MMLV Design and Comparative LCA Study

Transcription

1 MMLV Design and Comparative LCA Study

2 Research Objectives TEXT AND OTHER MATERIALS AREA LIGHTER Lightweight Material and Science CLEANER Efficiency and Sustainability AFFORDABLE Development and Manufacturing Efficiency

3 Project Goals and Implications METHODOLOGY DELIVERABLES Demonstrate mass reduction potential of C/D segment vehicle Deploy materials and methods suitable for high volume manufacturing ,000 vehicles per year Maintain safety and performance relative to 2013 MY production vehicle Utilize currently available and previously demonstrated materials and manufacturing technologies 23.5% Lighter 16% Reduction in CO 2 LOGO OF THE PRESENTER IN CENTER

4 Vehicle Mass Reduction of 363 kg (23.5%) Body Interior (45kg) CF Seats CF IP Beam Foamed Plastics Electrical (10kg) Li Ion Battery Wiring Tires & Wheels (39kg) Narrow Tires CF and Al Wheels BIW (77kg) Vacuum Die Cast Al AHSS & Al Sheet Chassis (98 kg) Bumpers (11kg) Al Subframes Al Roll Form Hollow Steel, FRC & Ti Springs Cast Al thermal sprayed brake rotors Body Exterior (55kg) Al Sheet Glazing (12kg) Polycarbonate Backlight Chemically Toughened Glass Closures (29 kg) Al Sheet PH Steel Mg Die Cast Powertrain (73kg) Al & CG Block Mg Valve Body CF FEAD and Oil Pan

5 Inner/Outer Body Panels Aluminum Sheet Major Body Panels 55 kg mass reduction from baseline (40%) Front Door Rear Door Panel Roof Outer Package Tray 6000 series outer / 1.0 mm 5000 series inner / 1.2 mm 6000 series outer / 0.8 mm 5000 series inner / 1.0 mm 5000 series / 1.0 mm 5000 series / 1.0 mm Deck Lid 6000 series outer / 0.9 mm 5000 series inner / 0.9 mm Side Quarter 6000 series / 1.0 mm Dash Upper 6000 series / 1.27 mm Dash Lower Rear Floor, Rear Half 5000 series / 1.5 mm 6000 series / 1.6 mm Front Floor Rear Floor, Front Half 5000 series / 1.27 mm

6 Closures 29 kg mass reduction from baseline (29.7%) Mass Reduction = 106 kg of 363 kg Body-in-White (BIW) 77 kg mass reduction from baseline (23.5%) 63% Al 37%Steel ALUMINUM SHEET ALUMINUM EXTRUSION ALUMINUM CASTING MAGNESIUM CASTING STEEL ` HOT STAMPED BORON STEEL 77% Al 22%Steel 1% Mg

7 Chassis - Subframes 27 kg mass reduction from baseline (47.4%) Mass Reduction = 363 kg mass reduction Bumpers 11.4 kg mass reduction from baseline (30.9%) 100% Al ALUMINUM CASTINGS ALUMINUM EXTRUSION ALUMINUM SHEET OTHER (bushings. etc.) 16% 4% 96% Al 80%

8 Multimaterial Joining Technologies Self-pierce Rivet (SPR) Joining Technologies BIW and Chassis Joining Technology RivTak Technology Flow Drill Screw

9 Powertrain and Suspension, 143kg (42%) Powertrain 73 kg mass reduction 1.0l three 3 cyl. GDTi vs 1.6l 4 cyl. GDTi Suspension 70 kg mass reduction Tall, Narrow Tires P155/70R19 Wheels 5J x19, carbon fiber Deleted Spare Tire/Wheel Al Brake Rotors, spray coated Coil Springs Fiber reinforced composite Tubular micro alloy steel, internal shot peening Hollow Stabilizer Bars - front and rear high strength steel, internal and external shot peening

10 Interior & Glazings, 57 kg (23%) Interior - 45 kg mass reduction Front & Rear Seats Carbon fiber seat structures Reduced seat cushion foam Instrument Panel Beam Carbon fiber Air Duct Chemically foamed plastics Glazing - 12 kg mass reduction Windscreen & Movable Glazing Chemically toughened hybrid laminate Backlight Polycarbonate

11 5 Full Vehicle Safety Tests, 2 Vehicles Safety-A RHS IIHS Front ODB 40% Offset 40mph Low Speed Damageability Side Impact Test (Pole FMVSS 214 ) Safety-B Rear NCAP Frontal 35 mph rigid wall Offset Rear Impact, 70% offset, 55mph

12 Validation Testing Vehicle-level Testing Pass/Fail Test Description Passed ALL Tests Corrosion MPG R-343 Low Speed Damageability IIHS Front Offset Deformable Barrier, 40% Offset 40 mph Side Pole Test (FMVSS 214) NCAP Frontal 35 mph rigid wall 70% Offset Rear Impact (FMVSS 301) Wind Tunnel Rough Road Interior Noise, Engine & Tire Noise NVH, Ride & Handling Component-level Testing Passed 10 of 12 Tests Pass/Fail Test Description BIW - NVH Modes BIW MPG Modal Frequency & Global/Local Stiffness Structural Durability Square Edge Chuckhole Test Engine dynamometer testing Lithium-Ion starter battery load testing Tire Patch Door Deflection Coil Spring Fatigue FRC Wheel, Scratch and Weathering Stabilizer Bar Fatigue 90% of vehicle life) Brake Rotor Durability 85% of vehicle life)

13 Life Cycle Analysis

14 Goal Definition Primary Goal Compare the lightweight auto parts of the MMLV Mach-I (1.0l I3) vehicle design to the more conventional auto parts of the baseline 2013 Ford Fusion (1.6l I4), both built and driven for 250,000 km in North America; Primary Intended Application To report the environmental performance associated with the MMLV Mach-I midsize vehicle mass reduction and resized powertrain; Primary Interested Parties US DOE, Province of Ontario, Ford Motor Company and Magna International; External Communication Third party critical review of LCA Report completed as per ISO 14044

15 Life Cycle Inventory Data Collection Activity data: 1. Auto part name, number of constituent parts per vehicle sub-system, assembly and sub-assembly, mass per auto part in kilograms, material composition, fabrication process, sleeves and fasteners, and adhesives - Ford Motor Company; 2. The US EPA CFE of the 2013 Ford Fusion- LCI data: 1. North American and global metals and other material industry associations; 2. North American auto manufacturers; and 3. North American and global industry-supported public and commercial LCI databases such as the US LCI database and ecoinvent 2.2, GREET , and GREET Data Calculation 1. ISO 14044:2006 and CSA Group 2014 LCA Guidance for Auto parts Allocation Rules 1. Mass - deemed as the most appropriate physical parameter for allocation; 2. End-of-life recycling approach (avoided burden).

16 Multimaterial Joining Technologies Life Cycle Assessment... address the environmental aspects and potential environmental impacts (e.g. resource use and environmental consequences of releases) throughout a product's life cycle from cradle-to-grave. Production Phase raw material acquisition through production Use Phase operation during useful life End-of-Life treatment and disposal of materials [ISO 14040:2006]

17 Use stage Scope Definition: Cradle-to-Grave System Boundary Primary raw material production Scrap collection and pre-treatment (including home scrap) Production stage Semi-finished product, alloy, plastics and composite material manufacturing Transport Auto part fabrication Process scrap recycling and transport (if applicable) Avoided primary production Input material, energy flows Transport Auto part assembled in the vehicle Output to air, water and land Use stage (including maintenance, repair and replacement- if applicable) EOL stage EOL processing (e.g. collection, dismantling, shredding, sorting) Transport EOL disposal (e.g.landfilling, waste incineration, conversion to energy) EOL scrap recycling and transport (if applicable) Avoided burden of recovered energy Net EOL avoided primary production Cradle-to-grave system boundary

18 Scope Definition: Vehicle Description Vehicle Description Baseline MMLV design 2013 Ford Fusion (Mondeo) 2014 MMLV Mach I Engine type 1.6 liter, 4 cylinder, gasoline 1 liter, 3 cylinder, gasoline Aspiration mode Transmission type Turbocharged, Direct Injection (redubbed SIDI, spark ignition direct injection) Automatic transmission, 6-speed Vehicle fuel economy (CFE) miles per gallon (liters per km) 28 mpg (8.4 L/100km) L/100km US EPA vehicle size class Midsize sedan Curb weight (kg)

19 Life Cycle Inventory: Use Stage 2013 Ford Fusion CW F = 1,559 kg (curb weight) LTDD V of 250,000 km CFE F = 8.4 L/100 km ( MMLV - with engine adaptation Cw M = 1,195 kg (curb weight) F CP = 0.40 CFE M = CFE F - (Cw F - Cw M ) F CP 0.01 = 8.4 (1,559-1,195) = 6.94 L/100 km Total Life Cycle - fuel consumption 2013 Ford Fusion: 21,000 L (8.40 L/100 km 250,000 km/100) MMLV: 17,358 L ( 6.94 L/100 km 250,000 km/100) ======================================================== Fuel Savings 3,642 L (1.46 L/100 km 250,000 km/100)

20 Material Matrix: Production & End of Life Stages Material 2013 Fusion MMLV Delta (kg) (kg) (kg) AHSS (350.6) Conventional steel (123.9) Cast iron (30.4) Paint, fluid, adhesive (11.6) Glass, Ceramics (11.1) Stainless steel (9.4) Forged iron (6.0) Batteries 14 8 (6.0) Copper (4.4) Cold-rolled aluminum CFRP, GFRP Extruded aluminum Magnesium Forged aluminum Titanium Die-cast aluminum Total Vehicle 1559 kg 1195 kg (364) kg

21 Scope Definition: Main Fabrication Technologies Fabrication Technology 2013 Ford Fusion MMLV Casting Al Chassis, Powertrain Body, Chassis, Powertrain Extrusion - Al Chassis Body, Interior, Chassis, Powertrain Stamping - Al Body, Powertrain Body, Powertrain Forging -Al n/a Chassis Stamping - Steel Body, Interior, Chassis, Powertrain Body, Interior, Chassis, Powertrain Casting - Iron Chassis n/a Forging - Iron Powertrain Powertrain Casting - Mg n/a Body, Chassis, Powertrain Draw - Copper Interior, Powertrain, Electrical Interior, Powertrain, Electrical Molding - CFRP n/a Interior, Chassis, Powertrain Molding - GFRP n/a Chassis Molding - Plastic and Rubber Body, Interior, Chassis, Powertrain, Electrical Glass Body, Interior Body, Interior Body, Interior, Chassis, Powertrain, Electrical

22 Scope Definition: Functional Unit and Reference Flow Functional unit: The transportation service of auto parts that: Have undergone mass changes in the Mach-I, enabling engine downsizing, relative to the 2013 Ford Fusion, due to material composition, manufacturing technology, or part geometry, while maintaining performance and vehicle configuration Manufactured and intended for use in North America for 250,000 km Engineered to meet NHTSA and IIHS 5-star safety criteria Design Criteria equivalent performance to 2013 Ford Fusion baseline vehicle. stiffness, noise, vibration, and harshness (NVH) performance, and durability. Vehicle subsystems 2013 Ford Fusion LTDD A F R = LTDD V / LTDD A MMLV Mach-I LTDD A F R = LTDD V / LTDD A Body 250, ,000 1 Interior 250, ,000 1 Chassis 250, ,000 1 Tires 64, ,000 4 Powertrain 250, ,000 1 Energy storage 84,000 leadacid 3 125,000 lithiumion Electrical 250, ,

23 Life Cycle Inventory: Aluminum and Steel LCI Aluminum product (cradle-to-gate) Input scrap (kg/kg Al product) Carbon dioxide (kg/kg Al product) Steel product (cradle-to-gate) Input scrap (kg/kg steel product) Carbon dioxide (kg/kg steel product) Al casting HDG Al extrusion PHRC Al CRC CRC Al primary (1) EG Al recycling ingot (100% scrap) Secondary ingot (primary metal and alloy added) ES Steel primary (BOF slab) (theoretical value) Steel secondary (EAF slab)

24 Life Cycle Inventory: EOL Allocation for Steel and Aluminum EOL recovered scrap factor: 0.94 kg/kg auto part for both Steel and Aluminum scrap Fabrication Scrap factor: 0.34 kg/kg auto part for both Steel and Aluminum stamping

25 LCA Indicators and Results LCIA and LCI Indicators Indicator units Cradle-to-grave total net change Acidification potential, AP kg SO 2 -eq Eutrophication potential, EP kg N water-eq Global warming potential, GWP kg CO 2 eq -10,817 Photochemical ozone creation potential, POCP kg O 3 -eq -266 Human health particulate potential, HHPP kg PM 2.5 -eq Depletion potential of stratospheric ozone layer, ODP kg CFC-11-eq -1.05E-03 Total Primary Energy, TPE MJ -156,197 Non-renewable, fossil, NRF MJ -157,345 Non-renewable, nuclear, NRN MJ -83 Non-renewable, biomass, NRB MJ Renewable, hydropower, RH MJ 1,422 Renewable, solar, geothermal, wind, unspecified, RSGW MJ 166 Renewable, biomass, RB MJ -357 Use of non-renewable material resources, NRMR kg -933 Use of renewable material resources, RMR (CO 2 in air, N 2 in air, O 2 in air, wood) kg 7.00

26 Cradle-to-Grave Total Net Change Impact category Indicator units Total Net Change Production stage Use stage EOL stage AP kg SO 2 eq EP kg N eq GWP kg CO 2 eq -10, , POCP kg O3 eq HHPH kg PM 2.5 eq ODP kg CFC-11 eq -1.05E E E E-06 TPE MJ -156,197 6, ,618-8,203 NRMR kg RMR kg

27 LCA Results- Significant Factors The total net change of Production Stage 1) The high MMLV full vehicle mass reduction (total of 364 kg), dominated by the iron and steel based material reduction; 2) The high and moderate-to high amount of input scrap for NA semi-fabricated aluminum and steel products which has contributed to an improved environmental profile of these products; 3) The 75% hydro based (clean) electricity grid mix used by aluminum smelting facilities in North America, which has contributed to an overall improved environmental profile of NA aluminum products. The total net change of Use stage The overall 364 kg (23%) full vehicle mass reduction, enabled engine downsizing, which resulted in a combined fuel economy of 34 mpg (6.9 l/100 km) compared to 28 mpg (8.4 l/100 km) for the 2013 Ford Fusion. The total net change of EOL stage The high North American EOL recycling rate of both steel and aluminum products and the EOL recycling approach.

28 Scope Definition: Mass Reduction per Vehicle Sub-system Vehicle 2013 Fusion Mach I Mass Reduction Percent sub-system (kg) (kg) (kg) (%) Body (124.6) (24%) Chassis (95.0) (27%) Powertrain (73.9) (22%) Interior (57.7) (22%) Electrical (7.5) (13%) Assembly (5.5) (22%) Total Vehicle (364.2) (23.2%)

29 Normalization of cradle-to-grave total LCA and LCI Indicators Indicator units Cradle-tograve LCA of MMLV Cradle-tograve LCA of 2013 Ford Fusion Total net savings (in absolute basis) Total net savings (in percentage basis) AP kg SO 2 -eq % EP kg N water-eq % GWP kg CO 2 eq 57, , ,817-16% POCP kg O 3 -eq 1, , % HHPH kg PM 2.5 -eq % ODP kg CFC-11-eq 5.5E E E-03-16% TPE MJ 829, , ,197-16% NRMR kg 2,331 3, % RMR kg %

30 Mass Enabled CO 2 Reduction RESULTS DO NOT INCLUDE SECONDARY BENEFITS ASSOCIATE WITH ENGINE DOWNSIZING Reduction CO 2 ( grams/mile) g/mi 9.4g/mi Mass Reduction (kg) 30 mpg 29 mpg 28 mpg Source: Argon National Laboratory GREET Model comparative LCA Study of Lightweight Auto parts of MMLV Mach-I Vehicle as per ISO 14040/44 LCA Standards and CSA Group 2014

31 Mass Enabled CO 2 Reduction RESULTS DO NOT INCLUDE SECONDARY BENEFITS ASSOCIATE WITH ENGINE DOWNSIZING 70,00 Reduction CO 2 ( grams/mile) 60,00 50,00 40,00 30,00 20,00 10,00 0,00 52g/mi 22g/mi 28 mpg Mass Reduction (kg) 34 mpg 30 mpg Source: Argon National Laboratory GREET Model Source: Comparative LCA Study of Lightweight Auto parts of MMLV Mach-I Vehicle as per ISO 14040/44 LCA Standards and CSA Group % ADDITIONAL CO 2 SAVINGS DUE TO MASS INDUCED ENGINE DOWNSIZING

32 Acknowledgement The authors thank our colleagues in Magna International and Ford Research & Advanced Engineering who have assisted with the design and research for the MMLV. Over 100 research scientists and engineers have contributed to this project. Finally the authors thank the U.S. Department of Energy, Vehicle Technologies Office for support and ongoing guidance and reviews. This material is based upon work supported by the Department of Energy National Energy Technology Laboratory under Award Number No. DE-EE This report was prepared as an account of work sponsored by an agency of the United States Government. Neither Magna International, Ford Motor Company, the United States Government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States Government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States Government or any agency thereof. Such support does not constitute an endorsement by the Department of Energy of the work or the views expressed herein.

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