Research on Car Frame Body

Design And Analysis Of An Automotive Car

Shubham Mangal 9/4/15 Technical Seminar

Introduction
With the development
economy and traffic system,
industry has been developed at very fast
speed. As a part of the car, the frame
supports all kind of complicated loads
coming from the road and the freight
being loaded. And many assembly of the
car are built in the frame. So the
intensity and the strong of the frame
play a role way in car’s design.
In this paper the:
characteristics that is mainly mode
analysis is analysed. The mode analysis
is the core of the configurable dynamic
design, and it overcomes
shortcoming of the
emphasizes that the problem should be
considered from the
configuration.
Now in this paper there is also included
that what are different material or we
can say raw materials are being used for
manufacturing the frame. Although
there are different materials which are
being discussed in details in this paper.
We have also focused on the designing
features of the frame for reducing the
cost of the production.
Automotive chassis is considered to be
one of the significant structures of an
automobile. It is usually made of a steel
SHUBHAM MANGAL
frame, which holds the body and motor
of an automotive vehicle. More
of natural
precisely, automotive chassis or
car
automobile chassis is a skeletal frame on
which various mechanical parts like
engine, tires, axle assemblies, brakes,
steering etc. are bolted. At the time of
manufacturing, the body of a vehicle is
flexibly moulded according to the
structure of chassis. Automobile chassis
is usually made of light sheet metal or
composite plastics. The different types
dynamic of automobile chassis include:
 Ladder Chassis: Ladder chassis is
considered to be one of the oldest
forms of automotive chassis or
the
automobile chassis that is still used
static and
by most of the SUVs till today. As
its name connotes, ladder chassis
whole
resembles a shape of a ladder
having two longitudinal rails inter
linked by several lateral and cross
braces.
 Monocoque Chassis: Monocoque
Chassis is a one-piece structure that
prescribes the overall shape of a
vehicle. This type of automotive
chassis is manufactured by welding
floor pan and other pieces together.
Since Monocoque chassis is cost
effective and suitable for robotized
production, most of the vehicles
1
 today make use of steel plated
Monocoque chassis.
 Backbone Chassis: Backbone
chassis has a rectangular tube like
backbone, usually made up of glass
fibre that is used for joining front
and rear axle together. This type of
automotive chassis or automobile
chassis is strong and powerful
enough to provide support smaller
sports car. Backbone chassis is easy
to make and cost effective.
 SPECIFICATION OF THE
PROBLEM
The objective of the present work is to
design and analyses, of steel chassis made
and also polymeric composite heavy
vehicle chassis made of three different
composite materials viz., Carbon/Epoxy,
E-glass/Epoxy and S-glass /Epoxy
composites. Polymeric composite heavy
vehicle chassis was created in Pro-E.
Model is imported in ANSYS 12.0 for
analysis by applying normal load
conditions. After analysis a comparison is
made between existing conventional steel
chassis and polymeric composite heavy
vehicle chassis viz., Carbon/Epoxy, E-
glass/Epoxy and S-glass /Epoxy in terms
of deflections and stresses, to choose the
best one
SHUBHAM MANGAL
DESIGN ASPECTS OF FRAME
Design, if we talk about design the. What
is design, actually design is a process of
generating a new product or to rebuild any
product. So if we talk about the design of
the frame of a car then first of all we will
discuss the history of the frame. Until the
1930s, virtually every (motor) vehicle had
a structural frame, separate from the car's
body. This construction design is known
as body-on-frame. Since then, nearly all
passenger cars have received unibody
construction, meaning their chassis and
bodywork have been integrated into one
another. The last UK mass-produced car
with a separate chassis was the Triumph
Herald, which was discontinued in 1971.
However, nearly all trucks, buses and
pickups continue to use a separate frame as
their chassis.
Keywords- frame, FEA, static analysis,
Dynamic Analysis, Weight- light, Finite
Element Method
1. MODELLING OF AUTOMOTIVE
FRAME
The truck’s load chosen for the subject is 5
tons, and the frame structure is a typical
truck frame structure, which is riveted by
two longerons and eight crossbeams being
of the same front and rear width, and
2
stamped out by steel with 850mm width. Where,
The longeron’s length of the frame is T= twisting moment or torque applied;
τ = shear strength of the material;
6500mm. d = diameter of the pipe section;

2. CROSS SECTION ANALYSIS OF 3. DYNAMIC ANALYSIS FOR

FRAME FATIGUE RESISTANCE

Frame forms the structural base of a racing
off road vehicle. The frame here developed
for the event is of O section type. The
strength and rigidity of the O section is
higher than any other form like I, T, C
section. The theory of the bending and
torsion explains that circular section is
always a perfect one to resist the twisting
and the rolling effects. Cross section of the
pipe element of the frame is shown in the
fig 1.
Dynamic fatigue resistance analysis is the
stress intensity the frame suffering in the
truck’s movement. By use of the finite
element analysis, these dynamic loads are
simulated as quasi- static load conditions
in order to obtain stress peak value from
them. And dynamic load factor is
necessary to be introduced in quasi-static
load conditions simulated.
4. SPECIFICATION OF EXISTING
HEAVY VEHICLE CHASSIS:

Table 1 shows the specifications of a

TATA 2515EX OF STEEL HEAVY
vehicle. The typical chemical composition
of the material is 0.565C, 1.8% Si,
0.7%Mn, 0.045%P and 0.045% S.
Table: 1 Specifications of heavy vehicle chassis.

S.no. Parameters Value

Total length of the 8200 mm

1 chassis (Eye to Eye)
2 Width of chassis 80 mm
3 Thickness of chassis 6 mm
Figure 1: cross section view of frame used Front cabin chassis 2400 mm
4 length
Circular section is preferred comparatively Front cabin chassis area 492800
5
for torsional rigidity for its higher polar mm2
Front cabin chassis 19620 N
moment of inertia compared than any other 6 applying load
section as per the following formula 7 Backbody chassis length 5800 mm
Backbody chassis area 1200000
8 mm2
π
𝑇 = . 𝜏𝑑3 Backbody chassis 196200 N
16 9 applying load

SHUBHAM MANGAL 3
 Young’s Modulus of 2.1e5
10 steel chassis N/mm2
Density of steel chassis 7.86*10-6
11 N/mm2
5. STRUCTURAL ANALYSIS OF
HEAVY VEHICLE CHASSIS:

Dimensions of polymeric composite heavy

vehicle chassis (PCHVC) are taken as that
of the conventional steel heavy vehicle
chassis (SHVC). PCHVC consists of 4 Figure 3: Displacement pattern for steel chassis
layers (thickness of each layer, 1.5mm).
Width of the chassis is 80mm. Since the 6.2. CARBON/EPOXY
properties of PCHVC vary with directions
of fibre, a 3-D model of chassis is used for
analysis in ANSYS 12.0. The loading
conditions are assumed to be static. The
element chosen is SHELL LAYERED 46,
which is a layered version of the 8-node
structural shell model. The element has six
degrees of freedom at each node:
translations in the nodal x, y, and z
directions and rotations about the nodal x,
y, and z-axes. The finite element analysis Figure 4: Stress distribution for carbon/epoxy.
is carried out on steel chassis as well as on
three different types of polymeric
composite heavy vehicle chassis.

6. STRUCTURAL ANALYSIS OF C -
CHANNEL SECTION:

6.1. STEEL

Figure 5: Displacement pattern for carbon/epoxy.

6.3. E-GLASS/ EPOXY

Figure 2: Stress distribution for steel chassis

SHUBHAM MANGAL 4
 Figure 6: Stress distribution for E-glass/epoxy. Figure 9: Displacement pattern for S-glass/epoxy

Figure 7: Displacement pattern for E-glass/epoxy.

6.4. S-GLASS/ EPOXY

Figure 8: Stress distribution for S-glass/epoxy.

SHUBHAM MANGAL 5
 vibration frequency of the engine and other
component is the same as that of the
frame, it will cause resonance
phenomenon.
Table 5: COMPARISION OF NATURAL
FREQUENCY AMONG STAGES OF THE FRAME

Node Characteristics of
Frequency
Number vibration modes
The second
7 0.104855
bending & torsion
7. DYNAMIC ANALYSIS OF THE The second
FRAME 8 0.119832 bending with local
vibration
A. MODAL ANALYSIS OF THE FRAME Crossbeams
9 0.141177
deformation
Support of the frame are simulated and six
hard points are established in the 6 lugs in The second
the front and rear of the frame. After the 10 0.157935 bending with local
finite element mesh is divided, nodes are vibration
generated in six hard points, in which all
constraints are imposed vibrations modes When the truck is moving, external
calculated in the first 7-10 stages of the excitation sources suffered by the frame
frame under steady state using ANSYS are two: one is due to the wheel imbalance
software. excitation between 1 and 20Hz caused by
B. MODAL CALCULATION ANALYSIS surface roughness; the other is when the
engine is running, simple harmonic
Modal solution is taken according to the excitation is caused by the pressure due to
above models and the first 10 frequencies the working stroke combustion and the
of the frame are extracted. Frequency piston reciprocating inertial force, and it is
value of each stage is shown in Table 5. characterized by a very wide frequency
From each vibration mode of the frame at range. It is very important for the dynamic
each variant of the frames, it can be seen performance evaluation of the frame
that the eight stage is the compound of the structure to identify the actual excitation
second bending and torsion mode of the frequency of the frame in local
frame, it can be seen that the vibration of environment.
the frame is mainly in the front of the
frame and between the last two crossbeams
of the frame. Because cab and other
components are mainly installed on the
head of the frame, the vibration on the
head of the frame has a certain degree of
impact on the truck’s comfort; moreover;
engine and transmission, etc. are
concentrated in this part, when the truck is
moving, vibration of which have a greater
impact on the performance of trucks, if the

SHUBHAM MANGAL 6
8. GRAPHS automobile manufacturers to re-divide a
market for their benefits or advertising
C-SECTIONS; purpose, but adequate response to legal
requirements regulating fuel economy
growth and protection of environment.
Aluminium automobile bodies, non-
metallic closures and interiors made of
natural materials are emerging on roads
and city streets. However all these
novelties are results of invisible but
tremendous efforts of scientists, designers,
product engineers, metallurgists,
economists and marketing expert? If
management decision of material selection
is not based on deep analysis, then
negative economic and technical effect are
matters of course. Development on rush of
Figure 10: Load - Deflection curves for steel and
polymeric composite material traditional and alternative body materials
complicates this decision even for expert.
Material selection for automobile body and
related technical, economical and
geographical details are outlined in the
present paper. Latest advantages of
metallurgy, polymer and composite
manufacturing as well as safety, repair and
recycling issues are briefly analysed from
automobile engineer standpoint. A number
of scientists and technicians could be
interested in collaboration programs
between automobile, metallurgical,
academicals and government organizations
oriented to developing of advanced body
Figure 11: Load - Von-Misses Stress curves for steel and
designs and materials, so most prosperous
polymeric composite material of them are described below. Analysis of
modern automobile designs is given on the
basis of all these data; moreover, forecast
ADVANCED MATERIAL OF of future progress is completed. Attempt to
cover all variety of up-to date body
THE AUTOMOBILE FRAME.
materials, analyse and highlight the most
promising of them for volume production
was committed on small scale of the paper.
1. INTRODUCTION
Keywords: light weight material, material selection,
Nowadays even regular drivers informed automobile material, automobile trend
about application of high strength and low
2. MATERIAL
density materials in automobile structures.
The reasons for it are not only intention of

SHUBHAM MANGAL 7
Most common material of both body stages; 10) well-developed repair and
structures and whole automobile maintenance technology; 11) fine
manufacture is steel. History of recycling. Here are main disadvantages: 1)
automobiles explains this state of things. high density; 2) corrosion susceptibility of
The USA being an absolute leader of uncoated steel (Arzamasov et al, 1990).
automobile industry in 1920s shifted from
Steel versatility appears due to vast variety
manual to line production, at that almost
of grades. Automobile steel types and their
all variety of materials was replaced by
ultimate strength and elongation properties
sheet steel. Ideologist of automobile
are shown in fig.13. Conventional steels
conveyer production, manufacturer Ford
are represented by types: mild steels,
Motor Company (Detroit, the USA) and
rephosphorized steels, bake-hardening
body details supplier Budd Company
steels, isotropic steels, carbon-manganese
(Troy, the USA) favoured low carbon steel
steels, high strength low alloy steels.
because quick press forming of panels
from flat blanks and appropriate resistance
welding technique were very attractive for
mass production (Ford, 1922). By the way
it beneficially increased body torsional
stiffness (Davies, 2012). This trend
propagated to their allied companies Ford
Dagenham (London, the UK) and Pressed
Steel Company (Oxford, the UK) in the
Europe. Likewise steel became a
prevailing material of automobile body
manufacture. Steel hegemony was
immovable till 1970s, when laws for fuel Figure 12: Contribution of BIW to weight of 1400 kg
economy, environmental protection and automobile (as % of curb weight)
safety were adopted and interest of
automobile companies to light materials
was sparked. Nowadays aluminium,
magnesium alloys and polymers are most
advanced for automobile industry.
2.1. STEEL

There are a lot of papers about light

materials research completed in last 30
years, but majority of car owners drive
essentially steel vehicles. This material has
following advantages: 1) versatility; 2) low
cost; 3) stable supply; 4) high formability; Figure 13: Tensile strength and elongation of automobile
5) high impact resistance; 6) wide steel types
hardening ability; 7) good corrosion
Mild steels (MILD) have predominantly ferrite
resistance of coated steel; 8) assembling
microstructure that specifies low yield limit
simplicity; 9) reforming possibility in (from 140 MPa). Extrusion steel and
manufacturing and service life-cycle aluminium-killed steel are typical MILD that

SHUBHAM MANGAL 8
have extensive use in mass production.
Rephosphorized steels have ferrite basis with
ferrite phosphor-riched grain layers. Ferrite
gives plasticity, and phosphor-riched grains
increase strength. Fine formability, covering
and painting simplicity, improved corrosion
resistance are typical features of this steel
type. Interstitial-free steels (IF) have plenty
low carbon content (less than 0.005%).
Besides, IF undergoes vacuum degassing that
releases carbon, oxygen and nitrogen
interstitial atoms as distinct from MILD. This
procedure obstructs dislocation motion and,
thus, improves formability, decreases dent
resistance and strength. IF has lower yield
limit than MILD and the same strength, hence
this type is more preferred for deep extrusion
and stamping.
High strength interstitial-free steels (HS IF)
have high formability conditioned by ferrite
matrix and increased strength determined by
phosphor, silicon, manganese, carbides and
nitrides additives and fine grain structure.
Yield limit of HS IP usually exceeds 210 MPa.
Bake-hardening steels (BH) have 2 hardening
mechanisms: 1) strain hardening caused by
cold stamping; 2) bake hardening due to fine
dispersed hardening phase separation during
metal heating within bake furnace after
product painting (usually at 150-200 ºC).
There are a lot of carbon in solid solution after
anneal that admits dislocation motion after
strain hardening. Dislocations are fixing during
baking, thus strength and dent resistance
grows. Isotropic steels (IS) have fine grain
ferrite microstructure. Their main feature is
independence of strength and strain
properties from loading direction.
High strength low alloy steels (HSLA) have
high strength owing to fine grain structure
and micro alloying elements that provoke
carbides precipitation and, consequently,
arrest dislocation motion and increase yield
limit (Savkin et al, 2013). Automobile
engineers are interested in advanced high
SHUBHAM MANGAL
strength steels (AHSS) and desire to achieve
great energy absorption of vehicle structures
and five-Star Euro NCAP rating. Initially
preconceived attitude to AHSS was normal
because it was thought that plasticity is more
important than strength for sheet steel. First
grades had redundant properties instability
and tool wearing reputation. Recently the
International Deep Drawing Research Group
completed design and material selection
recommendations for wear-resistant tools,
and these problems became things of the
past. Nevertheless attempt to stamp HSS
using old equipment certainly leads to scrap
amount increase and reforming necessity. HSS
are usually using for longitudinal intrusion
beam (for front and rear impact energy
absorption), B and C post, roof ribs and door
apertures (for side impact energy absorption).
AHSS demand in automobile manufacture is
high enough, so metallurgists develop new
HSS steel grades. According to AISI report,
AHSS consumption grew up more than in 3
times in automobile industry since 2006 to
2010 (Carabba, 2013).
In some countries, in the USA for instance,
AHSS development has official government
approval. In 2006 following body weight
decrease purposes the United States
Department of Energy (US DOE), National
Steel Fabrication, American Iron and Steel
Institute (AISI) and Auto/Steel Partnership at
the seminar “Advanced HSS Workshop”
(Arlington, the USA) decided to promote AHSS
third generation. Desirable properties range
alters since 600 to 1600 MPa for ultimate
tensile strength and since 20 to 40% for
elongation correspondingly. Key
universities also participate in this
program. It is expected to develop of low
carbon (weld able), cheap (cheap alloying
additives) set of steel grades compatible
with existent forming, assembling and
repair equipment. Moreover chemical
composition limitations are present and
high quality product surface is required
(Davies, 2013) here are typical AHSS
9
classes: double phase steels, multiphase
steels, transformation induced plasticity
steel, twinning-induced plasticity steels,
martensite steels. Double phase steels (DP)
usually have ferrite matrix and martensite
phase created by alloying and heat
treatment. High strain hardening rate is a
result of formation and dislocation galling
around martensite fraction during
straining. DP steels have bake hardening
ability as BH. High strength and
reasonable high elongation combination
produces vast area under monotonic stress-
strain curve, consequently, high impact
resistance even in comparison with HSLA.
Set of alloying elements provides fine steel
weld ability. Though, DP show detrimental
tendency to edge cracking due
tomicrocracks on ferrite and martensite
phase interfaces.
Transformation-induced plasticity steels
(TRIP) feature metastable austenite
transformation to martensite during strain
hardening. TRIP have ferrite matrix and
dispersed inclusions of strength martensite
and (or) bainite phase. Amount of retained
austenite is regulated by manganese and
carbon content. TRIP have high impact
strength and fatigue durability, therefore
they come into use in intrusion beams,
cross members, B and C posts, bumper
reinforcements.
Twinning-induced plasticity steels (TWIP)
properties apparently depend on stacking
fault energy of crystalline lattice and local
stress concentration conditioning character
of Hall-Patch effect that allows to obtain
desirable austenite phase transformation
(Dieter, 2013). TWIP are high-manganese
steels (up to 30% of manganese) and they
remarkably combine IF plasticity and
TRIP strength. However, there are still
problems with hydrogen embrittlement of
deformed regions, welding technology
issues and low compatibility to mass
production. From the scientific standpoint,
physical metallurgy of TWIP still
insufficiently investigated, including
SHUBHAM MANGAL
twinning mechanism, structure evolution
and delayed fracture phenomena (Cooman
et al, 2011). TWIP are developing mostly
for energy absorbing structures, but they
are under testing in engine industry at the
present time. Last 10 years interest to
TWIP is incredibly high (Pla-Ferrando R.
et
al, 2011). Complex phase steels (CP) are
usually hot-rolled, fine-grained steels with
small amount of martensite, retained
austenite or perlite in ferrite/bainite matrix.
CP usually more plastic and have strength
of DP. Martensite steels (MS) are hot-
rolled steels with extremely high strength
properties. Austenite exists during hot
rolling and anneal and almost fully
transforms to martensite during tempering
on run-out table or in cooling section (in
case of continuous anneal). MS have small
amount of ferrite and (or) bainite in
martensite matrix. Retained austenite
portion is smaller in MS than in CP.
Stainless steels (SS) have a position apart
from other steel types. Chrome additive
creates oxide film on SS surface and
protects it from corrosion. Advantages of
this type are corrosion resistance, fine
formability, and excellent adaptation to
manufacturing infrastructure of mild steel.
Chromium nickel (ASTM 3xx) and
chromium ferrite alloys (ASTM 4xx) have
the greatest usage in modern automobile
industry among other stainless steels. So,
SS are suitable for parts that undergo
aggressive corrosion and (or) high
temperature effects, for example,
turbocharges (310), exhaust system
(304(L), 409) and fuel tanks (304(L)). But
one can find SS in decorative body parts
too, for example, in doors, posts, bumpers,
handrails and wheel caps (304(L), 316(L),
430, 434, 436) (Borodulin and
Moshkevich, 1973). ASTM 409 is the
cheapest grade and thus it is popular in
automobile mass production. In these latter
days SS are adapted for load carrying
structures. Next Generation Vehicle
program (2005-2007) joined together
efforts of car manufacturers Audi, BMW,
10
Fiat, Daimler, Saab Automobiles, Volvo 3) aluminium recycling is not a problem;
Car and metallurgy companies 4) scrap costs up to 50% of primary
ThyssenKrupp and Arcelor Mittal aluminium (15% is for steel). Common
Stainless Europe to create new stainless automobile aluminium alloys are given in
steel grades and develop effective designs table 6. The most famous aluminium
made of them (Schubert et al, 2008).
consumer among automobile
As a result of collaboration austenite SS manufacturers was Land Rover until
EN 1.4376 (UNS S20100), 1.4318 recently. So aluminium-manganese (AA
(S30153), 1.4310 (S30100) and DP 3xxx) and aluminium-magnesium alloys
complex alloyed steel 1.4162 (S32101) (5xxx) were applied for Defender for a
was approved for Bpost and floor long period. Nowadays there are
reinforcements (Schedin et al, 2008). preference to aluminium-magnesium
Moreover, painting of internal parts of (5xxx) and bake-hardening aluminium
stainless space frame is optional. magnesium silicon alloys (6xxx).
Unfortunately, SS are expensive, have
high density and supply sources are Table 6: High Strength Steel Available in
limited. the EU
STEEL Yield Hardening Standa
2.2. ALUMINIUM TYPE stress, mechanism rd
Mpa
Over a XX century aluminium was rarely
Mild 140- Residual EN
used, expensive and lightweight alternative interstitial atoms 10130
in automobile mass production in pre 180
C, Mn, Si
conveying 1900s, for example in Pierce Rephosphori 180-300 Solid solution PrEN10x
Arrow, and in post war 1950s, in Land zed hardening xxx
Steel IS 180- Additives Si EN10292
Rover (Foy, 2013). Such position can be
280
explained by high material cost, double BH 180-300 Strain aging PrEN10x
body assembly cost, worse weld ability xxx
and formability than steel. Aluminium HSLA 260-420 Grain PrEN10x
requires specific equipment for welding, refinement and xxx
precipitation EN10292
cold forming and painting (Rubinchik, hardening
1974). Aluminium strain hardening may DP 450-600 Martensite
cause low-cycle fatigue initiation. (ultimate phase in ferrite
stress) matrix
Aluminium elastic modulus is 3 times less TRIP 500-800 Transformation PrEN10x
of retained yz
than steel elastic modulus, and since austenite
stiffness has prior effect on design thicker to martensite
gauges are indispensable. Nevertheless, as during straining
CP, MS 800-1200 Bainite and (or)
occurrence of Audi aluminium space martensite
frames exhibited, approved mass phases,
manufacture eliminates technological induced by
thermal
issues, but cost question is still unsettled. treatment
Fortunately, aluminium has outstanding
advantages: 1) aluminium body is 2 times
lighter than regular steel body; 2) high
corrosion resistance offers savings due to
optional nature of covering and painting;

SHUBHAM MANGAL 11

Figure 14: HSS consumption share growth in automobile
industry
to use AE42 that indisposed to creep and
corrosion or cheaper magnesium alloys
with rubber coating as aluminium
alternative in body structures. Despite on
all these disadvantages Davies (2013)
suggests manufacturing application of
AZ191 (ultimate stress 240 MPa, yield
limit 160 MPa, elongation 3%), AM60
(ultimate stress 225 MPa, yield limit 130
MPa, elongation 8%), AM50 (ultimate
stress 210 MPa, yield limit 125 MPa,
elongation 10%) in addition to aluminium
to develop distinct automobile parts in the
short-term period

Table 7: Modern automobile aluminium

alloys

Figure 15: 4a – Steel proportion BMW 5 body, 4b – HSS

share growth in BMW body

2.3. MAGNESIUM

Magnesium is the lightest engineering Table 8: Automobile aluminium alloys

material; its density at 35% smaller than under development
aluminium and 4 times smaller than steel.
High-purity magnesium alloys (for
example, AZ91E) with minimal metal
inclusions content (iron, copper, nickel)
have great corrosion resistance. These
properties are applied in aircraft industry
for gear-box case castings of helicopter
McDonell Douglas MD500. Magnesium
alloys have usage in automobile industry Table 9: Common Automobile
also, for example for engine bracket of magnesium alloys
Chevrolet Corvette (AM60B) and front-
end of Jaguar XJ351. High cost of
magnesium alloys evidently makes them
not attractive for mass production.
Moreover there are no flat production and
extrusion technologies. Magnesium is
chemically active, tends to creep, requires
anti-corrosive coat and has small melting
temperature. Ghassemieh (2011) proposed 3. COST

SHUBHAM MANGAL 12
Introduction cost of new materials is a
prior factor for high volume production.
Interesting comparison of total investment
cost for steel, aluminium and polymer
body production is shown in the fig. 6.
Low volumes are sensitive to investment
cost, high volumes – to material cost.
Expensive investment, cheap material and
high production rate is typical for steel
bodies. Cheap investment, expensive
material and low production rate is normal
for plastic castings. Aluminium cost is
high and investment cost corresponds to
zinc coated steel. Finally, polymer bodies
are more profitable for low volumes, and
steel bodies are efficient for high volumes.
Break point dividing polymers and steels,
lies at volume of 2·105 units per year.
Volume is deemed medium if it does not
exceed 2.5·105 units per year. Thus
aluminium and plastic are typical for low
volumes only.

Opportunity to decrease cost depends on

technology development: 1) decrease tools
cost and scrap production (down to 25%)
for steel bodies; 2) cheapen aluminium, for
example, by development of continuous
casting technology; 3) decrease weight of
steel bodies by 40%; 4) decrease polymer
costs by using of CFRP.

Figure 16: General cost basis for automobile body

materials

REFERENCE

SHUBHAM MANGAL 13