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VEHICLE TECHNOLOGIES OFFICE
Materials Technology -OverviewJune 6, 2016
Felix Wu (Presenter)
Jerry GibbsCarol SchutteWill Joost Sara Ollila
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Outline
Vehicle Performance Metrics Why Lightweight Materials and Propulsion Materials? Materials Technology Program Portfolio Light- and Heavy-Duty Vehicle Roadmaps
Technology gaps Opportunities & Challenges
2015 Accomplishments Highlights Energy Materials Network Summary
33 | Vehicle Technologies Program
Performance Metrics
Sub-Program Sub-Program Goal Baseline Metric (year)
Target Metric(year)
Battery Technology R&D
Developing the technologies necessary to reduce modeled high-volume battery costs. $289/kWh (2015) $125/kWh (2022)
Electric Drive Technologies R&D
Develop components and systems to reduce the modeled high-volume cost of electric drive systems.
$12/kW ($660/system)(2015)
$8/kW ($440/system)(2022)
Advanced CombustionEngine R&D
Increase light-duty engine efficiency to improve gasoline/diesel passenger car and light-truck fuel economy.
2009 35%/50% (2020)
Advanced CombustionEngine R&D
Increase heavy-duty engine efficiency to improve commercial vehicle fuel economy. 2009 30% (2020)
Materials Technology
Weight reduction for light-duty vehicles including body, chassis, and interior.
2012 30% (2022)
Fuel and Lubricant Technologies
Demonstrate fuel properties that enable an increase in the operating range of advanced combustion regimes to 90 percent coverage of non-idling portions of the city (UDDS) and highway (HWFET) light-duty Federal drive cycles.
2010 90% (2020)
4
Powertrain - 25%
Body Structure - 25% Glazing - 3%
Closures - 8%
Interiors -14%
Chassis & Suspension - 21%Other - 4%
Electrical, Fluids, etc.
Typical Weight DistributionBody Structures, Chassis, And Powertrain Provide Significant Opportunities
Materials Lightweighting: Broad Application
2015 Chevrolet Impala
Increasing Focus
55 | Vehicle Technologies Program
Vehicle Weight Reduction
10
20
30
40
50
60
50% 100% 150% 200%
Fuel
Eco
nom
y (m
pg)
Percent of Baseline Vehicle Mass
Conventional ICE Hybrid/Electric Vehicles
86.0
88.0
90.0
92.0
94.0
96.0
98.0
100.0
94% 96% 98% 100%
Frei
ght E
ffici
ency
(Ton
-mile
s/ga
llon)
Percent of Baseline Vehicle Mass Without Cargo
Fixed Load Added Load
NREL 2011Ricardo Inc., 2009
6-8% improvement in fuel economy for 10%
reduction in weight
13% improvement in freight efficiency for 6%
reduction in weight
Commercial/Heavy Duty
10
20
30
40
50
60
50% 100% 150% 200%
Percent of Baseline Vehicle MassNREL 2011
Improvement in range, battery cost, and/or
efficiency
66 | Vehicle Technologies Program
Materials Technology Portfolio
Lightweight Materials Propulsion Materials
Properties and Manufacturing
Multi-Material Enabling
Modeling & Computational Materials Science
Lightweight Materials Propulsion Materials
FY15 Budget $28.5 M $7.1 M
FY16 Budget $21.6 M $5.3 M
Integrated Computational Materials Engineering (ICME)
Engine Materials, Cast Al & Fe High Temp Alloys
Materials Technology
Exhaust System Materials, Low Temp Catalysts
77 | Vehicle Technologies Program
Lightweight Materials Program
Light- and Heavy-Duty Vehicle Roadmaps
Properties and Manufacturing Multi-Material Enabling Modeling and Simulation
Demonstration, Validation, and Analysis
Reduce cost:– Raw materials.– Processing.
Improve:– Performance.– Manufacturability.
Enable structural jointsbetween dissimilarmaterials.
Prevent corrosion incomplex materialsystems.
Develop NDEtechniques.
Accurately predictbehavior.
Tools to optimizecomplex processesefficiently.
ICME: Developing newmaterials andprocesses.
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Material Critical ChallengesCarbon-FiberComposites
Low-Cost Fibers
High-Volume Mfg.
Predictive Modeling
Recycling Joining/ NDE & Life monitoring
Aluminum Feedstock Cost Manufacturing Improved Alloys
Recycling
Magnesium Feedstock Cost Corrosion Protection
Improved Alloys
Manufacturing Recycling
Advanced High-StrengthSteels
Manufactur-ability
Wt. Reduction Concepts
Alloy Development
Multi-materialSystems
Joining Corrosion Body Structure Design
New Assembly Operations
NDE & Life monitoring
Glazings Low-Cost Lightweight Matls.
Noise, Structure Models Simulations
Noise ReductionTechniques
UV and IR Blockers
Metal-MatrixComposites
Feedstock Cost Compositing Methods
Powder Handling
Compaction Machining & Forming
Titanium Low-Cost Extraction
Low-Cost Production
Forming & Machining
Low-Cost PM Alloy Development
Incr
easi
ng Im
pact
on
Redu
cing
Veh
icle
Mas
s
Increasing Severity of Challenge
Material Technology Roadmap Significant Opportunities & Challenges
Futu
re F
ocus
P
rimar
y F
ocus
99 | Vehicle Technologies Program
Properties and Manufacturing
Magnesium Alloys Aluminum Alloys
China, 80%
U.S., 7%
Russia, 4%
Others, 9%
When it “works” 40-70% weight reductionCost (~$3-10/lb-saved)Otherwise
– Lack of domestic supply,unstable pricing.
– Challenging corrosionbehavior.
– Inadequate strength,stiffness, and ductility.
– Difficult to modeldeformation behavior.
When it “works” 25-55% weight reductionCost (~$2-8/lb-saved)Otherwise
– Insufficient strength inconventional automotive alloys.
– Limited room temperatureformability in conventionalautomotive alloys.
– Difficult to join/integrate toincumbent steel structures.
Carbon Fiber CompositesWhen it “works” 30-65% weight reduction
Cost (~$5-15/lb-saved)Otherwise – High cost of carbon fiber
(processing, input material).– Joining techniques not easily
implemented for vehicles.– Difficult to efficiently model
across many relevant length scales.
Advanced High Strength Steel15-25% weight reduction– Inadequate structure/properties
understanding to propose steelswith 3GAHSS properties.
– Insufficient post-processingtechnology/understanding.
– What other relevant propertiesshould be considered? Hydrogenembrittlement, local fracture, etc.
Choi et. al., Acta Mat. 57 (2009) 2592-2604
1010 | Vehicle Technologies Program
Total Vehicle Weight Reduction Potential
0
200
400
600
800
1000
1200
1400
1600
Today's Tech Adv. Steel Al Alloys Mg Alloys CF Composite
Wei
ght (
kg)
Body and Structure Chassis Powertrain HVAC and Electrical Other
~19%~30%
~37%~37%
1111 | Vehicle Technologies Program
HAZ property deterioration. Limited weld fatigue strength. Tool wear, tool load, infrastructure.
Mg Si Cu Zn5182 4.0 - 5.0 < 0.2 < 0.15 < 0.256111 0.5 - 1.0 0.6 - 1.1 0.5 - 0.9 < 0.157075 2.1 - 2.9 < 0.4 1.2 - 2.0 5.1 - 6.1
Multi-Material Enabling
Magnesium Alloys Aluminum Alloys
Carbon Fiber Composites
Corrosion (galvanicand general).
Difficulty Joining:– Mg-Mg.– Mg-X.– Riveted Joints.
Questionablecompatibility withexisting paint/coatingsystems.
HAZ property deterioration. Difficulty joining mixed
grades:– Joint integrity.– Joint formability.
Difficulty recycling mixedgrades.
Corrosion and environmental degradation. Some difficulty joining. Questions regarding non-destructive evaluation.
AHSS
1212 | Vehicle Technologies Program
General lack of understandingon structures, phases, anddeformation mechanisms toachieve 3GAHSS properties.
Very complicated structures,phases, and deformationmechanisms likely.
Modeling and Computational Materials Science
Magnesium Alloys Aluminum Alloys
Carbon Fiber Composites Insufficient capability in modeling relationships
between physical properties, mechanicalproperties, and ultimately behavior.
Lack of validated, public databases of CFCmaterial properties.
Inadequate processing-structure predictivetools.
AHSS
Q. Ma et al. Scripta Mat. 64(2011) 813–816
P.E. Krajewski et al. Acta Mat. 58 (2010) 1074–1086
N.I. Medvedeva et al. Phys. Rev. B 81 (2010) 012105
Complicateddeformation in HCP Mgalloys.
– Highly anisotropicplastic response.
– Profuse twinning. Few established design
rules for anisotropy.– Substantial gaps in basic
metallurgical data.
Basic metallurgicalmodels are wellestablished.
Substantialfundamental data isavailable.
Useful predictivemodels establishedfor some conditions.
Truly predictive,multi-scale modelsare still lacking.
1313 | Vehicle Technologies Program
Propulsion Materials Program
Light- and Heavy-Duty Vehicle Roadmaps,U.S. DRIVE Low-Temp Catalyst Workshop Report
Engine Materials Exhaust System MaterialsIntegrated Computational Materials
Engineering
Demonstration, Validation, and Analysis
Improve Engine Efficiency: Improved Materials:
– Strength.– Durability.– Operating
Temperature.– Manufacturability.– Lower Cost.
Low-Cost High-TempAlloys for ExhaustManifolds, TurbochargerHousings and Turbines.
Low-Temp CatalystMaterials and ceramicsubstrates.
New materials andprocesses using multi-scale modeling.
Modeling to createtailored materials.
Predict behavior. Optimizing complex
processes.
Accelerated Tech to Market Transition
1414 | Vehicle Technologies Program
Internal Combustion Engine (ICE) Materials
The Propulsion Materials’ cast alloy development program for engine applications.
Combines first principlescomputational materialsdesign, advancedcharacterization, andexperimental validation.
Results in new alloys andexpanded ICMEcapabilities.
1515 | Vehicle Technologies Program
Exhaust System Materials, Low-Temp Catalysts
http://www.pnnl.gov/main/publications/external/technical_Reports/PNNL-22815.pdf
The PropulsionMaterials’ low-temperature catalystdevelopment effort isguided by: USCARAdvanced after-treatment WorkshopReport.
All materialsdevelopment andvalidation activitiesreside in the areasoutlined in red bridgingmaterials fundamentalsand applied R&D.
Future Automotive after-treatment Solutions: The 150°C Challenge Workshop Report
1616 | Vehicle Technologies Program
Atoms to Engines: ORNL Provides Unique Capabilities to Industry
ORNL provided: High Temperature Materials Laboratory (HTML)
Materials Characterization. JEOL Aberration Corrected Electron Microscope
(ACEM). FEI 200X TALOS Scanning Transmission Electron
Microscope (STEM). LEAP4000XHR Atom Probe. The Titan Supercomputer. Spallation Neutron Source (SNS).Brookhaven National Laboratory Provided: National Synchrotron Light Source (NSLS)
Synchrotron Diffraction.
Results to date: >25% improvement in strength with >300°C performance.A low-cost, easy casting, high-performance AL alloy designed to enable next generation high-efficiency automotive engines with rapid technology to market transition potential.
Objective: 300°C capable AL alloy with 25% improvement in high-temperature strength. Must conform to existing production methods.
1717 | Vehicle Technologies Program
AdvancedCombustion
Models
Materials Target Setting with Linked ACE Models & ICME
Temperature and pressureBoundary conditions
Finite Element BaselineDesign Constraints
Prioritized Components
andMaterialPropertyTargetsEfficiency
improvement potential
Identify and prioritize the material improvements needed to enable high efficiency combustion systems, and quantify the benefits.
1818 | Vehicle Technologies Program
2015 Accomplishments
Matured plasma oxidation technology reduces energy use by 75% and increases throughput by a factor of 3, decreasing the cost to manufacture oxidized carbon fiber precursor. Ultimately, has potential to reduce carbon fiber cost by 20%. 4M Industrial Oxidation has announced commercialization of this technology due to the demonstrated scalability, robustness, and low variability of this process.
Oak Ridge National LaboratoryVirgin Precursor Oxidized Fiber
1919 | Vehicle Technologies Program
2015 Accomplishments
Demonstrated technical feasibility of breakthrough joining techniques such as collision welding by vaporizing foil actuator by successfully welding more than 14 dissimilar metal combinations consisting of magnesium, steel, and aluminum alloys. Laser assisted adhesive joining of CFRP to Al, another breakthrough technique, showed a 40% increase in lap shear strength as compared to a non-laser assisted baseline.
Ohio State University and Oak Ridge National Laboratory
2020 | Vehicle Technologies Program
2015 Accomplishments
Completed and validated a magnesium intensive demonstration structure for under-hood applications; investigated a wide range of processing, joining, corrosion protection, design, and testing procedures for magnesium intensive structures and validated modeling methodologies to the automotive lightweighting community.
USAMP led with large supplier, national lab, and university team
2121 | Vehicle Technologies Program
2015 Accomplishments
Developed and demonstrated new high-strength, exceptional ductility advanced steel with >1,200 MPa tensile strength and >30% elongation to failure, while simultaneously building an initial integrated computational modeling framework to predict properties of advanced steels.
USAMP led with large supplier, national lab, and university team
2222 | Vehicle Technologies Program
2015 Accomplishments
Completed detailed characterization of diffusion kinetics, microsegregation, and phase transformations of magnesium alloys processed at a wide range of cooling rates. Produced new data and insight essential for development of next-generation high performance magnesium alloys and began distributing this data to the broader materials community through established materials data repositories.
Ohio State University, University of Michigan (2 projects)
Microsegregation as a function of location in die cast AM70 Mg (experimental)
Impurity diffusivities in Mg (calculated from experiment)
2323 | Vehicle Technologies Program
MGI - Framework
New Material Innovations for Clean Energy 2X Faster and 2X Cheaper
Predictive Simulation
Across Scales
Synthesis & Characterization
Rapid Screening
End Use Performance
Process Scalability
Process Control
Real-time Characterization
Reliability Validation
Data Management & Informatics
Coordinated resource network with a suite of capabilities for advanced materials R&D
In Support of the Materials Genome Initiative (MGI)
2424 | Vehicle Technologies Program
Summary
Weight reduction and lightweight materials are important elements ofAutomotive OEM’s sustainability strategy.
Broader usage of new lightweight materials is delivering mass reduction, butsafety requirements and additional customer features are adding weight.
Manufacturers need lead time to overcome lightweight material cost, supplyand infrastructure issues.
New materials such as advanced high strength steel, aluminum, magnesium,and carbon fiber composites offer future opportunities but each faces theirown unique challenges.
Multi-material Vehicles enable the design & optimization of all materialsolutions to deliver lightweighting.
Utilizes Integrated Computational Materials Engineering (ICME) to target andaddress materials for high efficiency Internal Combustion Engines, powertrainmaterials interactions with new fuel compositions.
The Lightweight Materials Multi-Lab Consortium (LightMat) creates anenduring industry-DOE laboratory ecosystem to increase the U.S.competitiveness in manufacturing and reduce the time from development todeployment of advanced materials by 50% within five years.
2525 | Vehicle Technologies Program
Contact Information
Felix Wu (Supervisor)
Jerry Gibbs (Propulsion Materials)
Carol Schutte (Lightweight Materials)
Will Joost (Lightweight Materials)
Sarah Ollila (Lightweight Materials)