Engineering Summary

Automotive

in steel

The ULSAB-AVC Advanced Vehicle Concepts programme aims to reinforce the continuing commitment of the global steel industry to ensuring that steel remains the material of choice for vehicle manufacturers.

Index

Automotive

in steel

Section

Title

Page

Executive Summary 1.0 2.0 3.0 3.1 3.2 3.3 3.4 3.5 4.0 5.0 5.1 5.2 Programme Overview Benchmarking & Target Setting Vehicle Systems Design & Styling Body-in-White Chassis & Suspension Engine & Transmission Sub-systems Materials & Processes Performance CAE Analysis CO2 Emissions & Vehicle Performance Mass Results Manufacturing Cost Assessment & Affordability

5 6-8 9

10-11 12-14 15-16 17 17 18-21

22-23

23-24 24

5.3 6.0

25-26

ULSAB-AVC Engineering Summary

Engineering advanced vehicle concepts in steel

C-class

PNGV-class

In 1999, a consortium of 33 international steel producers formed the ULSAB-AVC Advanced Vehicle Concepts consortium to pursue a steelintensive family car, fit for the 21 century, that
st

The European consortium members are:

would be safe, affordable and fuel-efficient.

a. s. - Czech Republic NOV HUT,

Building on previous initiatives covering the main body structure, closures and suspension systems, the aim of this new line of investigation was to achieve a major technological breakthrough for the entire vehicle.

Prior studies by the steel industry comprise the following: UltraLight Steel Auto Body (ULSAB) project completed in 1998 UltraLight Steel Auto Closures (ULSAC) project completed in 2000 UltraLight Steel Auto Suspensions (ULSAS) project completed in 2001

For further information please contact your local consortium member, details of which can be found on www.ulsab-avc.org

ULSAB-AVC Engineering Summary

Executive Summary ULSAB-AVC Advanced Vehicle Concepts

The most recent of the steel industrys automotive initiatives introduces affordable complete vehicle concepts to help tackle the safety and environmental challenges facing carmakers around the world today.

the vehicle manufacturer and affordable for the motorist. A comprehensive cost model, which is being made available to all carmakers, indicates that annual production levels of 225,000 cars can be achieved without increasing manufacturing costs and that a vehicle produced along these

The ULSAB-AVC programme demonstrates the commitment of the global steel industry to safe, affordable and environmentally responsible vehicles for the 21st century. The success of this programme is based upon the application of advanced high-strength steels, the latest component manufacturing processes and innovative design.

lines has the potential for competitive pricing compared with current production models. Safety and good fuel economy no longer have to come at a premium.

The ULSAB-AVC programme dramatically reduces fuel consumption and hence CO2 emissions. This has been achieved with a mass-efficient design combined with conventional, albeit highly efficient,

From a European perspective, the programme primarily demonstrates how vehicle manufacturers could approach the design of a popular C-class model with the best prospect for meeting stringent crash safety requirements anticipated for 2004. The severe crashes simulated within the programme show the potential for a Euro NCAP 5-star rating. The ULSAB-AVC project also identifies innovative ideas for improving pedestrian safety.

petrol and diesel engines based on predicted developments in powertrain and aerodynamic technology.

Computer-simulated testing concludes that CO2 emissions as low as 86 g/km, with a corresponding fuel consumption of 3.2 l/100km over the New European Driving Cycle (NEDC), are just two of the environmental benefits. Because the programme includes advanced high-strength steels, the

With vehicle kerb weights as low as 933 kg, more than 200kg lighter than the current C-class average, the programme delivers mass-efficient structures that make the most effective use of advanced high-strength steels.

ULSAB-AVC designers were able to select thinner gauges without compromising the strength required for good crash and structural performance. In addition, by using advanced high-strength steels in future vehicles, fewer natural resources will be consumed thereby

Independent economic analysis shows that these advanced vehicle concepts are cost-effective for

helping to further improve the industrys already well-established recycling loop.

ULSAB-AVC Engineering Summary

Programme Overview

manage the engineering programme, the ULSAB-AVC initiative provides an important automotive benchmark that will help carmakers use steel more efficiently.

Specifically, the ULSAB-AVC concepts have the

The ULSAB-AVC programme, undertaken by 33 steelmakers worldwide, exploits the latest component manufacturing processes to demonstrate C-class and PNGV-class vehicle concepts suitable for high volume production. These highly-developed concepts, made possible by the exceptional engineering properties of advanced high-strength steels, provide the foundation for achieving safe, affordable and fuel-efficient vehicles relevant to automotive needs in the 21 century.
st

potential for achieving: Anticipated crash safety requirements for 2004 Significantly improved fuel efficiency Optimised environmental performance High volume manufacturability at affordable costs

Two important programme drivers were the EUCAR and PNGV projects. The EUCAR project characterises the European manufacturers approach to new technologies for automotive development, while the erstwhile PNGV project

The ULSAB-AVC programme is the most recent addition to the global steel industrys series of vehicle engineering design initiatives. The concepts offer innovative steel solutions to the challenges facing all carmakers. These challenges include enhancing safety and CO2 emissions performance; without making vehicles too expensive for manufacturers to make, or for customers to buy, use and ultimately dispose of at the end of their useful life.

represented the US Partnership for a New Generation of Vehicles.

These two projects provided references for setting the ULSAB-AVC targets, which is why the programme has focused on the popular European C-class (which includes the Opel Astra, VW Golf, Ford Focus, Fiat Stilo, Toyota Corolla, Honda Civic, Renault Mgane, Peugeot 307 and Citron Xsara) and the larger North American midsize PNGVclass vehicle. Significantly, the designs were

With the joint efforts of 33 international steel producers, and Porsche Engineering Services to

conceived with an emphasis on developing a common platform covering both classes of vehicle.

ULSAB-AVC Engineering Summary

Programme Overview

Hard working steel equals safer vehicles

It is well known to automotive engineers that steel is an excellent material for absorbing energy. It becomes stronger during forming and when crumpled in a collision. This strengthening characteristic is called work hardening. Advanced high-strength steels have a greater work hardening effect than conventional steels, thereby offering car designers the opportunity to achieve high structural efficiency with excellent crash performance. approach to vehicle design, which means that all sub-systems and components have been treated as a whole. Rather than attempting to optimise individual components, each sub-system and their interactions were evaluated for their contribution to the performance and efficiency of the entire vehicle. Though not yet a legal requirement, ULSAB-AVC also considered pedestrian safety. The study offers innovative ideas for minimising head injury by eliminating the hard points directly underneath the hood (bonnet), thereby allowing this surface to deform a lot further in a pedestrian collision. This approach to a steel-intensive design, combined with fewer body-in-white parts and features such as modular assembly and use of conventional petrol and diesel engines, is the key to keeping manufacturing costs to a minimum.
PNGV-class

Another radically different concept from conventional car design is the location of the transmission in front of the engine. Together with other features, this powertrain configuration helps to equalise the load between the front and rear axles for improved vehicle handling and active safety.

Comprehensive studies by some of the worlds leading independent cost analysts reveal a manufacturing cost comparable with current production vehicles. What is more, vehicle designs based on ULSAB-AVC concepts would sell at a price far lower than alternative hybrid-engine vehicle concepts. The analysts also developed a cost model as part of the

Steel makes cars affordable

ULSAB-AVC programme so that carmakers can input their own cost data and draw their

The ULSAB-AVC programme has taken a holistic

own conclusions.

ULSAB-AVC Engineering Summary

Programme Overview

Steel is environmentally responsible

Advanced high-strength steels (AHSS) have significantly improved formability characteristics and mechanical properties that make them twice as strong as conventional steels. More than 80 per cent of the steels used in the ULSAB-AVC body structure designs are AHSS, which is about 10 times more than in current vehicles.

These high-strength characteristics allow designers to use fewer kilograms compared with conventional vehicles, without compromising the structural strength needed for good crash performance. At the same time, the ULSAB-AVC concepts can deliver a low-mass vehicle with a corresponding reduction in CO2 emissions and fuel consumption.

Steel, moreover, is the most recycled material in the world, to the extent that almost half the global production comes from recycled sources, including end-of-life (ELV) vehicles. In fact, almost all of the steel in cars is, and has long been, recycled. Overall, the 370 million tonnes of recycled steel each year is estimated to be significantly more than all other recycled materials combined.

ULSAB-AVC Engineering Summary

Benchmarking and Target Setting

ULSAB-AVC benchmarks were C-class vehicles and the PNGV programme

receive the highest possible crash safety ratings both in Europe and the United States: 5-stars in the Euro NCAP and the same rating in the

Benchmark data was collected from current production C-class and PNGV-class vehicles. For comparison, additional data was also taken from a B-class vehicle (Peugeot 206) for the simple reason that the lower kerb weight of approximately 900 kg is close to the ULSAB-AVC C-class target. For the PNGV-class vehicle, data was also gathered from larger cars such as the Audi A6 and Mercedes E-class.

US NCAP and US SINCAP tests.

The ULSAB-AVC mass targets acknowledge that the more severe crash requirements for 2004 will inevitably increase vehicle mass. The goal was to offset this mass increase using advanced steels and the latest component manufacturing and joining technologies.

The ULSAB-AVC targets were designed to meet crash event requirements for vehicles available in 2004, which are more severe than those that apply to current vehicles. They take into account developments in vehicle crashworthiness and anticipate future requirements, as forecast in industry publications and outlined by government standards worldwide. For example, the side pole impact test selected at the outset of the programme in 1999 has already become a requirement in the United States.

Mass targets for main components

C-class Component
Body Structure Closures Glazing Chassis Engine Transmission Interior Exterior Electrics Automotive Fluids Paint Total Vehicle 980 41.0 16.0 1,023 143.5 50.0 173.0 4.5 41.7 44.0

PNGV-class Gasoline kg
228.0 104.0 32.8 198.5 183.5 144.5 50.0 192.0 6.5 41.5 41.0 20.0 1,059 1,102 44.0 184.5

Gasoline kg

Diesel kg
208. 0 71.5 32.1 198.5

Diesel kg

ULSAB-AVC crashworthiness criteria targeted the New Car Assessment Programme (NCAP) star-rating system, which aims to present occupant injury results that can be easily understood by consumers. Computer-simulation tests predict that the ULSAB-AVC concept designs could

Carbon dioxide (CO2) emissions relate directly to a vehicles fuel consumption. Proposed future EUCAR requirements specify fleet average emissions of 140 g/km CO2, which the ULSAB-AVC programme has adopted as a more stringent single vehicle target.

ULSAB-AVC Engineering Summary

Vehicle Systems

C-class seat system

Design considerations & styling

Before commencing detailed design work and material selection, Porsche Engineering Services (PES) - with significant input from the steelmakers - first defined the major influencing factors and specific features necessary for achieving the programme targets. Outside the vehicle, consideration to reducing To optimise crashworthiness and better define the design of each component, the process went through several iterations before reaching the final design concepts. With safety being a major consideration, PES paid special attention to designing a steel body structure with increased dynamic resistance to a frontal crash. pedestrian head injury from a frontal impact led to the novel approach of distancing hard points, such as the engine and suspension, away from the hood and fenders (bonnet and wings) where they are normally located. The combination of a new suspension design and canting the powertrain rearwards isolates both hard points, thereby allowing a pedestrian to make contact with a To maximise the potential for achieving a 5-star Euro NCAP rating, it was necessary to consider a fresh approach for the interior design of the ULSAB-AVC concept. To improve occupant protection, for example, the concept reverses conventional thinking by fixing the front seats while making the pedals and steering wheel fully adjustable. Laying the engine and transmission almost on its side has another major safety advantage. By re-distributing the mass of the powertrain, the weight distribution is split almost equally front-to-rear which is almost ideal. This is maintained irrespective of whether the vehicle is fully laden or unladen. In addition, the long The fixed-seat concept embraces a crossbeam for transferring loads from one side of the car to the other, which greatly enhances the crashworthiness of the vehicle in side impacts. It is also a mass-efficient design since it relieves the need for wheelbase with short overhangs, combined with the wide track (distance between the left and right wheels), further underlines the vehicles potential for excellent road handling performance. In the interests of creating a C-class design that deformable body surface. excessive material in the door sill and lower B-pillar area. Ergonomic and comfort requirements for the driver are maintained by means of the adjustable steering wheel and pedals.

10

ULSAB-AVC Engineering Summary

Vehicle Systems

meets European expectations in terms of comfort and refinement, the wide track also helps optimise the interior passenger space.

towards the front of the vehicle provides access to oil, coolant and washer fluid.

To reduce assembly and servicing cost, the advanced vehicle concepts embrace integrated modules such as the front-end fascia, which includes the bumper beam and radiator air duct. Similarly, the front sub-frame incorporates the engine and transmission, front suspension, radiator and steering rack. Both modules can be assembled or disassembled as complete units, the sub-frame being accessed from underneath the vehicle. This eliminates the need for an opening hood with hinges and latch, which is another innovative aspect of the design that helps to reduce weight. A small service hatch

ULSAB-AVC styling is characterised by aerodynamic features, with low and softly contoured surfaces at the front of the vehicle graduating to sharper trailing edges at the rear. The long wheelbase, with minimal overhangs and long cowl-to-axle ratio, creates a design that has both progressive proportions and more interior volume. To further reduce aerodynamic drag, the concept specifies integral rear-view cameras to eliminate external mirrors. Drag is also reduced on account of the enclosed underbody.

ULSAB-AVC Engineering Summary

11

Vehicle Systems
Common platform features (circled in red)

PNGV-class

C-class

Advanced body-in-white concepts

This platform approach, combined with the application of advanced high-strength steels,

The ULSAB-AVC common platform concept is an excellent example of how innovative design and advanced high-strength steels can achieve the delicate balance of safety and mass efficiency in a range of body styles.

tailored blanks and tubes, hydroforming and laser welded assembly, has enabled the consolidation of parts on a significant scale. About 22 per cent of the body parts are common to both classes. Material usage is also significantly reduced through selecting thinner gauges of steel. But most

A fundamental cornerstone of the ULSAB-AVC study was the adoption of a common platform approach. To meet programme objectives, the design concepts pursued a unique C-class vehicle architecture with the ability to expand to a PNGVclass vehicle. Differences between these two classes are expressed mainly in vehicle size and style; the C-class is a 3-door hatchback design whereas the larger PNGV-class is a 4-door sedan.

importantly, the strength and energy absorption properties of the resulting body-in-white (main body structure and closures) are significantly improved compared with contemporary vehicle designs.

The front-end structure consequently is virtually identical for both classes up to the B-pillar. Even the two rear-end structures share several essential common sub-structures.

PNGV-class vehicle body structure

Front-end structure underbody view

Bumper crash box

Dash crash box bulkhead

C-class vehicle body structure

Floor closeout Seat front crossmember

12

ULSAB-AVC Engineering Summary

Vehicle Systems

Front load paths

A-pillar

Tunnel upper

Tunnel Tunnel

Crash box upper Tunnel lower

In a frontal impact, loads are distributed into two longitudinal rails hydroformed from tailor-welded tubes, which are manufactured from advanced high-strength steel. The tube has a constant diameter but with a thicker gauge wall at the front compared to the rear. These longitudinal steel rails

Rocker

A-post Crash box upper

Frontal loads inputs Crash box lower Significant joint

Rocker

represent the backbone of the entire underbody structure, which is stiffened by the laser welded floor-panels, upper tunnel, door sills and front floor crossmember.
Frontal loads inputs Tunnel upper + lower Tunnel upper Crash box upper + lower Tunnel lower Tunnel

The use of advanced high-strength steel in the front rails provides the characteristics necessary for meeting what are basically two opposing crash requirements. To meet the US NCAP full frontal crash, the rails must absorb enough energy to achieve a low crash pulse. Conversely, to meet the Euro NCAP offset front crash requirements, which focus on low footwell intrusion, the rails must be more rigid and thus have a higher crash pulse. Lengthening the vehicle is one way of solving this dilemma, but leads to increased mass. The application of advanced high-strength steel solves the problem, because of the increased work hardening effect it affords during the folding of the rails during the crash. The rear-end structure is another example of fresh thinking, using to a large extent parts
Significant joint Crash box upper + lower Rocker Tunnel lower

Tunnel

separate inner sills and A-post reinforcements. It also reduces the part count, and all unnecessary assembly joints and manufacturing operations. The bodyside structure also features seat and crossmember extensions, which are integral to the successful management of a side impact.

manufactured from tailor-welded steel blanks to optimise body stiffness, crashworthiness and

Similarly, in the steel bodyside structure the door sills and outer panels are identical for both classes and manufactured from tailor-welded blanks. This commonality eliminates the need for

mass reduction. The tailored blanks have been used in the floor, rear sill and wheelhouse panels to close out the rear longitudinal rails, thereby adding strength to the whole structure.

ULSAB-AVC Engineering Summary

13

Vehicle Systems

C-class tube hydroformed bodyside members

of the side impact load. The octagonal seat crossmember, which is made of an advanced high-strength steel tube, also helps in this regard.

In a side impact, the most important occupant safety feature is that the passenger compartment remains stable. It therefore follows that the crumpling action, which is so important in a frontal crash is not desirable in these crossmembers. The upper structure is characterised by two tubular bodyside members. They are hydroformed with material fed axially into the tool during the hydroforming process to create a larger weld surface at the A-post joint. The high-strength steel side members are as essential to the integrity of the upper structure as the front rails are to the underbody structure.
C-class B-pillar structure exploded rear floor and roof shown transparent
B-pillar inner Bodyside member Roof Outer waist reinforcement B-pillar rocker rear reinforcement Roof crossmember

Advanced high-strength steels can provide this rigidity and withstand considerable crash energy forces while remaining secure.

Closures for the ULSAB-AVC programme are based on the same design concepts as used in the ULSAC programme, in that both front doors use manufacturing technologies such as tailored blanks and tube hydroforming, as well as

In designing an advanced body-in-white structure, a great deal of attention was directed towards the B-pillar to meet the stringent demands imposed by the US SINCAP side-pole and roof-crush crash events. For the C-class
Kick-up crossmember

advanced high-strength steels. The fixed hood design features a stamped or sheet hydroformed outer panel attached to a stamped inner panel. The hood is attached to the body at the rear and latched at the front in two locations to the engine cover module. The C-class hatchback uses a similar hydroformed ring design developed during the ULSAC concept phase.

design, the absence of rear doors presented a specific challenge

Bodyside outer Inner waist reinforcement Kick-up crossmember extension

Rocker inner Lower B-pillar reinforcement

requiring a different approach compared with the PNGV-class design. The key to maintaining the structural integrity of the passenger compartment is a kick-up crossmember made of advanced high-strength steel that carries much

14

ULSAB-AVC Engineering Summary

Vehicle Systems
Three-point engine mount concept bottom view
Torque support Static load

Advanced chassis & suspension concepts

Steel technologies such as tailored blanks for the front wishbones, hydroforms for the rear twist-beam, stampings for the steering knuckles, and the extensive application of advanced high-strength steels throughout have all played their part in achieving a massefficient chassis that promises excellent vehicle dynamic handling characteristics. Other advantages of the system are that it increases the potential for more mass-efficient packaging, and is easily pre-assembled as part of a sub-frame housing the powertrain, steering and cooling systems. In addition, being attached The same safety requirements that determined the body design and the layout of the front structure had a similar influence on the design of the front suspension. In particular, the need for ample distance between the vehicle skin around the hood and fenders, and any solid components underneath, was driven by the desire to reduce pedestrian injury in the event of a frontal impact. The front suspension includes other innovative design features.
Ball joint

to the sub-frame, there is no need to realign the suspension each time the module is removed for servicing.

Upper wishbone assembly

Both lower and upper wishbones make use of tailored blanks using different gauges of stretch

Rubber bushing radial+axial forces

Rubber bushing radial forces

That is why the double wishbone with transverse leaf spring was selected from a number of suspension concepts. It eliminates the need for suspension towers in the body structure and thus the hard points that would inhibit pedestrian safety. This innovative design also facilitates the accommodation of a front-end module into the structure, which similarly plays a critical role in meeting crash requirements.

flangeable steel, with each wishbone comprising two parts that mirror one another. During stamping operations, it is important to avoid tearing the steel as it is drawn into deep flanges. Steel with this stretchable
2.0 mm 570/640 MPa

Lower wishbone assembly incorporating tailored blanks using stretch flangeable steel

property is ideally suited to such applications. Each wishbone is interchangeable with either side of the suspension assembly, thereby minimising the number of assembly parts and tooling investment costs.
Lower shock absorber attachment Leaf spring attachment bracket 1.6 mm 570/640 MPa

Double wishbone with transverse leaf spring

ULSAB-AVC Engineering Summary

15

Vehicle Systems

Steering knuckle module

Attachment bracket upper wishbone Wheel bearing 2nd generation Inner shell Spacer sleeves

Attachment bracket steering rod and lower wishbone

Outer shell

The steering knuckle, which would normally be

constant wall thickness, before heat-treatment to achieve the required strength. Flaring the outer ends to the trailing arms increases the welding seams, thereby improving support for the side forces and minimising toe-out behaviour.

forged, is made of advanced high-strength steel stampings that save a substantial amount of

Wheel hub

weight and require no additional machining. Forming simulations and finite element analysis have helped to optimise the design.

The rear suspension trailing arms are hydroformed Based on benchmarking data, Porsche Engineering Services selected a twist-beam rear suspension as the most efficient system for both classes of vehicle. The benefits include cost and mass reduction as well as ease of assembly and no intrusion into the occupant interior. In addition, the ULSAB-AVC concepts extend the application of advanced steel technology beyond
Rear suspension module

from tailored tubes of two different thicknesses using advanced high-strength steel. The hydroforming process includes forming the housing for the rubber bushes as well as the holes for the shock absorber sleeves.

the body and chassis to the steel wheels. Using a benchmark study and finite element analysis, three alternative designs were optimised for the ULSAB-AVC wheels. The chosen design features

Attachment to body

Dr dir iving ec tio n

a three-part tailor-welded blank for the rim using

advanced high-strength steels.

Unlike contemporary twist-beam designs, the concept incorporates specialised high-strength manganese-boron steel and a multi-stage component manufacturing process. First, the torque tube is deep drawn to obtain the desired spring rate. This is followed by hydroforming to widen the ends of the tube, while retaining a nearly

Steel wheels manufactured from tailored blanks

1.2mm 350/600 MPa 1.8 mm 490/600 MPa 1.2 mm 350/600 MPa inner 2.1 mm 500/800 MPa

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ULSAB-AVC Engineering Summary

Vehicle Systems

Novel engine & transmission concepts

PNGV-class seat system

The ULSAB-AVC layout features an automated manual transmission located in front of the engine. The whole powertrain is laid almost on its side with the cylinder head facing rearwards. While this packaging is radically different from conventional designs, familiar petrol and diesel combustion technology is retained to keep down manufacturing costs.
Safety is enhanced by laying the powertrain on its side

Steel concepts extend to vehicle sub-systems

The ULSAB-AVC steel-intensive concepts extend throughout the vehicle to embrace all vehicle subsystems. These have been designed with the help of component and sub-assembly suppliers that are experts in their respective parts of the vehicle.

The front seat system, for example, is a modular

one-piece assembly designed for ease of installation. The assembly is based on a single beam crossmember, to which the entire seat structure and trim components are attached

Intake system A/C compressor Tensioner pulley Generator

Valve cover

Gearbox Crankcase Starter To driveshaft Belt Pulley Oil-pump drive Driving direction

before installation into the vehicle. The extensive use of advanced high-strength steels has reduced the mass of the seat systems, while enhancing the structural integrity of the side impact characteristics of the vehicle.

The position of the powertrain behind the front axle contributes to better load distribution than is typically found in front-wheel drive vehicles. The powertrain position also allows for a significantly shortened and therefore lighter exhaust system. Another crash-sensitive component is the steel fuel tank, which in a crash must remain intact. Designed as a simple two-piece stamping, the tank is shielded between a high-strength crossmember and the twist-beam rear suspension. The narrow V 3-cylinder engine concept was
Fuel tank

selected to fulfil the target for low footwell intrusion and for its potential to reduce the mass of the powertrain. One of the main motivators to achieve the program target for CO2 emissions was the selection of a powertrain with both gasoline and diesel engines.

ULSAB-AVC Engineering Summary

17

Materials & Processes

The rationale for new steels

Importantly, each carmaker can base designs on their own considerations of manufacturability,

The goals for ULSAB-AVC are more farreaching than previous steel industry initiatives. This is because of the need to offset the additional mass required for satisfying future safety directives. Cars would otherwise be forced to become heavier, which is unacceptable in the face of equally compelling demands for lower emissions. These apparently conflicting safety and environmental mandates provide a unique opportunity to explore the advantages of new steels that are currently available or will become available by 2004.

performance and cost. Based on the ULSAB-AVC experience, what is certain is that optimal component design is dependent upon the selection of an appropriate steel and part manufacturing process.

The member companies of the ULSAB-AVC consortium supplied the material properties for a full range of steels, thereby compiling an invaluable catalogue of international steel data.

The principal differences between conventional high-strength steels and advanced high-strength steels are down to their specific microstructures,

Because the ULSAB-AVC programme started with a clean sheet, the component designs have the virtue of being formed with relatively simple geometries. In fact, the less complicated the design, the more opportunity there is for choosing an appropriate steel. This fresh approach has created the opportunity to review the entire range of steels in order to choose an appropriate

which are determined through the precise control of their chemistry and thermal treatment during the steel production process. Advanced high-strength steels are multiphase steels containing ferrite, martensite, bainite and quasi-stable austenite.
The relationship between strength and formability in different steels
Low strength steels (<210 MPa) Ultra high strength steels (>550MPa)

Elongation (%)

material for each part. Consequently, more than 80 per cent of the main vehicle structure uses advanced high-strength steels, while the remainder features other grades of high-strength steel. As a result, the project engineers have been able to achieve their crashworthiness targets without compromising the mass-efficiency of the vehicle.

High strength steels

Conventional HSS AHSS

Lower yield strength (MPa)

For conventional steels, reduced formability is one Clearly, the ULSAB-AVC concept is only one solution for achieving a safe yet mass-efficient vehicle. The steels selected for the ULSAB-AVC project are a useful benchmark for similar components in other automotive designs. of the consequences of increasing their strength. Advanced high-strength steels, however, have unique properties with a superior combination of high strength and good formability. This results primarily from their lower yield strength (YS) to

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ULSAB-AVC Engineering Summary

Materials & Processes

Master materials list Steel Grade YS* (MPa) 140 210 260 260 280 300 300 350 350 400 450 490 500 570 700 700 950 1,200 1,250 UTS* (MPa) 270 340 370 410 600 420 500 450 600 700 800 600 800 640 800 1,000 1,200 1,600 1,520 Total EL(%) 38-44 34-39 29-34 34-38 30-34 29-36 30-34 23-27 24-30 19-25 26-32 21-26 14-20 20-24 10-15 12-17 5-7 4-5 4-6 n-value (5-15%) 0.23 0.18 0.13 0.20 0.21 0.20 0.16 0.22 0.14 0.14 0.24 0.13 0.14 0.08 0.13 0.09 0.07 n/a 0.07 r-bar Key

Mild 140/270 BH 210/340 BH 260/370 IF 260/410 DP 280/600 IF 300/420 DP 300/500 HSLA 350/450 DP 350/600 DP 400/700 TRIP 450/800 HSLA 490/600 DP 500/800 SF 570/640 CP 700/800 DP 700/1000 Mart 950/1200 MnB** Mart 1250/1520

1.8 1.8 1.6 1.7 1.0 1.6 1.0 1.0 1.1 1.0 0.9 1.0 1.0 1.0 1.0 0.9 0.9 n/a 0.9

A,C,F B B C B B B A,B,S A,B,C,W,S A,B A,B W A,B,C,W S B B A,B S A

Key: A = Ancillary parts, B = Body structure, C = Closures, F = Fuel tank, S = Suspension/chassis, W = Wheels Note: Flat sheet, as shipped properties * Yield Strength (YS) and Ultimate Tensile Strength (UTS) are minimum values, others are typical values ** Properties in heat-treated condition; YS/UTS = 280/450 MPa, Elongation (EL) = 21% before hardening

ultimate tensile strength (UTS) ratio, which in turn leads to a high strain hardening capacity.

challenging components, produced from tailor-welded blanks or by hydroforming, and all outer panels were subjected to additional

The advanced high-strength steel family includes dual-phase (DP), transformation induced plasticity (TRIP) and complex phase (CP) steels. It also includes martensitic steels (MART), which offer the highest ultimate tensile strengths (UTS) up to 1,500 MPa.

finite element analysis to confirm that the panels could be successfully stamped using advanced high-strength steels.

Approximately 75 per cent of the ULSAB-AVC body structure design uses dual-phase (DP) steels. And whereas the closures have a lower share of

The ULSAB-AVC engineering team assessed the feasibility of forming components with simple geometries by running computer simulations to verify that the parts could actually be made. More

advanced high-strength steel, the seat and bumper beam structures in particular include very high grades of steel in order to meet crash requirements.

ULSAB-AVC Engineering Summary

19

Materials & Processes

C-class body structure exploded view

ULSAB-AVC employs the latest component manufacturing technologies

always considered tailored tubes. However, the location of their seam changed over the course of the design. Since the rear portion of the tailored

Porsche Engineering Services and the steel consortium worked closely throughout the design process to ensure that the designs were optimised and that the steels and processes selected performed to their full potential for the particular component design.

tube has the lowest thickness of material, the goal was to position the seam as far forward as possible. The re-designs not only reduced overall mass, but also focused on achieving crash results with 5-star NCAP ratings.

Design optimisation also focused Porsche This led to significant design changes in both classes of vehicle. For example, the front rails Engineering Services on applying different welding processes, which can result in different crash

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ULSAB-AVC Engineering Summary

Materials & Processes

performance behaviour. Indeed, the number of spot and laser welds in the structure was altered to improve crash results. Crash optimisation considerations included material iteration, placement of welds in tailor-welded blanks, placement of different steels in the blank, and joining specifications.

eliminating the access holes and flanges required for spot welding. The total length of laser assembly welds on the C-class body structure is 114 metres, which is much higher than present-day standards, enabling the number of spot welds to be significantly reduced.
C-class and PNGV-class front rail members

Laser welding was used not only to join components where only one side is accessible for welding, but also to provide a more rigid structure for enhanced crash performance and NVH refinement. A continuous weld fully exploits the benefits of advanced high-strength steels, achieving a more efficient structure whilst

Analysis of steels used in C-class body structure

1250/1520 MPa 1.77kg 0.88% 950/1200 MPa 6.09kg 3.02% 300/420 MPa 5.77 kg 2.86%

Misc 3.75kg 1.86%

450/800 M Pa 8.44kg 4.18%

BH 210/340 MPa 6.64kg 3.29% 260/370 MPa 16.77kg 8.31% BH CP DP DP DP DP DP 700/800 MPa 1.13kg 0.56% DP HSLA IF 280/600 MPa 7.84kg 3.89% Mart Mart TRIP Misc 300/500 MPa 18.14kg 8.99%

210/340 260/370 700/800 280/600 300/500 350/600 400/700 500/800 700/1000 350/450 300/420 950/1200 1250/1520 450/800

350/450 MPa 2.68kg 1.33%

Material Type

Mass [kg]

BH 350/600 MPa 6.58kg 3.26% 700/1000 MPa 59.32kg 29.40% CP DP HSLA IF 400/700 MPa 9.14kg 4.53% 500/800 MPa 47.71kg 23.64% Mart TRIP Misc Total

23.42 1.13 148.73 2.68 5.77 7.86 8.44 3.75 201.78

ULSAB-AVC Engineering Summary

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Performance
C-class US NCAP deformed shape

Computer analysis predicts first-class crash performance

frequency of 58 Hz. The first torsional mode is excited at 49 Hz.

Mass-efficient advanced steel structures provide an excellent basis for achieving a 5-star performance in the tough Euro NCAP test.

Crash analysis, a key element of all simulation work, focused on the following crash events: US NCAP 100% frontal crash at 35 mph into rigid barrier

To evaluate its design concepts, the ULSAB-AVC programme employed computer-aided engineering techniques. Finite element models of the concept structures were first constructed from CAD data. The structural performance of the design concepts was then evaluated against crash and stiffness criteria. Iterations of the design - including the use of tailor-welded blanks, different steels and design changes - were also evaluated. Final optimisation aimed for a high level of crashworthiness and structural performance while eliminating as much mass as possible.
C-class 3g bump load stress contours

Euro NCAP front crash 40% overlap offset frontal crash at 64 km/h into deformable barrier US SINCAP side barrier impact at 38.5 mph Side Pole Impact side impact into rigid pole at 20 mph Rear impact moving barrier crash at 35 mph Roof Crush Low speed impact

All crash simulations show a very high level of US NCAP crashworthiness for the ULSAB-AVC concepts with low footwell intrusion and a

The excellent structural integrity of the C-class design concepts is underlined by the stiffness of the main body structure, which has a bending rigidity of 17,050 N/mm and a torsional rigidity of 14,350 Nm/deg. Similarly, the first bending mode of vibration is not excited until the relatively high

minimised deformation of the passenger compartment residual space. Based on progressive crush of the main front longitudinal members, there is a good distribution of loads into the tunnel, sill and A-pillar. The stability of the A-pillar and door ring, for example, further underpins the excellent crashworthiness of the vehicle.

The Euro NCAP crash event is a 40 per cent offset frontal crash into a deformable barrier. Computer

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ULSAB-AVC Engineering Summary

Performance

Euro NCAP results summary

Euro NCAP
Footwell intrusion (mm) Steering column rear movement (mm) A-pillar displacement (mm)

Target
< 150 < 80 < 50

C-class
115 25 10

PNGV-class
130 20 10

simulation of this test again underlines the importance of the front longitudinal members as the main load paths, while the sill also absorbs a significant amount of the impact. Importantly, the occupant compartment remains stable and there are minimal levels of footwell intrusion. The A-pillar also remains stable and there is minimal movement of the steering column. These are all desirable attributes for protecting occupants in this severe test.
C-class Euro NCAP deformed shape

at 1,800 rpm. The petrol engine delivers 61 kW at 6,000 rpm and torque of 108 Nm at 4,000 rpm.

The ULSAB-AVC study indicates that the target CO2 emissions could be met with engines with a displacement of 1.2 litres. Computer simulations for the C-class diesel variant with a 5-speed automated manual transmission, in automatic shift mode, point to a fuel consumption of 3.2 litres/100km (equivalent to 88 mpg in the UK) and CO2 emissions of 86 g/km over the New European Driving Cycle (NEDC). For the petrol variant the equivalent figures, also in automatic shift mode, are 4.4 litres/100km (64 mpg in the UK) and CO2 emissions of 106 g/km. These low emissions are a significant advance on the

The Euro NCAP star rating is based on the combined performance of the offset front impact, European side impact and side pole impact tests. The overall performance of both C-class and PNGV-class concept vehicle structures provides an excellent basis for achieving a maximum 5-star performance in the Euro NCAP test.

programme target of 140 g CO2/km.

The ULSAB-AVC concept achieves this impressive fuel economy and low emissions with top speeds of 184 km/h (115 mph) for the diesel variant and 194 km/h (121 mph) with petrol. The diesel variant accelerates from 0-100 km (0-62 mph) in 13.4 seconds, while the petrol

Low CO2 emissions without compromising vehicle performance

variant takes 13.5 seconds.

These figures show that without compromising A narrow V 3-cylinder configuration was selected to represent state-of-the-art petrol and diesel engine technology. The diesel engine delivers 54 kW at 4,000 rpm and torque of 167 Nm vehicle performance, excellent fuel consumption and CO2 emissions can be met with a steelintensive vehicle, in which a low kerb weight is achieved with a structurally efficient design.

ULSAB-AVC Engineering Summary

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Performance

General performance parameters

C-class Parameter
Kerb weight [kg] Maximum payload [kg] Calculated test mass - NEDC 2000 [kg] Calculated test mass - U.S. combined [kg] Calculated test mass - 0-62 mph/100 km/h [kg] Vehicle Frontal Surface Area [m2] Dynamic roll radius (wire) [m] Aerodynamic drag coefficient [cw] Rolling resistance coefficient Transmission efficiency coefficient 1,035 994 1,160 2.03 0.275 0.25 0.12 0.95

PNGV-class Gasoline
988 500 1,065 1,024 1,190 1,100 1,059 1,250 2.03 0.275 0.25 0.12 0.95 1,130 1,089 1,280

Gasoline
933 450

Diesel
966

Diesel
1,031

Mass results
In addition to the safety and fuel efficiency performance results, the ULSAB-AVC concepts have succeeded in achieving their mass targets as can be seen in the table below.
Mass results

Compared with the 1,150 kg average kerb weight for a typical C-class vehicle today, the ULSAB-AVC concept is leaner by around 200 kg.

C-class Component
Targets
Gasoline (kg) Diesel (kg)

PNGV-class
Results Targets
Gasoline (kg) Diesel (kg)

Results
Gasoline (kg) Diesel (kg)

Gasoline (kg)

Diesel (kg)

Body Structure Closures Glazing Chassis Engine Transmission Interior Exterior Electrics Automotive fluids Other concept related Paint Brackets/undercover/aerodynamic devices Total kerb weight 980 41.0

208.0 71.5 32.1 198.5 143.5 50.0 173.0 4.5 41.7 44.0 39.9 40.6 16.0 183.5

201.8 55.2 23.9 182.1 122.1 43.1 152.5 4.2 36.7 42.9 41.1 16.0 15.0 41.0 150.9 44.1

228.0 104.0 32.8 198.5 144.5 184.5 50.0 192.0 6.5 41.5 44.0 39.9 42.2 20.0

218.1 81.7 26.5 182.1 123.7 43.1 152.5 44.1 160.4 4.5 35.5 42.9 42.7 20.0 20.0

1,023

933

966

1,059

1,102

998

1,031

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ULSAB-AVC Engineering Summary

Manufacturing Cost Assessment & Affordability

Economic analysis of manufacturing costs for high volume production shows that steelintensive solutions meet the requirements for safe fuel-efficient vehicles that are within the financial reach of ordinary consumers. carmakers can input their own assumptions into the various elements of the model. The ULSAB-AVC programme includes an assessment of complete vehicle manufacturing costs, which takes into account the latest steel technologies, including tailored blanks and tubes, assembly laser welding, as well as tube and sheet hydroforming. To complete the cost assessment, Porsche Engineering Services organised an interactive process between product designers, process engineers and assembly line designers, materials experts and cost analysts. A separate press shop midway between the two Manufacturing costs were established by several means. Detailed technical cost modelling was applied to all sheet metal parts and related assembly. Supplier cost assessments were obtained by providing leading suppliers with component function and performance descriptions. Porsche Engineering Services defined a structure of systems, modules, sub-assemblies and parts on several levels of aggregation. Technical descriptions, including design sketches, were used for cost assessment by a number of leading suppliers. To account for varying opinions as to the breakdown of manufacturing costs, an ULSAB-AVC cost model was developed so that Sensitivity analyses of the manufacturing costs, with different assumptions for labour cost, product life and interest rate, show that mass-efficient advanced vehicle concepts are affordable with steel. Steel is not only the enabler of these efficient designs; it is also the key to safe and environmentally responsible vehicles for the future. plants feeds body-in-white parts to the assembly lines. Suppliers within a 600 miles radius from both plants deliver all other purchased parts, including the front sub-frame (complete with powertrain) and rear axle modules, ready to be mounted. The ULSAB-AVC programme defines a virtual two-plant scenario, each with an annual production volume of 225,000 vehicles. One assembly plant concentrates on producing the PNGV-class vehicle with petrol engine, while the other produces the C-class diesel variant. Both plants have a body and paint shop feeding a trim and final assembly line.

ULSAB-AVC Engineering Summary

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Manufacturing Cost Assessment & Affordability

Parts fabrication costs

C-class Sub-system
Powertrain Chassis Body Electrics Potential cost reduction w/SE process* Overall parts fabrication Assembly cost ULSAB-AVC manufacturing cost ($ 350) $ 7,906 $ 1,284 $ 9,190

PNGV-class Diesel
$ 3,100

Gasoline
$ 2,350 $ 1,845 $ 2,711 $ 1,350

Gasoline
$ 2,350 $ 1,845 $ 2,968 $ 1,350

Diesel
$ 3,100

($ 400) $ 8,606 $ 1,284 $ 9,890

($ 350) $ 8,163 $ 1,375 $ 9,538

($ 400) $ 8.863

$ 10,238

* Simultaneous Engineering (SE) process points to a potential cost reduction of 10% of total cost assessments

Many programme decisions were made to ensure that ULSAB-AVC concepts were affordable

features, CO2 emissions and fuel economy with which to compare the ULSAB-AVC findings.

There are some important factors to keep in mind when interpreting the conclusions of this selling Many decisions were made during the development process to ensure that ULSAB-AVC concepts would be affordable, both to the manufacturer and the consumer. Modular assembly, fewer body-in-white parts through part integration, and use of proven powertrain technology all contributed to keep manufacturing costs down. Key to affordability is the steelintensive design, demonstrating that steel continues to be the most cost-effective material for vehicle manufacturing. price comparison. Safety features, such as anti-lock brake systems and side impact bags, were not available on most of the PNGV-class vehicles in this benchmark study. Additionally, since ULSAB-AVC aims at 2004 safety performance targets, few vehicles in either class compare directly to ULSAB-AVCs crash performance or star ratings potential. The technology available in the vehicle (e.g. rear-view cameras) and V3 auto-shift powertrain concept simply doesnt exist in models currently available.

To establish a method for judging ULSAB-AVCs affordability, Porsche Engineering Services conducted a study on selling prices of C-class and PNGV-class vehicles. This study included extensive benchmarking of selling price, vehicle

Consequently, ULSAB-AVC designs offer carmakers improved technology and safety performance at a production cost that would allow these features to be incorporated at competitive forecourt prices.

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ULSAB-AVC Engineering Summary

Automotive

in steel

Automotive

in steel