Automotive Lightweighting Using Advanced High-Strength Steels by Geck Paul;

Author:Geck, Paul;
Language: eng
Format: epub
Publisher: SAE International
Published: 2014-10-20T00:00:00+00:00

Figure 3.18 IMPACT Phase II material focus

For the IMPACT Phase II Cab and front end, 20% weight reduction was achieved (Figure 3.19). The figure shows the changes from the baseline in the top left to the final version in the bottom right.

Figure 3.19 IMPACT Phase II cab and front end

The major weight reduction technologies used on the Phase II cab (Figure 3.20) were the following:

1. Structural adhesives were used extensively to recover the stiffness loss through metal thickness reduction.

2. DP 600 was used in the rocker and the three floor cross-members.

3. An LWB was used for the body side outer and C-pillar.

4. The radiator support was made of magnesium.

One of the limitations of the technologies that were considered for IMPACT Phase II was that the actual production vehicle that was being targeted was architecturally similar to the baseline vehicle. This meant that the amount of “stretch” that could be implemented for IMPACT Phase II was also limited. This was not true for IMPACT Phase III, which was targeted at the super duty truck. Two examples of a more radical approach to the Phase III cab were in the underbody (Figure 3.21) and the front end (Figure 3.22). The Phase III underbody benefitted with a complete architectural optimization, and DP 600 was used extensively. Two completely different architectures were considered for the Phase III front end (i.e., a stamped design and a hydroformed design). The stamped design achieved a 30% weight reduction from the baseline, but the hydroformed design was adopted for the production vehicle because it was the best combination of weight reduction and function. Also, DP 500 fenders were used in IMPACT Phase III.

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