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Accelerated Concept to Product (ACP) Process Highly Optimized Longitudinal Rail Achieving 45% Mass Reduction FutureSteelVehicle (FSV) Design Methodology
Akbar Farahani, PhD. ETA Inc.

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AGENDA
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Introduction Background Objective FSV Methodology (ACP Process) FSV Pilot Rail Project FSV Pilot Project Process, Results and outcome Conclusion Q/A

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INTRODUCTION
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Future Steel Vehicle program introduce steel solutions for the next generation of advance powertrain vehicles utilizing the most advanced steels, manufacturing technology and Design Optimization Technology.

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BACKGROUND
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FGPC (Future Generation Passenger Compartment) Phase 1 & 2 projects supported by A/SP have previously validated the major portions of this design and development process if starting point is an existing structure (Current Production or Benchmarking vehicle)
Phase 1- Used ULSAB-AVC (Donor) with 30% potential mass reduction Phase 2- Used GM (Donor ) vehicle with 15% to 20% potential mass reduction

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BACKGROUND
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The Accelerated Concept to Product (ACP) Process looks into a fresh new product with no information from the producer.
The method first defines the optimum loadpath of a clean sheet design by blocking out the initial structure. It continues with the previous proven methods developed by FGPC Phase 1 & 2. New tasks have been added to the ACP Process since the completion of this project.

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PILOT PROJECT OBJECTIVES

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First objective of FSV Pilot Project is to validate the proposed methodology.

Design Confirmation Envelope & Target Setting (Calibration)

ACP Pilot Project Development Process

Multidisciplinary (MD) 3G (Geometry, Gauge & Grade) Design Optimization Multidisciplinary (MD) Topology Optimization

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PILOT PROJECT OBJECTIVES

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Second objective is apply methodology to A/SP LWFE Front Rail & establish additional mass savings Donor Vehicle

Rail: 16.34kg Pilot Project Baseline

System mass reductions: TWT No. 2: -26.5% TWT No. 3: -31.8%

A/SP LWB Concept

System mass reduction: -22.4% Rail: 12.25kg

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ACP PROCESS ADVANTAGES

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Courtesy of SFE Concept

Styling

Packaging

Parameters

Predecessor

New Design

CAD/FEA Part Models

Fresh Product and New Architecture

Styling/Packaging/Topology/Geometry/Grade/Gage
Advantages/Returns
Comprehensive Goals Achievable. Synchronized Engineering Design, CAE and CAD. Greatest Possible Mass Reduction. Robust Design & overall efficiency improvements. Reduce # of Parts, Efficient Manufacturing (reduce cost of Labor, Material and Tooling).

Investment
New Process, tooling/manufacturing process/prototyping and Testing

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PROJECT OVERVIEW
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MD Topology Optimization

Primary Design Envelope

Approx definition of Design Space

Concept Design

Parameterized Design Envelope

MD 3G Design Optimization

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FRONT RAIL SETUP

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Front Rail Pilot Project to validate methodology

1. 2. 3. 4. 5. Block out Design Envelope Topology Optimization Parameterize Geometry Design Optimization constraints Detailed Geometry (Shape), Gauge (thickness) & Grades (material) MD 3G Optimization

Optimization MD Load Cases

NCAP Front Impact IIHS Front Impact 40% ODB Static Stiffness Torsional Bending

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TOPOLOGY OPTIMIZATION DESIGN SPACE

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Existing Front Rail Geometry (shown only for reference) Design Space, the extreme packaging volume available to the optimization. New Front Longitudinal Rail must fit within this space
Top View

Bottom View

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TOPOLOGY OPTIMIZATION RESULTS

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Design Space & Optimization

Design Space

Original Rail & Optimization

Original Rail Geometry

Side View

Optimization

Top View

Optimization

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TOPOLOGY OPRIMIZATION RESULTS

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1st Topology Optimization provides:

An initial load path, the base for Optimum Dynamic Load path and MD 3G optimization Insight into how the structure should be designed (free from traditional design thought process)

Topology optimization is an iterative process

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MD 3G DESIGN OPTIMIZATION PROCESS

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MD OPTIMIZATION

MD 3G Design Optimization
(Geometry, Gauge & Grade)

DESIGN
Analysis Tools (Static, Dynamic)

SIMULATION
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GEOMETRY PARAMETERIZATION

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Longitudinal Rail must fit within Design Space

Planes cut through mesh

Equivalent planes cut through Design Space

15 cross-sectional stations along length of B-Spline Baseline longitudinal Rail within design space

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CROSS-SECTIONAL DESCRIPTIONS

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Cross-sectional shape govern by 12 control points Limits of Cross-section shape change

Max: Outer limit of Design Space Min: 60% of outer boundary

15

12 11 10 9 8

2 3 4 10 5 6 9 8 7 4 5 6 12 11 1 2 3

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MD 3G DESIGN OPTIMIZATION PROBLEM STATEMENT

Maximize: Subject to: By Varying: Mass Reduction Section Force <= 35 kN Shape (106 variables)

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Material: DP350/600, DP500/800, DP700/1000 (7 variables) Thickness: 0.6 2.3mm (7 variables)

Rail divided into 7 sections. Gauge & material choice is independent for each section
MATERIAL & GAUGE VARIABLES

Gauge & Material options:

MATERIAL DP350/600 DP500/800 DP700/1000

GAUGE RANGE 0.6 0.6 0.6 2.3mm 2.3mm 2.3mm

As shown, Rails shape variables at full extent of Design Space

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FINAL DESIGN
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Side

Top

12

ISO
3 4 5 6

SECTION 1 2 3 4 5

MATERIAL DP350/600 DP500/800 DP700/1000 DP500/800 DP700/1000 DP700/1000 DP700/1000 DP700/1000 DP700/1000

GAUGE (mm) 1.0 1.0 0.7 1.5 2.0 2.3 1.5 0.8 0.6 TOTAL

MASS (kg) 0.48 0.46 0.64 0.99 1.58 3.53 0.69 0.37 0.26 8.98

Manufacturing 8 constraints were not applied 9

MASS: Baseline A/SP LWFE-LWB (: 12.25kg) Final Design: 8.98kg (-27%baseline)

6 7 8 9

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MD 3G OPTIMIZED and BASELINE DESIGN

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ISO

Top

Side

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FINAL DESIGN: NCAP PERFORMANCE

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Baseline

Final Design

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FINAL DESIGN: NCAP PERFORMANCE

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Baseline

Final Design

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FINAL DESIGN: 40% ODB PERFORMANCE

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Poor

Marginal

Accepta ble Good

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FINAL DESIGN: STATIC STIFFNESS

Torsional Stiffness Final Design: 17,094 Nm/deg Baseline: 17,788 Nm.deg

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Bending Stiffness Final Design: 11,870 N/mm Baseline: 12,122 N/mm

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SUMMURY of RESULTS
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Front Rail: Donor Vehicle, LWFE & FSV Pilot Project Comparison
18 16 14 12 MASS (kg) 10 8 6 4 2 0 DONOR VEHICLE LWFE-LWB
1

-25%

-45%

% DONOR VEHICLE % LWFE-LWB

-27%
Donor Vehicle LWFE: LWB FSV: Final Design

16.34kg

12.25kg

8.98kg

FSV FINAL DESIGN

New Design Optimization Method (Topology & 3G) proven effective Mass reduction: 27% over LWFE-LWB (A/SP optimized design) 45% over Donor Vehicle

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MD 3G OPTIMIZATION MASS RESPONSE

Mass Variation During Optimization
16 14 12 10 Mass (kg) 8 6 4 2 0 0 200 400 600 Evaluation Number 800

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Individual Evaluation Baseline Design CBD (Current Best Design) CBD Trendline

1000

1200

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CONCLUSION
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ACP Design Process

Provides guidance for optimum load path unconstrained by historical engineering judgment. Develops non-intuitive solutions for structural performance. Develops non-intuitive optimized shapes and component configuration. ACP Design Process applied to Future Steel Vehicle program will be applied to the full structure and address manufacturing constraints.

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