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2008-01-0854
ABSTRACT
INTRODUCTION
Stiffness Considerations – Perhaps the biggest Another approach for overcoming the stiffness limitation
challenge for the implementation of HR DP600 and other is to use a systems approach and optimize the vehicle
Advanced High Strength Steels is the stiffness level attribute such as noise and vibration characteristics
constraints for the system. Since the elastic modulus of instead of trying to meet the individual sub-system
the steels is about the same regardless of the strength of stiffness targets. This approach was successfully used
the grade, the higher strength grades do not offer any during R&A projects at Ford.
advantage for stiffness of the system. Some parts of the
truck frame such as the mid rails and the cross-member NVH performance loss due to frame downgage was
to rail joints are stiffness critical. Frame mid-rails control recovered through vehicle level root cause identification
the overall bending stiffness. Frame rail to cross- and optimization (Reference 1). The vehicle hop
member joints control the torsional stiffness. The response was found to be related to the bending
opportunity for downgage with high strength steels is modeshape of the frame. The vehicle response was
limited in these parts. One way to overcome this improved by making changes to the frame modeshape
limitation is to optimize the architecture and cross- even though frame stiffness was reduced due to
sectional properties of the structure. However, downgaging.
packaging and investment constraints often limit the
extent of changes that can be made.
Design 1:
• 28% weight reduction
• No overlapping flanges, hence reduces weight
• 70% less MIG welding required.
• Plate reinforcement improves the stiffness.
Figure 11. Optimizing Stiffness at Vehicle Level
Design 2:
• 23% weight reduction.
• Increased Cross section Durability/Fatigue: Base material fatigue data shows
• Partially overlapping flanges to reduce weight that the fatigue characteristics of HR DP600 are better
than comparable conventional high strength steels.
However, published data suggests that the weld joint
fatigue characteristics are not dependent on the strength
of the base material. Therefore, if a simple downgage
with a grade change is made, the operating stresses in
the weld joint area increase resulting in reduced fatigue
life. If critical stresses occur in weld joint areas, the
structure must be redesigned suitable to avoid reduction
in fatigue life.
Figure 9. Transmission Cross Member Designs A prototype vehicle with HR DP600 rails was built. The
CAE analysis showed that a bracket to frame rail joint
area would have critical stresses. The joint was
redesigned for use with the downgaged rails and the
prototype vehicle successfully completed durability
testing (see Figure 12).
ACKNOWLEDGMENTS