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Improved Materials and Powertrain Architectures for 21st Century Trucks
Raj SohmshettyFord Motor Company
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IMPACT ProjectOutline
• Introduction• System Descriptions
– Body– Chassis & Frame– Pickup Box
• Selected Lessons Learned• Conclusion
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INTRODUCTION
• IMPACT was a multi-phase joint project among:– Ford Motor Company– American Iron & Steel Institute– U.S. Army– University of Louisville– Mississippi State University
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I.M.P.A.C.T.
Improved Materials and Powertrain ArchitecturesFor 21st CenturyTrucks
PHASE I
“Analysis”
Method for comparing weight reduction opportunities for
different metals and analysis
Technology Implementation
and Platform Demonstration
Vehicle PHASE II
Based on a full size truck.
PHASE III
“Cascade to other trucks”
Expand the portfolio of Weight Reduction Technologies and
CASCADE to other truck platforms.
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Targets & Approach
• By default, the targets were to meet baseline system performance.
• In some cases, the team was challenged to improve performance while reducing weight.
• System level degradation was allowed if vehicle level performance was unaffected.
• CAE-led parallel system level optimization followed by full vehicle verifications.
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IMPACT ProjectOutline
• Introduction• System Descriptions
– Body– Chassis & Frame– Pickup Box
• Selected Lessons Learned• Conclusion
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IMPACT Phase II – Cab Structure
• Structural adhesives to recover stiffness
• DP600 rocker and 3 floor cross-members
• TWB for body side outer and C-pillar
• Magnesium radiator support• 20% Weight Savings
Non-Steel
Mild
DR210, BH210
BH250, HSLA250
BH280, HSLA300, DP500
BH300, HSLA350, DP600
T.S. > 700 MPa
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Phase III CAB Underbody
• Phase II had limited architectural changes
• Phase III allowed complete architectural optimization
• DP600 cross members• DP600 longitudinal members• Improved stiffness & durability• 10% weight savings
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Phase III Front EndHydroformed DesignStamped Design
• Stamped DP600 shotgun with design changes for stamping feasibility (30% weight reduction)
• Stamped DP500 EG Fenders (20% weight reduction)• Initiated hydroformed front end design for further design and
package optimization
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Chassis & Frame
• Phase II included some alternate materials (aluminum cross-members, knuckles, & LCAs)
• However, cost and durability considerations made steel the lead choice in Phase III.
• In Phase III:– HR DP600 frame side rails– HR DP600 cross-members– Higher durability targets– 10% overall weight savings
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Transmission Cross Member
t = 5.0 mm
t = 3.0 mm
t = 4.0 mm
Baseline Design (27 kg)
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Bracket Center Static Stiffness (N/mm)Mass (kg) Freq. (Hz) Gages (mm) Gage(s) (mm) x y z
Baseline 27 217 5 3.5 2767 5405 3665Hydroformed 19.5 250 3.5 3.2 2653 4037 2896New Clam 19.7 250 3.6 3 2747 4509 2343New Clam 20.9 250 3.6 3 5241 7241 3386with 3 mm Reinf. Percent Increase 48% 38% 31%
HSS Transmission Cross MembersHydroformed & Clam Shell Design
• 28% Weight Reduction• No overlapping flanges reduces weight.• 70% less MIG welding required.• Eliminates one set of dies (1 part).• Plate reinforcement to improve
stiffness.
Stripes represent different gages at different levels of expansion.
t = 2.56 mm (20% expansion)t = 3.2 mm (0% expansion)
• 23% Weight Reduction• Increased cross section.• Partially overlapping flanges to reduce
weight.
3 mm Plate Reinforcement
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Phase III Pickup Box• DP600 rollformed floor• DP700 rollformed cross-members
(‘Z’ cross-section vs. hat section)• DP500 EG box outers• Lower investment & variable cost vs.
stamped alternative• 20% weight savings
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• Addition of DP700 2nd strainer
• DP500 EG inner with design changes for stampability
• DP500 EG outer• Improved performance• 25% weight savings
Add flange
Phase III Tailgate
Tailgate
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Phase III Tailgate
Formability Index Contour of 0.7 mm DP500 SteelFor Tailgate Inner
Formability Index Contour of 0.7 mm DP500 SteelFor Tailgate Outer
wrinkles
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IMPACT ProjectOutline
• Introduction• System Descriptions
– Body– Chassis & Frame– Pickup Box
• Selected Lessons Learned• Conclusion
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Weight Value Curve
($1,500.00)
($1,000.00)
($500.00)
$0.00
$500.00
$1,000.00
0 200 400 600 800 1000 1200 1400
Cumulative Weight Reduction (lbs)
Varia
ble
Cos
t ($)
Savings
Penalty
Considerable weight reduction can be achieved without cost increase.
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Step Up & Save Strategy
00
300
400
500
600
Potential Weight and Cost Savings Through Gauge Reduction
Strength
IFDQAK
DR210 or BH180BH210
BH250 / HSLA250
BH280 / HSLA 300
HSLA350 / DP500/HSLA400
700 UHSS
HSLA500 or DP600
45 lb. Mass Savings$7.37 Cost Savings
Grade step-up and gage reduction strategy may be used with existing tooling.
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Freeway Hop Simulation
Road Input
Vehicle response:
Seat Velocity
Find root cause(s) to system responseFrame mode shape is a governing factor in this caseOptimize the frame mode shape
Stiffness Reduction Challenge
NVH performance loss due to stiffness reduction may be recovered through vehicle level root cause identification and optimization.
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CONCLUSION
The IMPACT Project delivered:• Extensive CAE modeling to drive weight efficient
designs.• A technology road map to achieve 25% weight
reduction. • Fully functional vehicles that demonstrated compatible
attribute performance. • An application map for steel grade usages throughout
body/chassis structures.
