 |
Page 204 |
Page 205 |
Page 206 |
Page 207 |
Page 208