MARK WHITE CHIEF TECHNICAL SPECIALIST LIGHTWEIGHT VEHICLE - - PDF document

LIGHTWEIGHT VEHICLE TECHNOLOGY

CASTLE BROMWICH, UK

02.05.2012

MARK WHITE

CHIEF TECHNICAL SPECIALIST

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 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

LIGHTWEIGHT VEHICLE TECHNOLOGY AGENDA

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LIGHTWEIGHT VEHICLE TECHNOLOGY LEADER IN AUTOMOTIVE INNOVATION

World-First dual-view screen

Design Enabling Human/Vehicle Interaction Vehicle Capability

Low Carbon Propulsion/ KE recovery. Light-weight Vehicles Energy Efficiency/ Parasitics Product Life-cycle

What Makes Us Different

World-First Automatic Terrain Response System (in development) World-first user- selectable terrain response system World-first pyrotechnic deployable bonnet protects pedestrians whist maintaining sleek design World-first aluminium Monocoque bodyshell

World-first stop-start mid-size SUV

World-first capacitive sense interior switches World-First Adaptive Cruise Control Limo-Green World-first full electric drive premium F-segment technology demonstrator

• Gen. 1
• Gen. 2

World-first closed-loop aluminium re-cycling

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We must make cars that comply with future CO2 & FE requirements From 2012 - 2019 a mass based CO2 limit will be applied to all new cars OEM’s must address the CO2 challenge in a cost effective manner, whilst maintaining vehicle attributes to be a sustainable business & meet targets

LIGHTWEIGHT VEHICLE TECHNOLOGY CO2 CHALLENGE FOR CAR MAKERS

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Options available: Propulsion: Mild/micro hybrids Full hybridisation Weight: Aimed at reducing BIW, PT & Chassis weight, but across whole vehicle Parasitics: Reduce heat, friction & pumping losses, increase combustion efficiency

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

LIGHTWEIGHT VEHICLE TECHNOLOGY CO2 CHALLENGE FOR CAR MAKERS

7 http://ec.europa.eu/environment/co2/co2_home.htm

EU CO2 Technology Roadmap LIGHTWEIGHT VEHICLE TECHNOLOGY EU CO2 TECHNOLOGY ROADMAP

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Current Steel Optimum HS Steel Aluminium Magnesium CFRP today CFRP ?

100%

• 10-20%
• 40%
• 50%
• 60%
• 70%?

Relative cost

Will cost dominate function ? LIGHTWEIGHT VEHICLE TECHNOLOGY WEIGHT REDUCTION POTENTIAL

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Kerb weight (kg) LIGHTWEIGHT VEHICLE TECHNOLOGY CO2 EMISSIONS BY VEHICLE WEIGHT

Petrol Diesel Hybrid

Modus Citroen C2 Focus Jaguar S 2.7 Jaguar XF 2.7 Insight Prius Civic Lexus GS450h Lexus RX400h Lexus LS600h Citroen C1

50 100 150 200 250 300 500 1000 1500 2000 2500

CO2 g/ km

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What’s the CO2 benefit of 100 kg weight reduction?

Certified CO2 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 CO2 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 CO2 figure 1 lower category is worth circa 2% CO2 Equating to 3.6 grams of CO2 on an XJ

LIGHTWEIGHT VEHICLE TECHNOLOGY WEIGHT & THE EU CERTIFIED CYCLE

CO 2 Mass

High Low High Low

115kg drop per Test We ight Class 2% CO 2 drop per Te st We igh t Class

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100 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 CO2 per vehicle But it ‘s on every car we make so it’s actually 2,56Kt of CO2 per 1kg For every 100 kg that’s over a quarter of a million tonnes saved by JLR!

LIGHTWEIGHT VEHICLE TECHNOLOGY WEIGHT & LIFE CYCLE CO2 100 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 save1,566 kg Therefore, every 1 kg reduction results in 16 kg CO2 per vehicle But it ‘s on every car we make so it’s actually 2,56Kt of CO2 per 1kg For every 100 kg that’s over a quarter of a million tonnes saved by JLR! LIGHTWEIGHT VEHICLE TECHNOLOGY WEIGHT & LIFE CYCLE CO2

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LIGHTWEIGHT VEHICLE TECHNOLOGY JAGUAR XJ MATERIALS – COMPLETE BODY

6% 1% 1% 1% 2% 5% 5% 58% 19%

% by mass

Al sheet 6xxx Al sheet 5xxx Al casting Al extrusion Mg casting Mild steel AHS steel HSS steel PHS steel

11% 66% 9% 9% 2% 3% Al Sheet 6xxx Al Sheet 5xxx Al Casting Al Extrusion Mild Steel AHS

Previous generation XJ Current XJ

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LIGHTWEIGHT VEHICLE TECHNOLOGY XJ COMPLETE BODY OVERVIEW % by part count Al sheet 5xxx 58% by mass

1%

• Other

5% 4% Profiles 6% 5% Castings 88% 91% Stampings Current XJ Previous generation XJ Component type

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LIGHTWEIGHT VEHICLE TECHNOLOGY 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

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LIGHTWEIGHT VEHICLE TECHNOLOGY XJ EXTRUDED PROFILE PARTS

Bolt-on Bolt-on – Use of high strength extruded alloys to minimise weight & meet package requirements – Bolt-on parts to support vehicle repair strategy – Support manufacturing Bill Of Process (BOP)

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LIGHTWEIGHT VEHICLE TECHNOLOGY XJ BODY STRUCTURE MATERIALS

Al sheet 6xxx Al sheet 5xxx Al casting Al profile Mg casting Mild steel AHS steel HSS steel PHS steel

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LIGHTWEIGHT VEHICLE TECHNOLOGY BODY STRUCTURE SHEET MATERIALS Alloy Types AA6xxx BAKE-HARDENING ALLOYS MEDIUM STRENGTH OR BAKE-HARDENING ALLOYS Alloy Types AA6xxx AA5xxx 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

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LIGHTWEIGHT VEHICLE TECHNOLOGY 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

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LIGHTWEIGHT VEHICLE TECHNOLOGY 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

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LIGHTWEIGHT VEHICLE TECHNOLOGY 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

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LIGHTWEIGHT VEHICLE TECHNOLOGY XJ JOINING TECHNOLOGY

Number of SPR’s Previous XJ New XJ

3000

~11% reduction

– New XJ body is larger & meets increased functional requirements – 11% reduction in SPR count in body structure

• ver previous generation

– Savings in both direct & investment costs

Standard wheelbase XJ (BSLD) has 2840 SPRs compared to over 5000+ spot welds for an equivalent steel body. SWB Body Complete has 3118 SPR’s

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LIGHTWEIGHT VEHICLE TECHNOLOGY XJ BODY COMPLETE WEIGHT

Front Doors Rear Doors Bonnet Tailgate Fenders

26 20 17 11 4 324 246

Body Structure

Mass [Kg]

Unladen Vehicle Weight

Body Complete ( body + closures)

1843

A B New XJ D W eight [Kg]

Competitor data based upon LWB derivative data [1] - A2mac1 data [2] - JLR Teardown data

[1] [1] [2]

Steel body complete equivalent ~ 454Kg

Data based upon mounting parts included in module, SWB 3.0L V6 Diesel

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Waste

Production Use Disposal

Raw material Waste Waste

Emissions to air and water

Production Use Disposal

Energy Energy Energy

Disposal, 1% Production, 14% Use, 85%

LIGHTWEIGHT VEHICLE TECHNOLOGY PRODUCT LIFE CYCLE ANALYSIS

Emissions to air and water Emissions to air and water

100 200 300 400 500 600 Steel Aluminum Magnesium CDRC Production End of Life (MJ/kg) 100 200 300 400 500 600 Steel Aluminum Magnesium CDRC Production End of Life (MJ/kg)

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LIGHTWEIGHT VEHICLE TECHNOLOGY REALCAR - RECYCLED SOURCES Aluminium Recycling Opportunities

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LIGHTWEIGHT VEHICLE TECHNOLOGY REALCAR – ALUMINIUM SOURCES

End-of-life (ELV) vehicles – Application of aluminium in vehicles increasing – Assess current industry material separation – Need to assess aluminium quality – Avoid downcycling Post-consumer waste – Mechanical Biological Treatment plants – Waste to energy plants – Material quality impacts – Cost opportunities

Recycled Aluminium Opportunities

Aluminium Remelter Mechanical Biological Treatment (MBT) Energy from Waste (EfW) Industrial Shredder Separated Aluminium Shred Scrapped Vehicles

End-of-Life vehicle processing Post consumer aluminium waste

Note: 2009 = 40,500 tonnes land-filled in UK (Source: Alupro)

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LIGHTWEIGHT VEHICLE TECHNOLOGY REALCAR – ALUMINIUM SOURCES Opportunity identified….assessment of aluminium in general waste Post-Consumer Waste Studies

Aluminium extracted from domestic household waste

Aluminium (3101) Aluminium (UBC) Aluminium (Foil) Aluminium (Areosol) 56.5% 23.7% 6% 6%

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

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LIGHTWEIGHT VEHICLE TECHNOLOGY REALCAR – IMPROVED RECYCLING

– 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 www.everycancounts.co.uk

‘Every Can Counts’ Initiative – Adoption at Jaguar Land Rover

Can Crushing Bin Every Can Counts – Video of introduction at Jaguar Land Rover JLR Case Study

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LIGHTWEIGHT VEHICLE TECHNOLOGY REALCAR – NEXT STEPS

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

TSB application to develop a further recycled tolerant alloy ‘REALCAR 2’

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Market Rates - Al LME vs. HR Steel

500 1000 1500 2000 2500 3000 Jan-75 Jan-80 Jan-85 Jan-90 Jan-95 Jan-00 Jan-05 Jan-10

$/MT

Al LME HR Steel

LIGHTWEIGHT VEHICLE TECHNOLOGY COST CONSIDERATIONS

Raw Material Volatility – Need to address the LME volatility cycle

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1980 1982 1984 1986 1988 1990 1992 1994 1996 1998 2000 2002 2004 2006 2008

1980 1990 2000

Price USD 2,200 2,400 2,600 2,800 1,200 1,400 1,600 1,800

2,000 Strategic weight save only – Luxury/ Sports

Premium sector Sports/ Saloons/ SUVs Executive sector – all Models D & C/D Segment High Volume & Mixed Metal Cars

10 - 20KT per year maximum 50 - 100KT per year maximum 100 - 250KT per year maximum in Eu 250KT - 500Kt per year plus in Eu

LIGHTWEIGHT VEHICLE TECHNOLOGY VOLATILITY EFFECT ON LWV MIGRATION

10 - 20KT per year maximum

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G W P p e r B IW (kg C O 2 e)

1 0 2 0 3 0 4 0 5 0 6 0 7 0 8 0 9 0 1 0 0 R S W S P R C o n s u m a b le p ro d u c tio n E x tra c tio n h e a t lo s s e s E le c tric ity

LWV Body saves 40% relative to steel, enabling secondary weight saves (power train down sizing) Joining technology gives significant energy save v welding & reduces waste (water & air extraction) Significant improvement in Fuel Economy & CO2 reduction when combined with Power Train down sizing Up to 50% recycled aluminium in LWV body, World-First Closed-Loop Aluminium Re-Cycling

Steel Diesel V8 SUV Steel Petrol V8 SUV LWV Diesel V6 SUV LWV Diesel V8 SUV LWV Diesel V6 HEV Steel Diesel V8 SUV Steel Petrol V8 SUV LWV Diesel V6 SUV LWV Diesel V8 SUV LWV Diesel V6 HEV

LIGHTWEIGHT VEHICLE TECHNOLOGY LWV TECHNOLOGY SUMMARY

Thank you Vielen Dank Merci Grazie