integrating multi-material design engineering with … · 2016-08-30 ·...

© Copyright 2016 Tata Technologies. All rights reserved. All other trademarks are trademarks of their respective owners.

INTEGRATING MULTI-MATERIAL DESIGN ENGINEERING WITH AME Global Automotive Lightweight Materials Conference – Detroit 2016

© Copyright 2016 Tata Technologies. All rights reserved. All other trademarks are trademarks of their respective owners. 2

AUTO INDUSTRY VEHICLE TRENDS


• Electrifica*on/Range Extension To meet CO2 targets, electric or hybrid powertrains are introduced and the vehicle weight increases to mount ba;ery packs.

Customer requirements are driving CO2 down ahead of legisla@on.

• Safety Legisla*on Global NCAP and legisla@ve demands have increased weight.

• Customer Requirements Increased customer package and features.

• Size Trends The trend of cars growing bigger is reversing in developed markets.

CO2 CHALLENGE


TATA TECHNOLOGIES’ 5R PROCESS

Our Lightweigh@ng Methodology


•  5R process was developed by Tata Technologies as a scien@fic method to op@mize a vehicle’s weight

•  Many of the ac@vi@es are not new, but the 5R process manages a flow of ac@ons to reduce a vehicles weight based on cost and performance targets

•  The process has evolved over a number of vehicle programs and is proving to be a valuable tool for vehicle lightweigh@ng




Phase 1

Phase 2

Phase 3

Space Topology Optimization

OptiStruct

Target Setting/ Project Scoping

Table Top Studies

Production CAE and CAD Development

HyperWork/ Dyna/Abaqus

Full Engineering Delivery

Joint and Section Target Confirmation

Visual Crash Studio/

OptiStruct

Course Loadpath Optimization

OptiStruct Fine Optimization MDO

OptiStruct/ SFE


TATA TECHNOLOGIES’ 5R PROCESS COSTS

TOOLINGPIECE PLANT & FAC.

WEIGHT EXTERIOR SURFACES AGRIGATESPACKAGEPERFORMANCE

CRASH NVH DURAB.

JOINING PROCESSES PAL LEADERS C/O CONTENT DERIVATIVES

ESTABLISH 'IMPORTANCE FACTORS' OR 'WEIGHTINGS' FOR EACH ATTRIBUTE (DONE WITH THE CLIENT)

FRONT STRUCTURE REAR STRUCTURE CLOSURESBODYSIDE STRUCTURE ROOF STRUCTURE SKIN PANELS SUB-‐FRAMES

RANK EACH MATERIAL AND/OR MANUFATURING PROCESS OPTION (BY STRUCTURE GROUP ABOVE, PRESENT AS SPIDER GRAPH)

CREATE COST & WEIGHT FOR EACH STRUCTURE GROUP AND COMPARE TO WEIGHT AND COST TARGETS

REFINE MATERIAL SELECTIONS BY STRUCTURE GROUP TO ADJUST TO WEIGHT AND COST TARGETS

CREATE INITIAL MATERIAL BOM

ADD MATL. PROPERTIES TO CAE MODELAPPLY FTT S/W &/or MATERIAL UTILISATIONS OF SURROGATE TO WORK OUT BLANK SIZES

CREATE COSTS -‐ FTT OUTPUT & SURROGATE SOURCES

ADJUST MATERIALS ON BOM

RUN LOAD CASES ON CAE MODEL

MAKE MATERIAL IMPROVEMENTS & ADJUSTS TO CAE MDL

ADJUST WEIGHTS & COSTS ON BOM

REPEAT

UNTIL ALL LO

ADCA

SES AR

E MET OR UNTIL GEO

METRY

IS

CHAN

GED

TORE

SOLVE

SUBJECTIVE EVALUATION TO SELECT THE 'WINNING MATERIAL' BY STRUCTURE GROUP

ISSUE MATERIAL BOM TO CAD ENGINEERS

GENERATE 3D CAD GEOMETRY

CREATE FULL CAE MODEL FROM 3D GEOMETRY

RUN ALL LOAD CASES

ADJUST CAD MATERIALS & GEOMETRY (IF REQUIRED)

ADJUST WEIGHT AND COSTS ON BOM

ANALYSE CAE RESULTS

COMPARE WEIGHTS & COSTS AGAINST TARGETS & MAKE MATERIAL/GAUGE ADJUSTMENTS (IF REQUIRED)CHANGES

LOADCASES MISS

NO CHANGES

ISSUE FINAL WEIGHT AND COSTS

LOADCASES OK

Benchm

arking &

Attrib

ute Ra

nking Ph

ase

Analysis Ph

ase

Geom

etry Phase


Weight Carry Over Facilities

Piece cost

Derivatives

Technology Statement Off-road capability

Modularity

Exterior Surfaces

Durability

TATA TECHNOLOGIES’ 5R PROCESS COSTS

TOOLINGPIECE PLANT & FAC.

WEIGHT EXTERIOR SURFACES AGRIGATESPACKAGEPERFORMANCE

CRASH NVH DURAB.

JOINING PROCESSES PAL LEADERS C/O CONTENT DERIVATIVES

ESTABLISH 'IMPORTANCE FACTORS' OR 'WEIGHTINGS' FOR EACH ATTRIBUTE (DONE WITH THE CLIENT)

FRONT STRUCTURE REAR STRUCTURE CLOSURESBODYSIDE STRUCTURE ROOF STRUCTURE SKIN PANELS SUB-‐FRAMES

RANK EACH MATERIAL AND/OR MANUFATURING PROCESS OPTION (BY STRUCTURE GROUP ABOVE, PRESENT AS SPIDER GRAPH)

CREATE COST & WEIGHT FOR EACH STRUCTURE GROUP AND COMPARE TO WEIGHT AND COST TARGETS

REFINE MATERIAL SELECTIONS BY STRUCTURE GROUP TO ADJUST TO WEIGHT AND COST TARGETS

CREATE INITIAL MATERIAL BOM

ADD MATL. PROPERTIES TO CAE MODELAPPLY FTT S/W &/or MATERIAL UTILISATIONS OF SURROGATE TO WORK OUT BLANK SIZES

CREATE COSTS -‐ FTT OUTPUT & SURROGATE SOURCES

ADJUST MATERIALS ON BOM

RUN LOAD CASES ON CAE MODEL

MAKE MATERIAL IMPROVEMENTS & ADJUSTS TO CAE MDL

ADJUST WEIGHTS & COSTS ON BOM

REPEAT

UNTIL ALL LO

ADCA

SES AR

E MET OR UNTIL GEO

METRY

IS

CHAN

GED

TORE

SOLVE

SUBJECTIVE EVALUATION TO SELECT THE 'WINNING MATERIAL' BY STRUCTURE GROUP

ISSUE MATERIAL BOM TO CAD ENGINEERS

GENERATE 3D CAD GEOMETRY

CREATE FULL CAE MODEL FROM 3D GEOMETRY

RUN ALL LOAD CASES

ADJUST CAD MATERIALS & GEOMETRY (IF REQUIRED)

ADJUST WEIGHT AND COSTS ON BOM

ANALYSE CAE RESULTS

COMPARE WEIGHTS & COSTS AGAINST TARGETS & MAKE MATERIAL/GAUGE ADJUSTMENTS (IF REQUIRED)CHANGES

LOADCASES MISS

NO CHANGES

ISSUE FINAL WEIGHT AND COSTS

LOADCASES OK

Benchm

arking &

Attrib

ute Ra

nking Ph

ase

Analysis Ph

ase

Geom

etry Phase


TATA TECHNOLOGIES’ 5R PROCESS Tata Technologies runs a high level verifica@on study to ensure the vehicle is compe@@ve in regards to weight vs. size.

Mercedes GLA L = 4.417 W = 1.894 H = 1.494

Box Volume = 12.498 Weight = 1505

Efficiency (W/V) 100% (Baseline)

Alfa Giulietta L = 4.351 W = 1.798 H = 1.465


Efficiency (W/V) 98%

Porsche Macan L = 4.681 W = 1.923 H = 1.624



New Project L = 4.5

W = 1.95 H = 1.48



Typical Example of a Study


TATA TECHNOLOGIES’ 5R PROCESS Our process begins as a course to fine op@miza@on process – every gram counts

Carry Over Architecture

New Architecture


•  Tata Technologies uses benchmark data to iden@fy a vehicle system breakdown •  Based on whether the project is a complete vehicle, or limited to a top hat, this split iden@fies the key areas of opportunity

Body [PERCENTAG

E]

Chassis [PERCENTAG

E]

Electrical [PERCENTAG

E]

Exterior and Interior Trim [PERCENTAG

E]

Powertrain [PERCENTAG

E]

Powertrain Integra@on/

HVAC [PERCENTAG

E]

VEHICLE WEIGHT SPLIT


Trim 20%

Electrical 10%

Chassis 20%

Drivetrain 35%

Body 15%

VEHICLE WEIGHT SPLIT BY COST


BODY STRUCTURES CENTER OF EXCELLENCE


5R FOR MASS EFFECTIVE LIGHTWEIGHT BIW

Land Rover Discovery Sport

•  Steel UN with high strength steel at critical points

•  Steel UP •  Aluminum roof,

tailgate and hood

Fe/Al Mixed

Audi TT •  Steel UN with high

strength steel panels and aluminum castings

•  Aluminum UP, panels and sections

•  ~10% weight saving over Mkl1 (140 kg)

Fe/Al Mixed Intensive

Al Intensive

Range Rover Sport •  Aluminum UN with

aluminum castings •  Aluminum UP, panels

and sections •  40% weight saving over

predecessor

Al/Composite Mixed

Bugatti Veyron •  Carbon fiber primary

structure •  Aluminum alloy body •  Aluminum crash

structure

Composite Intensive

Koenigsegg •  Carbon fiber

primary structure •  Full carbon fiber

crash structure


5R FOR MASS EFFECTIVE LIGHTWEIGHT BIW BODY IN WHITE COST, WEIGHT AND INVESTMENT DELTAS

Lightweight Design Step Typical Values Variance from Steel Baseline Typical Examples

BIW Material Category BIW Weight

Part Count

Piece Price Invest Change Parts Material Weight

Save (Kg) Step 0 (Geometry) Base Line 100% 338 100% 100%

Steel Intensive (Baseline) Step 1 (Materials) Enhanced Materials 90% 338 110% 100%

UHSS Intensive Steel Body Side and Longit Reinf Hot Formed and DP Steels

Step 2 (Materials) Material Substitution of Bolt-ons 85% 338 120% 100%

Changing Bolt-ons to Aluminum

Bumper Armatures Aluminum 3.5 GOR/Front End Module Aluminum 4 GOR/Front End Module Mag Cast (Over Steel) 6

Tailgate/Trunk Lid Aluminum 6 Tailgate/Trunk Lid Composite 10

Side Doors Aluminum 25 Bonnet Aluminum 7 Fenders Aluminum 5

Step 3 (Materials) Material Substitution of Large Assemblies

Changing Large Panels to Al and Complex Assemblies to Casting 80% 322 130% 105%

Roof Aluminum 7 Body Side Outer Panel Aluminum 10 Suspension Mountings Aluminum Cast 3

Wheel Well Aluminum 2

Changing Large Complex Assemblies to Plastic/CF 80% 312 150% 105% Roof Carbon Fiber 6

Wheel Well Plastic 3 Mixed Intensive - Complete Upper in Aluminum 75% 312 175% 115% Whole Body Side Assembly Aluminum 30 Mixed Intensive - Complete Upper in CFRP 60% 220 250% 60% Whole Body Side Assembly CFRP 30

in a

Aluminum Intensive 60% 296 275% 125% Whole Underbody Assembly Aluminum 70

CFRP Composite Intensive 40% Volume/Process Dependent Whole Underbody Assembly CFRP


ENGINEERING EXCELLENCE

Materials & Joining Manufacturing Engineering


0%

1%

2%

3%

4%

5%

6%

7%

8%

2010 2011 2012 2013 2014 2015

Aluminum Sub £30K

0% 1% 2% 3% 4% 5% 6% 7% 8% 9% 10%

2010 2011 2012 2013 2014 2015

UHSS Sub £30K

0%

5%

10%

15%

20%

25%

2010 2011 2012 2013 2014 2015

AHSS Sub £30K

MATERIAL TRENDS

0% 10% 20% 30% 40% 50% 60% 70% 80% 90%

2010 2011 2012 2013 2014 2015

MS Sub £30K


MS 45%

HSS 30%

AHSS 20%

UHSS 5%

2010 AVERAGE

MATERIAL TRENDS – STEEL BODIES

MS 55%

HSS 40%

AHSS 5%

2005 AVERAGE

MS 25%

HSS 40%

AHSS 20%

UHSS 15%

2015 AVERAGE


MATERIAL TRENDS – MULTI MATERIAL BODIES

[CATEGORY NAME] [VALUE]



2010 AVERAGE




2015 AVERAGE


STATE OF THE ART SIMULTANEOUS FEASIBILITY Joining

Manufacturing Style Feasibility

Stamping

Tata Technologies Fixing Database


TATA TECHNOLOGIES CAPABILITIES


BREADTH OF AUTOMOTIVE ENGINEERING


TATA TECHNOLOGIES VEHICLE ENGINEERING


CAE CAPABILITY We offer a complete range of advanced simula@on technologies to support the virtual product development process.

Simulation Tools Safety •  LS-DYNA •  RADIOSS NVH •  Nastran •  OptiStruct •  SEA

Durability •  Nastran •  ABAQUS •  Design Life

Manufacturing Process •  Moldflow •  DYNAFORM

Body Durability Simulation at system and BIW/trim BIW level

Crash/Safety Crash and safety simulation for impact pedestrian and IHI

Closures Durability Simulation for exterior loads

Body NVH Body and trim body NVH performance

Interiors Trim Durability Trim parts analysis

Model Build Full body FE modelling for NVH, crash and durability

Moldflow for plastic parts

SEA/NVH SEA for high frequency tire and engine noise

VEHICLE AND BODY SYSTEM CAE


CAE EXAMPLE – KOENIGSEGG CCX USA/EU Crash Development •  Ultra-‐high performance super car •  Analysis project for the CCX for European and federal impact regula@ons

•  Development of the vehicle energy management strategy •  Modeling and development of the crash model u@lizing 80% non-‐isotropic materials as the prime energy absorp@on

•  Defini@on of the ply lay-‐up to ensure the ul@mate performance

•  Development of the sub-‐frame and suspension collapse through the crash


OPERATIONAL SNAPSHOT

27

© Copyright 2016 Tata Technologies. All rights reserved. All other trademarks are trademarks of their respective owners. 28 © Copyright 2016 Tata Technologies. All rights reserved. All other trademarks are trademarks of their respective owners.

For more informa@on about Tata Technologies, our lightweigh@ng philosophy, or how we can help you create be;er products for your customers, ask ques*ons during the panel session or visit booth #34 for the remainder of the conference.

THANK YOU!

integrating multi-material design engineering with … · 2016-08-30 ·...

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