LIGHTWEIGHT VEHICLE TECHNOLOGY CASTLE BROMWICH, UK MARK WHITE CHIEF TECHNICAL SPECIALIST

Transcription

1 LIGHTWEIGHT VEHICLE TECHNOLOGY CASTLE BROMWICH, UK MARK WHITE CHIEF TECHNICAL SPECIALIST

2 AGENDA Light Weight Vehicle rationale XJ LWV Body Materials Aluminium Sheet Strategy Material Selection Increased Recycling (REALCAR - REcycled ALuminium Car research project) LWV Barriers - Aluminium Cost Considerations 3 LEADER IN AUTOMOTIVE INNOVATION World-first stop-start mid-size SUV Limo-Green Gen. 1 Gen. 2 World-first aluminium Monocoque bodyshell World-first closed-loop aluminium re-cycling World-first full electric drive premium F-segment technology demonstrator Low Carbon Propulsion/ KE recovery. Energy Efficiency/ Parasitics Light-weight Vehicles Product Life-cycle What Makes Us Different World-First Adaptive Cruise Control World-first userselectable terrain response system Vehicle Capability Human/Vehicle Interaction Design Enabling World-first pyrotechnic deployable bonnet protects pedestrians whist maintaining sleek design World-First Automatic Terrain Response System (in development) World-first capacitive sense interior switches World-First dual-view screen 4

3 CO 2 CHALLENGE FOR CAR MAKERS We must make cars that comply with future CO 2 & FE requirements From a mass based CO 2 limit will be applied to all new cars OEM s must address the CO 2 challenge in a cost effective manner, whilst maintaining vehicle attributes to be a sustainable business & meet targets 5 CO 2 CHALLENGE FOR CAR MAKERS Options available: Propulsion: Mild/micro hybrids Full hybridisation Weight: Aimed at reducing BIW, PT & Chassis weight, but across whole vehicle Parasitics: Hybrid Elec Vehicles Flywheel [Kinetic] Plug in Hybrids Electric Vehicles Combustion Transmission Driveline Powertrain Efficiency Weight Efficiency Vehicle Architecture BIW & Closures Chassis parts Material application Joining technology LCA Weight v attributes Aerodynamics Rolling resistance PT & Thermal Energy management - Chassis systems - Electrical Climate systems Reduce heat, friction & pumping losses, increase combustion efficiency 6

4 EU CO 2 TECHNOLOGY ROADMAP EU CO 2 Technology Roadmap 7 WEIGHT REDUCTION POTENTIAL 100% % Relative cost Current Steel Optimum HS Steel -40% Aluminium -50% Magnesium -60% CFRP today -70%? CFRP? Will cost dominate function? 8

5 CO 2 EMISSIONS BY VEHICLE WEIGHT Petrol Diesel Lexus LS600h CO 2 g/ km Jaguar S 2.7 Jaguar XF 2.7 Lexus RX400h Lexus GS450h Hybrid 100 Citroen C1 Citroen C2 Focus Modus Civic Prius Insight Kerb weight (kg) 9 WEIGHT & THE EU CERTIFIED CYCLE What s the CO 2 benefit of 100 kg weight reduction? Certified CO 2 figures are calculated using categories which cover a range of vehicle weights (typically 115 kg) Due to the certified FE test being static, vehicle weight has no real effect. Resistance on rollers is used & is a constant value in each category Therefore, we get steps in the certified CO 2 values for a range of weights within a category If we are at the top of a category & save 100 kg we have the same CO 2 figure 1 lower category is worth circa 2% CO 2 High CO2 115kg drop per Test Weight Class 2% CO2 drop per Test Weight Class Equating to 3.6 grams of CO 2 on an XJ Low High Mass Low 10

6 WEIGHT & LIFE CYCLE CO kg weight reduction effect per vehicle on LCA Production 650 kg FE Improvement (certified) 720 kg Fuel production 86 kg Total LCA save per vehicle 1,456 kg (using ISO 14040/44) Real world FE 110 kg Total Carbon Impact of 100 kg save 1,566 kg Therefore, every 1 kg reduction results in 16 kg CO 2 per vehicle But it s on every car we make so it s actually 2,56Kt of CO 2 per 1kg For every 100 kg that s over a quarter of a million tonnes saved by JLR! 11 WEIGHT & LIFE CYCLE CO kg weight reduction effect per vehicle on LCA Production FE Improvement (certified) Fuel production 650 kg 720 kg 86 kg Total LCA save per vehicle 1,456 kg (using ISO 14040/44) Real world FE 110 kg Total Carbon Impact of 100 kg save1,566 kg Therefore, every 1 kg reduction results in 16 kg CO 2 per vehicle But it s on every car we make so it s actually 2,56Kt of CO 2 per 1kg For every 100 kg that s over a quarter of a million tonnes saved by JLR!

7 JAGUAR XJ MATERIALS COMPLETE BODY Current XJ 9% 2% 3% 11% Previous generation XJ 6% 5% 1% 5% 1% 2% 1% 19% Al sheet 6xxx Al sheet 5xxx Al casting 9% Al extrusion Mg casting Al Sheet 6xxx Al Sheet 5xxx Al Casting Al Extrusion Mild Steel AHS 58% Mild steel AHS steel HSS steel PHS steel % by mass 66% 13 XJ COMPLETE BODY OVERVIEW Component type Previous generation XJ Current XJ Al sheet 5xxx 58% by mass Stampings 91% 88% Castings 5% 6% Profiles 4% 5% Other - 1% % by part count 14

8 XJ DIE CAST PARTS Castings used in key areas for: Complex geometry Local stiffness in high load input areas Part integration Reduce multiple sheet stack-up issues Self pierce rivet joining to other parts 15 XJ EXTRUDED PROFILE PARTS Bolt-on Use of high strength extruded alloys to minimise weight & meet package requirements Bolt-on Bolt-on parts to support vehicle repair strategy Support manufacturing Bill Of Process (BOP) 16

9 XJ BODY STRUCTURE MATERIALS Al sheet 6xxx Al sheet 5xxx Al casting Al profile Mg casting Mild steel AHS steel HSS steel PHS steel 17 BODY STRUCTURE SHEET MATERIALS Requirements - BIW Good formability Corrosion resistance Good crash performance Long term stability of properties Requirements Outer skins Good formability High strength after paint bake Corrosion resistance MEDIUM STRENGTH OR BAKE-HARDENING ALLOYS BAKE-HARDENING ALLOYS Alloy Types AA6xxx AA5xxx Alloy Types AA6xxx 18

10 EXTERIOR SHEET MATERIALS 6111-T4 meets the following requirements: Suitable for all Class A exterior panels Sufficient formability to achieve style Compatibility with deep draw lubricants Dent resistance via strain & bake hardening Bake hardening without body shop oven Minimum gauge provides max weight save Weight save 20%+ over previous generation XJ 20% Material cost savings New XJ bodyside material selected AA6111 T4PD Panel thickness = 1.2mm Previous generation XJ used NG5754 Panel thickness = 1.5mm 19 STRUCTURAL CRASH ALLOY - Ac300 T61 Typical in-service strength circa 225 MPa versus 140MPa for NG5754 Ac300 in the T61 condition offers higher specific energy absorption than strain hardening 5xxx series alloys Gauge for gauge the alloy absorbs 30% more energy per unit length Weight for weight more effective than DP600 steel Opportunity to down gauge NG5754 components by 20% of the original gauge in crash crush applications - saving both weight and piece cost Ac300 T61 is resistant to stress corrosion cracking and can be used in environments with elevated temperatures 20

11 XJ JOINING TECHNOLOGY Self-Piercing Rivets (SPRs) are the main joining technology Adhesive bonding used for NVH & durability 1K adhesive used for sheet joints Blind rivets for single sided joint access Low speed & high speed bolt-on structures No welding in the body shop Elimination of previous generation XJ roof joints - zero MIG welding in house Adhesive bonding (body & closures) = 154m 21 XJ JOINING TECHNOLOGY 3000 Number of SPR s ~11% reduction Previous XJ New XJ New XJ body is larger & meets increased functional requirements Standard wheelbase XJ (BSLD) has 2840 SPRs compared to over spot welds for an equivalent steel body. SWB Body Complete has 3118 SPR s 11% reduction in SPR count in body structure over previous generation Savings in both direct & investment costs 22

12 XJ BODY COMPLETE WEIGHT Mass [Kg] 246 Body Structure 26 Front Doors 20 Rear Doors 17 Bonnet 11 Tailgate Steel body complete equivalent ~ 454Kg Fenders Body Complete ( body + closures) 1843 Data based upon mounting parts included in module, SWB 3.0L V6 Diesel Unladen Vehicle Weight Weight [Kg] [1] [1] A B New XJ D Competitor data based upon LWB derivative data [1] - A2mac1 data [2] - JLR Teardown data 23 [2] PRODUCT LIFE CYCLE ANALYSIS Production, 14% Use, 85% Disposal, 1% Raw material Energy Energy Energy Production Use Disposal (MJ/kg) Waste Emissions to air and water Waste Emissions to air and water Waste Emissions to air and water 0 Steel Aluminum Magnesium CDRC Production End of Life 24

13 REALCAR - RECYCLED SOURCES Aluminium Recycling Opportunities 25 REALCAR ALUMINIUM SOURCES Recycled Aluminium Opportunities End-of-life (ELV) vehicles Application of aluminium in vehicles increasing Assess current industry material separation Need to assess aluminium quality Scrapped Vehicles Industrial Shredder End-of-Life vehicle processing Separated Aluminium Shred Avoid downcycling Post-consumer waste Mechanical Biological Treatment plants Waste to energy plants Material quality impacts Cost opportunities Energy from Waste (EfW) Aluminium Remelter Post consumer aluminium waste Mechanical Biological Treatment (MBT) Note: 2009 = 40,500 tonnes land-filled in UK (Source: Alupro) 26

14 REALCAR ALUMINIUM SOURCES Post-Consumer Waste Studies Opportunity identified.assessment of aluminium in general waste 56.5% 23.7% 6% 6% Aluminium (UBC) Aluminium (3101) Aluminium (Areosol) Aluminium extracted from domestic household waste Aluminium (Foil) Actual MBT aluminium study conducted.further study in progress Trial to separate and melt aluminium content Assess chemistry and suitability for 5XXX sheet Assess potential to reduce cost vs. primary aluminium Reduce aluminium lost to landfill Typical consumer aluminium waste 27 REALCAR IMPROVED RECYCLING Every Can Counts Initiative Adoption at Jaguar Land Rover Whitley and Gaydon Engineering Sites Heritage Motor Centre Purchase of Ecopacteur bins Actively investigating roll-out across business Increase awareness of recycling/reduce landfill JLR video can be viewed at Can Crushing Bin Every Can Counts Video of introduction at Jaguar Land Rover JLR Case Study 28

15 REALCAR NEXT STEPS TSB application to develop a further recycled tolerant alloy REALCAR 2 Alloy development Rigorous testing and validation Design rules Recyled aluminium sources Vehicle ELV + post consumer Improved segregation Improvements in infrastructure Recycling promotion Avoid materials going to landfill Responsible approach in the workplace Help educate/social responsibility 29 COST CONSIDERATIONS Raw Material Volatility Need to address the LME volatility cycle $/MT Al LME HR Steel Jan-75 Jan-80 Jan-85 Jan-90 Jan-95 Jan-00 Jan-05 Jan-10 Market Rates - Al LME vs. HR Steel 30

16 VOLATILITY EFFECT ON LWV MIGRATION Price USD Strategic weight save only Luxury/ Sports 2,800 2,600 2,400 2,200 2,000 1,800 1,600 1,400 1, KT per year maximum Premium sector Sports/ Saloons/ SUVs KT per year maximum Executive sector all Models KT per year maximum in Eu D & C/D Segment High Volume & Mixed Metal Cars 250KT - 500Kt per year plus in Eu LWV TECHNOLOGY SUMMARY Joining technology gives significant energy save v welding & reduces waste (water & air extraction) LWV Body saves 40% relative to steel, enabling secondary weight saves (power train down sizing) GWP per BIW (kgco2e) Consumable production Extraction heat losses E le ctric ity RSW SPR Steel Diesel V8 SUV Steel Petrol V8 SUV LWV Diesel V8 SUV LWV Diesel V6 SUV LWV Diesel V6 HEV Significant improvement in Fuel Economy & CO 2 reduction when combined with Power Train down sizing Up to 50% recycled aluminium in LWV body, World-First Closed-Loop Aluminium Re-Cycling 32

17 Thank you Vielen Dank Merci Grazie