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TRANSCRIPT
Accelerating the Development of Aluminium Lightweighting Solutions for Body-In-White and Crash Management Systems
Martin Jarrett GALM Conference April 26, 2016
Agenda
¾ Company Introduction ¾ Need for innovative aluminium lightweight solutions
¾ Market growth of aluminium sheet & extrusion
¾ Driving innovation in the Constellium University Technology Center ¾ Conclusion
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Constellium: a leader in innovative aluminium solutions for the automotive, aerospace & packaging industries
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Over 10,000 full-time employees
€5.2 billion in sales
22 manufacturing sites
C-TEC, our world-class Technology Center
Headquartered in Amsterdam, The Netherlands. Corporate offices in Paris, France, Zurich, Switzerland and
New York, USA
2015 key figures
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World-class Research and Technology capabilities
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¾ Alloy development ¾ Component design ¾ Process development, including joining technologies ¾ Simulation ¾ Prototyping at scale ¾ Testing ¾ Technology transfer for production
C-TEC Research & Technology Center
Constellium UTC Brunel University London
Production/support Global manufacturing network
The lightweighting agenda, driven by regulation
Source: EAA Aluminium penetration in cars, Final Report, March 13, 2012, Public version
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Source: 2025 CO2 Regulation. The next step to tackling transport emissions. Transport & Environment. June 2015.
The challenge is even greater
The lightweighting agenda, driven by regulation
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We believe aluminium has an unrivaled “benefit/cost” position
5-fold Increase in global Body-in-White market expected
Sheet based aluminium solutions are growing strongly
400230
490
200
2020
2,100
700*
1,200
2015
920 30
2012
315 70 15
~5×
Europe +15%
US +43%
Asia +38%
CAGR ’12 – ’20
Global FRP Al-BiW market forecast act. 2012 – 2020 (kt)
* Outlook excluding any major shift for a new high volume model Source: Constellium internal analysis
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2012 2015 2020
Confidential
Constellium Auto Body Sheet R&D by product families
Product Family
Out
er
Skin
C
losu
re
inne
r M
ain
Bod
y St
ruct
ure
& C
rash
Sa
fety
C
ell
Formability Strength Surface & Corrosion
Main development
need to allow demanding designs
Main development
need to allow part integration and rationalization
Continued need for perfect surface aspect after forming
Corrosion resistance of current alloys is excellent.
Current alloy formability good Further options with strength/
formability compromise possible
Hot stamping technology can be used for high strength parts
High strength 6xxx offers excellent combination with
HSA6 extrusions
Ultra high strength required for
anti-intrusion protection
Multi-material joining options
Key Product Property Development Needs
Corrosion resistance of current
alloys is excellent
Strength level of current alloys is sufficient. Most parts are
stiffness dominated
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New alloys must remain resistant to structural corrosion (IGC & SCC)
Need for conversion coating
for durable structural bonding
Confidential
Constellium C-TEC: New product prototyping at industrial scale
Alloy prototyping at full industrial scale with pilot casting units
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Alloy prototyping with hot and cold semi-industrial rolling mills
Confidential
Constellium C-TEC: Key customer joint developments of new technologies
¾ Full scale evaluation equipment to better understand interactions between our products and new OEM processes
¾ Improving forming simulation � Working to make forming
simulation more reliable (feasibility, springback))
¾ Support in welding technologies � Feasibility &
optimization trials � New technology
investigation.
Friction stir welding of components
Al/Steel joining (CMT)
Stamping simulation and experiments
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Estimated growth in extruded & forged aluminium products
¾ Wrought aluminium content increasing from 140 kg in 2012, 180 kg in 2020*
¾ 14% of the wrought aluminium content used as extruded & forged product*
¾ 2025 assumes 200 kg of wrought aluminium content, 16% as extruded/forged and a vehicle forecast of 20.5 million**
How does this translate to structural components?
*Ducker 2012 – EAA aluminium penetration in cars – **IHS Automotive 2015 – Trends in European light vehicle production
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Average Kg’s per vehicle
Development & implementation strategy
¾ Lightweighting using extrusions and forged products made from a range of novel high performance 6xxx alloys and production processes
¾ Constellium University Technology Center (UTC) in partnership with
Brunel University London will provide: � Reduced development times by at least 50%
� Closed loop recycling & alloy compatibility with the main sheet products
� A “copy & paste” approach to industrialization, to de-risk technology transfer
� A dedicated team of 15 researchers, engineers and technicians
� Sponsorship of research fellows/PhD’s & training of our own engineers/technicians
� The full innovation value chain
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Constellium University Technology Center Brunel University London DC casting – alloy development & casting technology
¾ 6” and 7’ hot top billet DC caster ¾ 2m long log capability ¾ Double drop capacity with one furnace charge ¾ Compatible with Brunel University melt conditioning technology
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Extrusion – thermo-mechanical processing & extrusion design
¾ 16MN extrusion press with puller ¾ 6” and 7” container diameter ¾ Air, spray and standing wave quench box ¾ 14m cooling table with stretcher cold saw
Constellium University Technology Center Brunel University London
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Linking the strategic automotive alloy portfolio to component manufacture
High Performance Crush
C26 to C28, C3….
High Performance Structural Body
C20 to C24
Ultra High Strength >400 MPa
6xxx Bumpers
Ultra High Strength >460 MPa
6xxx Forgings
Cost Competitive Solutions Robust Manufacturing Processes
Meets Specification/Quality Standards
High Strength, Corrosion Resistance &
Good Ductility
Excellent Crush & Corrosion ne
Key Enablers Casting & Extrusion Alloy & Microstructural Design
Process Design & Innovation - Casting & Extrusion Practice Die Design – Shape, Section Complexity & Tolerances
Thermo-mechanical Ageing
Key Enablers – Component Manufacture Design Methodologies/Systems - To Provide Efficient Part Design Process Design & Innovation – Fabrication & Joining Technologies
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Design for crush
Alloy strength
Shape complexity
C20
C22
C24 C26 C28
YS 200 MPa YS 220 MPa YS 240 MPa YS 280 MPa YS >300 MPa
Defined crush performance
Increasing shape complexity/tolerances
at higher strength
C30+
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Design for crush ¾ Provide a “design guide” in order to optimize both alloy selection (strength &
ductility) and the geometrical features of the crush component to provide a crash absorbing structure at the desired weight and functional performance
¾ A methodology to link the crush performance to material ductility and profile design has been developed.
¾ Key process & geometrical features to provide class A crush performance are being investigated.
Aramis (Image) Correlation System) for deformation
measurement
Bending angle (perd. ED)
Maj
or s
trai
n on
fol
ds (
Ara
mis
)
11010090807060
56,00%
54,00%
52,00%
50,00%
48,00%
46,00%
44,00%
42,00%
40,00%
> – – – – < 5
5 1010 1515 1717 20
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indexCrush
Crush performance = material ductility + crush box design
Three-point bending test
Key laboratory tests to quantify material ductility
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HSA6 strength development: hollow profiles
400 MPa
Alloy Composition & Processing Technology
Stre
ngth
UTS
- M
Pa
350 MPa
425 MPa
Conventional High Strength 6xxx Alloys
New High Strength 6xxx Alloys – HSA6
Ultimate 6xxx Strength Capability ?
Shape Complexity/Strength Compromise
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Design & Weight RCAR bumper, 10 kph Distance beam to radiator
RCAR structure, 16 kph: Max. Intrusion, Max peak force crashbox
LEAAST – Innovate UK supported research program Optimization of front CMS by introducing Constellium’s HSA6 and C28 alloys
Ben
chm
ark
Cas
e se
ries
desi
gn
HS
A6
& C
28
allo
ys w
elde
d
¾ CAD design and joining optimization
¾ Weight saving of the fully assembled CMS of 30%
¾ Better performance in different crash scenarios (FEA simulations)
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¾ Stretching & roll forming ¾ Free-form bending ¾ Magnetic pulse forming & welding ¾ Fusion welding cell – conventional MIG to
CMT ¾ Riveting & bonding ¾ GOM & ARAMIS systems for dimensional
characterisation & strain measurement ¾ Multi-axial fatigue rig to test full-size
chassis & sub-frame parts ¾ Simple machine shop, turning/milling/
drilling/sawing (incl. mitre cut)
Advanced Metals Processing Center
Constellium University Technology Center Brunel University London
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Advanced processing of HSA6 for higher strength
¾ Develop the strongest 6xxx series automotive alloys on the market & reach highest possible strength
¾ Apply advanced processing (TMA) to HSA6 for further 15% CMS lightweighting vs conventional HSA6 solutions
¾ Design CMS superior to that of conventional 6xxx & 7xxx series alloys
¾ Optimize 6xxx composition and combine with novel forming technics
¾ Develop full-scale prototype components for validation using the Constellium UTC facilities
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Joining of high-strength extrusions by Cold Metal Transfer (CMT)
¾ HSA6 welded in the as-extruded (T4) condition then subsequently peak-aged (T6), shows a significant improvement in HAZ strength properties compared with material aged to T6 then welded. This effect is more pronounced with CMT.
¾ At equivalent weld penetration, the CMT welding process injects significantly less heat than traditional MIG arc welding.
PWHT: Post-Weld Heat Treatment PB: Paint bake
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60
70
80
90
100
110
120
130
Micro Hardn
ess (Hv
0.1)
Hardness Through Tickness Of Final Assembly
Interface Between Alloys
AA6082
AA6008
Pulse magnetic forming & welding ¾ Technology
� High rate current discharge in a coil
� Shaping or joining of aluminium
¾ Forming & welding of 6xxx automotive alloys
� Locally shape & calibrate profiles (deep drawing)
� Get rid of HAZ to access full strength of the materials
� Join dissimilar materials
AA6082
AA6008
¾ Welding of aluminium coupons
� No visible interface between materials
� No hardness loss in the alloys (i.e. no HAZ)
AA6082
AA6008
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Conclusion
¾ Stronger, more ductile aluminium alloys are expected to have a crucial role to play in vehicle lightweighting in all products forms
¾ Innovation-led rapid prototyping at “scale” is essential in reducing time to market and de-risking technology transfer � Constellium University Technology Center provides industry-first capability
¾ Investment in people to support technology delivery within R&D units and production facilities is vital.
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