UltraLight Steel Auto Body - Final Report - American Iron & Steel ...

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ULSAB Final Report 3.5.2 Adhesive bonding Final assembly: the assembly package tray upper drops onto the package tray lower; the assembly panel back attaches to the back of the floor complete; the body side outer assembly is brought onto the side of the body; the fender rails support outer are attached; and, finally, the roof panel is dropped on. After the body structure leaves the body shop, the assembly radiator support upper is attached to the front end; the assembly dash insert is attached to the dash panel; and the spare tire tub (spare tire in place) is dropped into the rear trunk area. Spare tire tub Dash panel insert Steel sandwich material cannot be welded, so the ULSAB parts made of steel sandwich material employed adhesive bonding as the joining technology. Adhesive bonding provides structure as well as a seal. The bonding material is a two-component, nonconductive, high modulus, high viscous, chemically curing polyurethane adhesive / sealant that cures virtually independent of temperature and moisture. The parts to be joined must be held securely in place while the adhesive bonding cures. The steel sandwich dash panel insert was secured with adhesive bonding and then bolted in place. 27
28 Adhesive bonding technical data Basis polyurethane prepolymer Processing temperature 10° to 35° C Working time about 10 minutes at 23° C / Ultimate tensile strength >5.5Mpa Percentage elongation >200% G-modulus >2.5 MPa 50 % relative humidity Mobile assembly fixture The assembly sequence, processes and tolerances were established by PES. Porsche in Germany assembled the body structures using a flexible, modular assembly fixture system that was developed in CATIA, a computer-aided design system. All tooling holes and locators that would be used for production were used during the build. The final assembled body structures were checked by coordinate measuring machines (CMM) to guarantee their dimensional integrity, and these data are available for inspection upon request. ULSAB Final Report
Page 2 and 3: UltraLight Steel Auto Body Final Re
Page 4 and 5: Contents Preface v Introduction vii
Page 6: Preface One of the challenges in re
Page 9 and 10: viii Validation Results During the
Page 12 and 13: 1.1 Benchmarking ULSAB Final Report
Page 14 and 15: 1.2 Design philosophy and architect
Page 16 and 17: ULSAB package drawing front view UL
Page 18 and 19: 1.5 Material selection The selectio
Page 20 and 21: Steel sandwich material was chose f
Page 22 and 23: ULSAB parts list Material Material
Page 24 and 25: ULSAB parts list (cont.) Material M
Page 26 and 27: 280 MPa 2.1 Materials 210 MPa ULSAB
Page 28 and 29: Tailored blank usage Tailored blank
Page 30 and 31: 2.2 Processes 2.1.3 Steel sandwich
Page 32 and 33: 2.2.2 Assembly laser welding Sheet
Page 34 and 35: 3.1 Early involvement 3.2 Tooling 3
Page 36 and 37: Floor complete assembly: the rear r
Page 40 and 41: 4.1 Validation 4.2 CAE Analysis 4.
Page 42 and 43: ULSAB Final Report All simulations
Page 44 and 45: ULSAB Final Report The offset barri
Page 46 and 47: ULSAB Final Report Analysis was set
Page 48 and 49: ULSAB Final Report Side impact set
Page 50 and 51: 4.3 Physical testing ULSAB Final Re
Page 52 and 53: Frequency Hz Model Analysis ULSAB S
Page 54 and 55: 5. Economic Analysis Although light
Page 56 and 57: 5.3 Model scope 5.4 ULSAB results U
Page 58 and 59: 5.4.3 Investments 5.5 Sensitivity a
Page 60 and 61: Comparison of ULSAB with Year 2000

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