Agenda

DAY ONE: MULTI-MATERIAL APPLICATIONS FOR ACHIEVING COST EFFECTIVE LIGHTWEIGHTING ON A MASS PRODUCTION PLATFORM - GETTING THE RIGHT MATERIAL IN THE RIGHT PLACE

8.30 Chair's Opening Remarks

Chair: Patrick Blanchard, Supervisor- Composites Group Leader, Ford

OEM MIXED MATERIAL STRATEGIES PANEL

8.40 Achieving Optimal Cost, Weight and Performance Targets With Multi-Material Strategies: What Are The Right Materials For The Right Applications?

  • Walking through the process of material selection: How did you decide what material? Why was this material combination chosen?
  • Identifying manufacturing enablers once material is selected: What manufacturing techniques were used?
  • Leveraging existing infrastructure: How does it fit into the manufacturing environment of today?
  • Overcoming assembly challenges of joining dissimilar materials: What techniques were used?
  • Outlining the major trade offs faced when implementing a multi-material strategy: How to find the right compromises to achieve the optimal weight goal

Scott Miller, Director of Global Mass, Aerodynamics, and Energy, General Motors

Saeil Jeon, Volvo Group Trucks Technology Advanced Technology & Research Technology Lead - Materials, Volvo

9.20 Question & Answer Session

DEMONSTRATING MULTI-MATERIAL APPLICATIONS
WHICH MATERIALS WORK BEST IN WHICH PARTS OF THE VEHICLE?

APPLICATION OF ALUMINUM & MAGNESIUM

9.30 Illustrating Examples Of Cost Effective Integration Of Aluminum And Magnesium In Multi-Material Vehicles - Where Are The Highest Cost Benefit Applications?

  • Identifying successful applications of magnesium, aluminum and combinations of lightweight metals: Where were the best applications?
  • Justifying the cost of using lightweight metallics: What was the cost comparison and was the weight saving worth the extra cost?
  • Uncovering further opportunities for integration of magnesium with cheaper lightweight metallics such as aluminum and UHSS: What can we do in the future?
  • Overcoming major technical barriers of corrosion and strength when using magnesium and lightweight metallic - what enabling technologies are available to allow further integration of lightweight metallic materials?

Paul Krajewski, Global Greenhouse Gas Mass Strategist, General Motors

10.00 Question & Answer Session

APPLICATION OF ULTRA HIGH STRENGTH STEEL

10.10 Application Of Martensitic Steels And Their Contribution To Cost-Effective Lightweighting In Multi-Material Vehicles: Can High Strength Steel Rival Aluminium?

  • Pinpointing where the best applications are for martensitic steels within multi-material vehicles: What is the optimal application for cost-effective lightweighting?
  • Optimising chemistry development for Martensite steels to favor weldability and resistant to hydrogen embrittlement: As steel is getting thinner in gauge, how can we maintain performance, strength and mitigate corrosion?
  • Understanding processing considerations for managing spring back of high tensile steels to achieve appropriate tolerances for Body-In-White applications
  • Assessing computer simulation techniques including proper characterization, rupture predication and heat effect zone modeling to ensure predictability of new steels
  • Optimising vehicle structures through design methodology to reduce thin wall buckling and ensure robustness and maximum utilization of material properties

Tom Johnson, Director of Advanced Product Development, Shape Corp.

10.30 Question & Answer Session

10.40 Morning Refreshments In Exhibition Showcase Area

APPLICATION OF COMPOSITE COMPONENTS

11.10 Showcasing High Volume Applications Of Carbon Fiber Composites In Multi-Material Vehicles: How Can We Cost-Effectively Integrate Composites Into Mass Market Vehicles?

  • Identifying applications for composites used in multi-material vehicles: Where in the vehicle should we use composite materials?
  • Opportunities for near term application of composite materials: Where are the easy wins?
  • Implementing composites for lightweight crashworthiness structures: How can composites contribute to enhanced safety

Dr Venkat Aitharaju, Senior Researcher, Polymer Composites, General Motors Global Research & Development

11.40 Question & Answer Session

JOINING OF DISSIMILAR MATERIALS
TAKING A PER MATERIAL, PER TECHNIQUE ANALYSIS FOR PRACTICALLY OVERCOMING MANUFACTURING CHALLENGES TO FORM AND JOIN MIXED-MATERIAL LIGHTWEIGHT VEHICLES

MULTI-MATERIAL JOINING

11.50 In-Depth Analysis Of Applications Of Joining Technologies Used In Mixed-Material Vehicles: What Technique Was Used, For What Material Combination And For What Application?

A. Joining Techniques For Lightweight Metals To Maintain Performance And Mitigate Galvanic Corrosion
  • Discussing the technique chosen for the specific application: What was the decision process behind choosing this joining technique? How does technique affect processing time and relative cost of joint?
  • Comparing chosen technique with new fastening technologies of self piercing rivets, adhesive bonding, friction stir welding, high strength fasteners
  • Outlining the advancements in manufacturing technologies needed including cost of hardware, software, infrastructure upgrades if necessary
  • Addressing the issue of mitigating galvanic corrosion: What sacrificial coatings, finishes or measures were used to mitigate galvanic corrosion?

Craig Cowan, President, RB&W Manufacturing

B. Multi-Material Vehicle Bonding
  • Understanding multi-material joining challenges in design and assembly
  • Highlighting adhesive joining solutions for lightweight body structure applications
  • Assessing carbon fiber composite joining with structural adhesives

Frank Billotto, Senior Market Development Manager, Dow Automotive

12.50 Question & Answer Panel Discussion: Evaluating The Pros And Cons Of Fastening Technologies Per Application Including:

Friction Stir Welding, Ultra High Strength Fasteners, Self Piercing Rivets, Friction Spot Joining, Single Sided Access And Double Sided Access Rivets, Structural Adhesives, Laser Welding, Plastic Nuts and Clinch Joints

Elaine Garcia, Manager, Body ME Advanced Technology, General Motors

Hubert Rautenstrauch, Sales Manager, Export, PROFIL

Mike Moini, Chief Operating Officer, RB&W Corporation

Frank Billotto, Senior Market Development Manager, Dow Automotive

1.10 Networking Lunch In Exhibition Showcase Area

FORMING TECHNIQUES FOR HIGH VOLUME APPLICATIONS
COMPARING NEW DEVELOPMENTS WITH PER MATERIAL ANALYSIS OF COMPOSITES, ALUMINUM AND MAGNESIUM APPLICATION

FORMING OF COMPOSITES

2.10 Achieving Faster Cycle Times To Enable Cost Effective, High Volume Application Of Composites: How Do You Implement Composites Into The Current Manufacturing Process?

  • Evaluating the merits of current forming techniques of Thermoforming, RTM, Autoclave, Pressure Press, SMC: Which technique is likely to allow for high volume manufacturing of composites?
  • Uncovering new developments in reducing processing time: How can we speed up the process to allow for scalable production?
  • Taking shared learnings from low volume applications: Can we realistically hope to integrate composites across all vehicles? If not, then what types of vehicles or markets are suitable for increased use of composites?
  • Implementing composites in the current manufacturing process: Is it possible to leverage existing infrastructure to allow for manufacturing of composites without transformational change?

Facilitated By: Patrick Blanchard, Supervisor- Composites Group Leader, Ford

A) Forming Of Advanced Performance Fibers For Material Hybridization

Gianluigi Molteni, Senior Marketing & Business Development and Sales Manager, DuPont

B) Forming Of Carbon Fiber Composites

Martin Starkey, Managing Director - Automotive, Gurit

3.20 Question & Answer Session

3.30 Afternoon Refreshments In Exhibition Showcase Area

FORMING OF LIGHTWEIGHT METALICS & ALLOYS PANEL

4.00 Evaluating Forming Techniques For Aluminum, Magnesium and UHSS For Use In Multi-Material Vehicle Applications: What Technique Was Used, For What Material Combination And Application?

Facilitated By: Joseph Polewarczyk, Technical Lead Engineer, Body & Exterior Advanced Technology, General Motors

A. Hydro-Forming
  • Employing hydro-forming to reduce vehicle mass and identifying the best application for hydro-forming within the vehicle
  • Advancements to manufacturability of hydro-forming to lower cost and improve the speed for mass volume environment
  • Assessing potential to leverage current infrastructure, software and hardware to allow for near term use of hydro-formed components
  • Comparing cost vs. performance of hydro-forming. Is it application sensitive?

Shawn Morgans, Body Structure Technical Leader, Ford

B. High Pressure Die Casting
  • Applications of high pressure die-casting: Where in the vehicle and what materials are best suited for high pressure die-casting?
  • Assessing the quality and guaranteeing consistency of high pressure die castings: How to test mechanical properties without compromising quality and reduce process variables for design purposes
  • Outlining advancements in manufacturing technologies needed, including cost of hardware, software and necessary infrastructure upgrades: Can we leverage current infrastructure?
  • In what types of applications would alternative casting processes such as low pressure casting, squeeze casting, etc. be preferable to high pressure die casting?

Kasi Goundan, Casting Specialist - Materials Engineering, General Motors

Jeffrey Moyer, Vice President - Business Development & Engineering, Meridian Lightweight Technologies

C. Stamping Of Sheet Metal
  • Identifying benefits of warm forming techniques for stamping aluminum and magnesium sheet metal in comparison to other lightweight forming techniques
  • Exploring possibilities for forming at intermediate temperatures: How can you maintain formability, ductility and strength of material at lower temperatures?
  • Outlining advancements in manufacturing technologies to cost of hardware, software, and infrastructure: How can we leverage infrastructure to adapt for stamping of lightweight sheet metal?
  • Assessing the capabilities for warm formed aluminum and magnesium to achieve deep draw without diluting performance
  • Which aluminium and magnesium alloys are best suited to warm forming?
  • What are the cost vs. weight trade offs of warm forming of single panels to room temperature forming and assembling of several panels?

Jugraj Singh, Material Specialist and Principal Researcher Sheet Metal, Chrysler

5.30 Question & Answer Panel Discussion Comparing And Contrasting New Developments In Forming Technology Including:

Warm Forming, High Pressure Die Casting, Extrusions, Single Sided Rapid Forming, Deep Draw Rapid Forming, High Speed Forming, Ablation Casting, Rolling, Sand Casting, Thin Walled Structural Castings, High Pressure Vacuum Die Casting And More To Understand The Issues, Benefits, Challenges And Advantages Of Each

5.50 Chair's Closing Remarks

6.00-7.00 Networking Drinks In Exhibition Showcase Area

 

DAY TWO: TAKING A 360 DEGREE PERSPECTIVE FOR DESIGNING FOR ECONOMICALLY VIABLE LIGHTWEIGHTING OF THE ENTIRE VEHICLE

8.30 Chair's Opening Remarks

Chair: John Catterall, Global Technical Leader for Underbody, General Motors

WHOLE VEHICLE LIGHTWEIGHTING

8.40 Understanding The Total Benefits Of Lightweighting The Body, Chassis, Powertrain and Sub-Systems On Entire Vehicle Mass Reduction, Cost And Performance 

This session has been designed to bring together the experiences of body, chassis, powertrain and sub-system experts to evaluate the total contribution and knock on effects of lightweighting across the entire vehicle.

8.40 Mass Decompounding Effects Of Lightweight Body Structures

  • Assessing actual data on the impact of lightweight bodies in terms of mass decompounding  - Does the impact on other systems deliver enough cost savings to offset the cost of lightweight materials i.e. smaller engines, smaller fuel tanks, smaller exhausts?
  • What is the tipping point where chassis, suspension, wheels, tyres and powertrain can be downsized as a result of body-in-white lightweighting efforts?
  • Realizing the total weight, cost and performance benefits to the entire vehicle from lightweight material applications to accurately analyze the business model

Dr. Hesham Ezzat, GM Technical Fellow- Body, General Motors
Dr. Donald Malen, Adjunct Faculty Member, University of Michigan

9.10 Question & Answer Session 

9.20 Practical Demonstrations Of Chassis, Suspension, Powertrain, Seating and Interiors Contribution To Overall Vehicle Lightweighting

  • The engineering methodology: Why was the system or part prioritized? What were the lightweighting targets?
  • What material was chosen and why? What material characteristics were necessary for this particular application?
  • Identifying decompounding results when weight of the system or part was reduced: How did this contribute to the mass decompounding spiral?
  • Developing a more cooperative internal approach to vehicle lightweighting: How will targets need to change to allow for a holistic approach to achieving fuel economy?
  • Supply base perspective: How is design of components being optimized for lightweighting in terms of dollar per kilogram? How can we achieve economies of scale with those designs and what are the cost drivers?

Craig Renneker, Chief Engineer- Component & Pre-Program, Transmission & Driveline Engineering, Ford

9.50 Round Up Question & Answer: Identifying Further Fuel Economy Savings Through Taking An Entire Vehicle View And Coordinating The Design Process

10.00 Question & Answer Session

ALUMINUM STRUCTURES FOR MASS-MARKET VEHICLES

10.10 From Steel To Aluminum Body Structures In A High-Volume Environment - How Can We Make This Economically Viable?

  • Revealing numerical weight saving benefits between aluminum and traditional steel structures: What is the true benefit of switching to aluminum?
  • Identifying where in the vehicle to use aluminum: What is the right application for aluminum?
  • Overcoming manufacturing challenges: What were the changes necessary to manufacturing and assembly?
  • Calculating the cost to infrastructure and manufacturing: Can we leverage existing infrastructure to allow for cost effective lightweighting?

Gregg Peterson, Senior Technical Specialist, Lotus Engineering

10.40 Question & Answer

10.50 Morning Refreshments In Exhibition Showcase Area

MATERIAL SUPPLY
REVEALING THE PLANS AND PERSPECTIVES OF MATERIAL SUPPLIERS FOR REALIZATION OF ECONOMICALLY VIABLE MULTI-MATERIAL VEHICLES

MATERIAL SUPPLIERS PANEL

11.20 Material Suppliers' Strategies For Addressing Global Availability To Support Increased Automotive Demand Of Lightweight Materials

A. Aluminum
  • Supplier strategies for coping with near term automotive demand: How will aluminum suppliers cope with demand?
  • Overcoming challenges of global availability of high grade aluminum across continents
  • Future cost projections and pricing strategy and pragmatic measures to control fluctuation of commodity costs
  • How will an increase in the recycling stream brought on by increased use of automotive grade alloys affect the cost and cost stability?

Philippe Lequeu, Research and Development Director, Constellium

Randall Scheps, Global Director for Automotive Marketing, Alcoa 

B. Magnesium
  • Securing global supply of automotive grade magnesium: How are material suppliers addressing global material availability?
  • Developments in reducing energy consumption of manufacturing magnesium: How are suppliers working towards reducing the cost of manufacturing magnesium? 
  • How will an increase in the recycling stream brought on by increased use of magnesium alloys affect cost and cost stability?
  • Solutions for overcoming corrosion of magnesium: How can material suppliers help OEMs to overcome galvanic corrosion?

Dr Joël Fournier, CEO, Alliance Magnesium

C. Carbon Fiber Composites
  • Global capacity strategies for carbon fiber supply as industry requirements grow: How will global carbon fibre composite suppliers cope with automotive demand?
  • Strategies to push down the cost of both raw material and manufacturing processes for carbon fiber composite materials
  • Developing multiple grades of carbon fibre to meet the requirements of specific components for both physical aesthetic, performance and cost

Allan James, North American Field Marketing Manager, Composites, Dow Automotive

D. Ultra High Strength Steel
  • Further developments of Generation 3 and Advanced High Strength Steels to help vehicle OEMs cost effectively meet mass reduction targets
  • Strategies for global supply of new grades of steel in emerging markets with less technologically developed manufacturing infrastructure
  • Identifying the optimal benefit of ultra high strength steel in mixed-material vehicles

Prabhat Rastogi, Manager Automotive Worldwide Sales And Marketing, ArcelorMittal

12.40 Shared Question & Answer Session

1.10 Networking Lunch In Exhibition Showcase Area

LIGHTWEIGHT DESIGN
OPTIMIZING MULTI-MATERIAL VEHICLES THROUGH DESIGN TO ENABLE COST EFFECTIVE LIGHTWEIGHTING

LIGHTWEIGHT DESIGN

2.10 Cost-Effectively Saving Weight Through Design: Utilizing Engineering Software For Efficient Design Of Cost Effective Lightweight Mixed Material Vehicles

  • Identifying opportunities to save mass through designing for manufacturing: How can we save weight in a vehicle using the same materials?
  • Component integration and sectional optimization using non-traditional assembly methods: How can we innovate in design to get the mass out?
  • Changing philosophies to integrate components and use non traditional assembly methods to move away from stamp and weld manufacturing and towards efficient lightweight design
  • What type of manufacturing processes can overcome difficulties? How can design team provide better manufacturability?

Ed Bernardon, Vice President, Strategic Automotive Initiatives, Siemens PLM Software

2.30 Question & Answer Session

DESIGNING FOR FIBER REINFORCED COMPOSITE STRUCTURES

2.40 Unlocking The Full Potential Of Fiber Reinforced Composite Structures Through Component Integration, Modularity And Design

  • Designing cost effective, high performance composite structures through integrating the material into the design
  • Taking advantage of strategic benefits to manufacturing such as component integration, modularity, lower capital and assembly costs
  • Educating designers to adapt the current techniques and learn how to design for carbon fiber specific structures rather than material non-specific structures
  • Overcoming barriers of material characterization to enable effective designing of fiber reinforced composite components

Leland Decker, Development Lead - BIW Structures Group, Chrysler

James Truskin, Development Lead - CAE Integration, Chrysler

3.20 Question & Answer Session

3.30 Afternoon Refreshments In Exhibition Showcase Area

INFRASTRUCTURE
TRANSITIONING FROM TRADITIONAL MANUFACTURING TO LIGHTWEIGHT MATERIALS

LEVERAGING CURRENT INFRASTRUCTURE

4.00 Leveraging Current Infrastructure To Manufacture Lightweight Multi-Material Vehicles: How Can We Use What We Have? What is The Tipping Point For Infrastructure Transformation?

  • Taking advantage of legacy investments to meet near term requirements by making incremental improvements to existing infrastructure
  • Identifying required upgrades for manufacturing of lightweight multi-material vehicles
  • Understanding the tipping point for infrastructure investment: At what point do you pull the trigger for transformational upgrades?
  • Assessing the impact on supply chain technologies and infrastructure to support new lightweight vehicle

Gregg Peterson, Senior Technical Specialist, Lotus Engineering

4.30 Question & Answer

GLOBAL LIGHTWEIGHT VEHICLE ASSEMBLY AND PRODUCTION

4.40 Overcoming Challenges Of Engineering Vehicles Produced On A Global Scale: Manufacturing Capability, Supplier Capacity & Regional Regulation

  • OEM perspective on addressing manufacturing capabilities of local Tier 1 suppliers in China, India, Brazil, Thailand, Malaysia and Australia: How can we help enable upgrading in less technologically developed manufacturing infrastructures?
  • Understanding local supply of magnesium, aluminum, ultra high strength steel to support vehicles produced on different continents
  • Strategies for increasing global capacity of carbon fiber composites through collaboration and partnerships
  • Reacting to global emissions standards for Co2, Fuel Economy in Europe, USA and China: How to plan ahead

Facilitated by: Scott Miller, Director of Global Mass, Aerodynamics, and Energy, General Motors

Gregg Peterson, Senior Technical Specialist, Lotus Engineering

Leland Decker, Development Lead - BIW Structures Group, Chrysler

Shawn Morgans, Body Structure Technical Leader, Ford

John Catterall, Global Technical Leader for Underbody, General Motors

5.10 Question & Answer Session

5.20 Chair's Closing Remarks

5.30 End of Conference

Principal Analysis Engineer, Prodrive

"Great overview of the current challenges and trends. Exactly what I needed"

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