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Applications – Car Body – Body Components

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Applications – Car Body – Body Components Applications – Car body – Body components Table of contents 2 Body components and modules ................................................................................................... 2 2.1 Engine cradles and engine mounts ........................................................................................ 2 2.2 Suspension strut domes ........................................................................................................ 8 2.3 Front end carriers .............................................................................................................. 12 2.4 Cross car beam (instrument panel support) .......................................................................... 13 2.5 Rear frame ........................................................................................................................ 16 2.6 Other aluminium components in the body structure .............................................................. 17 Version 2013 © European Aluminium Association ([email protected]) 1 2 Body components and modules Structural aluminium components and modules can be safely integrated into a steel body structure. There are different methods for joining aluminium to steel which fulfil highest requirements. However, when the integration of structural aluminium components and modules into a steel body structure is considered, solutions must be sought for two issues: - Aluminium/steel joints have to be designed and/or properly protected to safely avoid any possibility of galvanic corrosion. - Potential problems due to the different thermal expansion coefficients of steel and aluminium must be accounted for in the design process. Proven and tested corrosion protection methods are readily available. The necessary precautions depend on the specific application and the selected joining technique, but when the proper measures are taken, long term performance of the assembled mixed material structure can be guaranteed. Thermal expansion effects are of little relevance under normal service conditions. Thus, the installation of structural aluminium components and modules into the lacquered body-in-white (BIW) presents in general no problems. More difficult is the integration of aluminium components into a steel body structure in the body shop, i.e. ahead of the lacquering operation of the BIW. In this case, it is essential to prevent (or minimize) the formation of residual internal stresses or the occurrence of geometrical distortions due to the difference in the thermal expansion coefficients of the two metals. The critical step is the temperature change during lacquer bake hardening, in particular during the hardening of the first lacquer layer of the cathodic electro-coating process which takes place in the temperature range 170 – 180 °C. As a consequence, single aluminium components are seldom integrated already into a steel BIW, but mostly attached later in the assembly plant into the already lacquered car body. 2.1 Engine cradles and engine mounts The primary function of the engine cradle is to provide structural support for various subsystems of the car. It locates in particular the following components relative to the body structure: - Powertrain assembly (i.e. the engine and transmission mounts) - Front suspension module (lower control arms and stabilizer bar) - Steering system. Furthermore, it protects the powertrain components from incidental ground contact and significantly contributes to the structural rigidity and safety of the overall car body. The engine cradle is an important structural element in the front of the vehicle and, thus, an interesting candidate for lightweighting with aluminium. Different design approaches have been evaluated. As a first example, the sheet-intensive aluminium engine cradle developed for the Ford P2000 (1998) is shown below. Version 2013 © European Aluminium Association ([email protected]) 2 Aluminium engine cradle developed for the Ford P2000 The all-aluminium engine cradle shown above was assembled using two castings, a hydroformed tube and eight formed sheet parts. The weight of the aluminium assembly was 14.4 kg compared to the 21.7 kg for the original steel assembly, i.e. the weight of the engine cradle could be reduced by one third. Probably even important from a cost-efficiency point of view was the reduction of the number of parts from 21 steel parts to 11 aluminium parts. An extrusion-based engine cradle for a midsize, front wheel drive car was developed by General Motors and produced in high volumes (300’000 units per year). The start of production was 1999. The specifications are: - Dimensions: (L / W / H in mm): 1140 / 1190 / 230 - Finished part weight (in kg): 17.0 Compared to the steel solution, a weight reduction of 32 % was achieved (with a simultaneous increase of the stiffness). The number of parts could be reduced from 24 (steel) to 17 (aluminium). Extrusion-based aluminium engine cradle Version 2013 © European Aluminium Association ([email protected]) 3 The GM engine cradle consisted of 15 straight, machined extrusions and two small sheet stampings. The applied extrusion alloys were EN AW-6061 (in the tempers T4 and T6) and EN AW-6063-T4. The use of extrusions allowed to place the material exactly where needed; the applied wall thicknesses varied between 3.0 and 20.5 mm. The sheet material was EN AW-6061 (gauge 4.8 mm). The cradle was assembled by robotic MIG welding. First, the front module and rear module subassemblies were produced and then joined with the side rails into a square assembly. Finally, the brackets were attached. Extrusion-based aluminium engine cradle used for the Chevrolet Monte Carlo and Impala models (Source: Magna) All-aluminium assembled engine cradle (Photo: A.O.Smith) Another example of an assembled engine cradle is shown above. It consists of 15 extruded parts, a formed sheet part and a few cover plates and demonstrates again the advantages offered by the application of the aluminium extrusion technology. An optimized extrusion- based design offers the possibility to integrate many additional functions into the structural component. Similar possibilities, but without the need for complicated assembly operations are offered by high quality aluminium castings. Consequently, modern engine cradle design concepts rather use cast aluminium components. Version 2013 © European Aluminium Association ([email protected]) 4 Cast engine cradle of the Mercedes-Benz S class (W220) Cast aluminium engine cradle of the Mercedes-Benz C class (C204) (Photo: Aluminium Rheinfelden) The engine cradle of the Mercedes-Benz C class is produced from the high quality casting alloy Silafont®-36 and is subjected to an age hardening treatment after casting. A specially optimized high pressure die casting process characterized by forced bleeding is applied. The component with the dimensions 920 × 580 × 170 mm weighs 10.0 kg. Aluminium engine cradle of the Cadillac CTS combining a large hollow casting with extrusions (Photo: GM) Version 2013 © European Aluminium Association ([email protected]) 5 Aluminium castings can also be combined with extrusions as for example demonstrated by the welded engine cradle Cadillac CTS. The achieved weight reduction compared to steel is about 10 kg or 35 % (combined with a drastically reduced number of parts). Bimetallic engine cradle with steel cross members and aluminium A356 cast over the tube ends (Photo: Cosma) A most interesting variant of this design which also meets GM’s design and performance requirements (durability, corrosion resistance, crash, etc.) has been developed by Cosma. It is a bimetallic engine cradle where steel tubes are applied instead of the aluminium extrusions. The bimetallic cradle can almost reach the low mass of an all-aluminium cradle (weight reduction 25 - 30 %), but at a lower cost. During the casting process for the bimetallic cradle, aluminium is injected into a die which already contains the steel cross members. The process produces a mould over the tube ends. The differential in coefficient of thermal expansion between steel and aluminium creates a shrink fit at the joint. In addition, an anti-rotation feature ensures that no separation can occur between the steel and aluminium components. The cross member shown below joins the engine to the chassis in the Porsche Panamera (weight 5.5 kg). It is a highly complex component with various fixing points for wheel mountings, cables and hoses. The cross member is produced using a coreless low pressure permanent mould casting process. Made from the alloy AlSi7Mg0,3 in the T6 temper, the part exhibits outstanding mechanical characteristics. Version 2013 © European Aluminium Association ([email protected]) 6 Cast aluminium front cross member for the Porsche Panamera (Photo: GF Automotive) Aluminium high pressure die castings are also used for engine mounts. Typical examples of cast aluminium engine brackets are shown below. Aluminium engine bracket produced by high pressure die casting (Photo: Aluminium Rheinfelden) The bracket shown above has a weight of 1.5 kg and is produced from the alloy Silafont®-36 (AlSi9MgMn) for the BMW 6-cylinder engine N52. It is used in the as-cast state. The application of high quality aluminium casting alloys like Silafont®-36 is necessary as the brackets for modern, high-performance engines have to fulfil highest requirements with respects to dynamic loads (i.e. the cast material must show high fracture toughness). Other examples of cast aluminium engine brackets (Photo: Aluminium Rheinfelden) Version 2013 © European Aluminium Association
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