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5-6 JUNE 2013 Messe Stuttgart, Germany

programme sponsored by

! W O N K BOO

www.TransportationWeightLossDiet.com

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2 DAY NLY PASS O 0 E1,35

about The Transportation Weight Loss Diet Conference will bring together designers, engineers, programme leaders and heads of industry from the global aerospace, automotive and rail industries for a two-day conference dedicated to cutting-edge research and technologies aimed at reducing weight and decreasing carbon footprint, without compromising safety, efficiency or operational ability. The Transportation Weight Loss Diet Conference is a two-day conference and will operate using three separate conference rooms in order to accommodate the amount of content and discussion available. Every care has been taken to avoid obvious clashes of content being scheduled together, but on occasions we understand choices will need to be made. To avoid disappointment we will issue conference proceedings and, with the consent of the speakers, make the slides of all sessions available to all registered delegates.

Speakers Include Simon Xu, Engineering Group manager for Vehicle Optimisation, Architecture Strategy, General Motors, USA Ingo Wuggetzer, vice president Cabin Innovation and Design, Airbus Operations GmbH, GERMANY Jacques Belley, director R&D Standardisation and Innovation, Bombardier Transportation North America, CANADA Oliver Walter, responsible product manager BMW i3, BMW, GERMANY Jody Shaw, director, Technical Marketing and Product Development, United States Steel Corporation, USA Giri Nammalwar, responsible for Global CAE Strategy Planning, Ford Motor Company, USA Ian Donaldson, director R&D Auburn Hills Tech Centre & Materials Engineering Americas, GKN Sinter Metals, USA Ashutosh Tomar, senior research engineer, Jaguar Land Rover, UK Michael Mowins, president - Global Licensing, Phillips Screw Company, USA Quaranta Lorenzo, development manager, Sandvik AB, FRANCE Klaus Decking, product segment manager Lightweight, Georg Fischer Automotive AG, SWITZERLAND

held alongside

2013

GLOBAL AUTOMOTIVE COMPONENTS AND SUPPLIERS

2013

entrance to Five events is free! 2

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5-6 June 2013 messe Stuttgart, Germany

Day 1 Wednesday 5 June Room 1

Opening Plenary Session and Keynote Presentations

Room 1

Room 2

Morning

Morning

Increasing Composite Potential: Affordability, Lifecycle and Thermal Properties

Afternoon

Morning

Challenges in Aerospace Mass Reduction Thermal Properties

Afternoon Lightweight Electric Vehicle Design and Materials

Designing and Creating Composite Structures

Room 3

Optimising Manufacturing Processes

Afternoon Growing Lighter: Using Additive Manufacturing Techniques

Room 1 Panel Discussion : The economic value of weight reduction: what is a kilogram of weight loss really worth? Room 1

Day 2 Thursday 6 June Opening Session: Future Steel Vehicle: Why Steel is Still Relevant

Room 1

Room 1

Room 2

morning

morning

Mixed Material Design Challenges

Innovative Uses of Composite Materials

Afternoon

Afternoon

Innovations for Lightweight Interiors Intelligent Design: Mass Reduction is Not Only About Lighter Materials

Advances in Bonding /Joining Technologies

Room 3 Morning Advances in Lightweight Metals 1

Afternoon Advances in Lightweight Metals 2

Coating and Painting Developments for Composites

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3 ROOM 1

Day 1 Wednesday 5 June

Room 1 09.00 - 10.15 Opening Plenary Session and Keynote Presentation 09.00 - Aerospace vs. automotive – perspectives on composites needs and requirements Dr Robert Yancey, senior director - global aerospace, energy, and marine, Altair, USA The aerospace industry has driven much of the composites usage over the past few decades, with significant acceleration in their use in primary structure. The automotive industry is now taking a serious look at composites and how they can help the industry meet the demanding fuel efficiency requirements in the near future. The paper will review the challenges, opportunities, requirements and needs of these industries in regard to composite structure design, manufacturing, repair and disposal as well as the lessons that each industry can take from each other and areas of potential collaboration in the future.

Room 1 morning 10.30 - 12.30 Increasing Composite Potential: Affordability, Lifecycle and Thermal Properties This session will look at the developments in composite materials to make them more useful to OEMs. Some of the limiting factors have been the cost, and issues concerning lifecycle as well as thermal properties which limit their application. This session will look at developments in processing techniques aimed at reducing the cost, recycling and using recycled composites, and increases in thermal resistance that allow them to be used in new applications.

10.30 - The development of processing techniques for affordable carbon composite materials Prof Nicholas Warrior, head of Polymer Composites Research Group, University of Nottingham, UK Professor Nick Warrior of Nottingham University will review the developments in processing techniques aimed at making carbon composites affordable for use in volume production in the automotive sector. This review will cover research

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using both virgin and recycled carbon fibres in moulding compounds and preforming processes.

10.55 - Cradle-to-cradle use of carbon fibre James Stike, president and CEO, MIT LLC, USA The presentation will discuss the use of recycled carbon fibre for light-weighting transportation components: how to recycle carbon fibre, how to use recycled carbon fibre, what to make out of recycled carbon fibre.

11.20 - Thermo-impact resistance of PA66 composites for automotive structural application Ian Butterworth, researcher, Automotive Polymer Composites, Cranfield University, UK Thermoplastics composites offer advantages in terms of weight and cost when compared with conventional steel and aluminium casting. Among the most challenging areas for polymer components is under-bonnet components such as an engine’s oil pan, because it is mounted low on the undercarriage where it is subject

to stones and gravel kicked up by tyres. In winter climates oil pans are exposed to road salt, which is unfriendly to both plastics and metals. Most oil pans have a structural requirement needing fairly complex internal and external geometries, which in metals can translate to heavy multi-piece assemblies produced in numerous manufacturing steps.

11.45 - Competitive lightweight structures with increased thermal stability Patrick Weichand, researcher fibrereinforced materials, Institute for Manufacturing Technologies of Ceramic Components and Composites, University Stuttgart, Germany CFRPs possess excellent specific mechanical properties. The limiting factor of PMC materials is grounded in their limited thermal stability. The IMTCCC is developing a new class of hybrid composite materials for service temperatures up to 650°C, bridging the gap between PMC and CMC. In addition to the enhanced thermal stability in comparison with PMC, it is possible to adjust the tribological properties for

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ROOM 1

Day 1 Wednesday 5 June frictional applications. The combination of alternative reinforcement materials with state-of-the-art manufacturing technologies from the PMC enables a material with an attractive cost/value ratio. Possible (and already tested) applications: lightweight exhaust systems and lightweight brake rotors.

12.10 - Q&A 12.30 - Lunch

Room 1 Afternoon 13.30 - 15.30 Designing and Creating Composite Structures This session will investigate developments in optimising composite structures using examples from aerospace and motorsport to demonstrate how composite structures can be improved and what potential the composite structure has for weight reduction by incorporating electrical conduction into the structure.

13.30 - Weight reduction by optimised reinforcement structures Fredrik Ohlsson, product development director, Oxeon AB, Sweden Stephen Philipson, business development manager Carbon, Oxeon AB, Sweden Spread tow carbon reinforcements are a new kind of composite reinforcement, suitable for saving weight. The spread tow structure makes it possible to achieve thinner laminates. Straighter fibres with reduced crimp optimise and strengthen the composite. Fewer crimps reduce the amount of excess plastic, thereby minimising weight. This presentation will cover existing customer cases from the Formula 1 and aerospace segments where this technology has contributed to substantial weight savings.

13.55 - Effect of fibre treatments on mechanical properties of flax/tannin composites

14.45 - Low-density thermoset composites for transportation ATT (automotive truck train)

Dr James Njuguna, lecturer - Transport Lightweight Structures, Cranfield University, UK In order to improve fibre/matrix adhesion, flax fibres could be pretreated with different methods for flax/tannin composites, aiming at reducing the environmental footprint of superlight electric vehicles for load-bearing parts such as vehicle body panels, crash elements, side panels and body trims. The effects of fibre pretreatments on water absorption and tensile properties of composites were investigated through adequate experiments, such as scanning electronic microscope (SEM), water absorption measurement and tensile testing.

Vincent Banton, thermoset development technical support, IDI Composites Europe, France Low-density thermoset composites allow manufacture of transportation parts with significant weight loss and stable mechanical and surface aspect properties. Standard composites for transportation parts have a density of 1.8. Today top-class A body panels are produced with low-density SMC (d 1.3). Simultaneously, mechanical, dimensional and thermic properties are clearly higher with thermoset composites than with thermoplastics, and provide technical and economical solutions for transportation designers for body panels, internal automotive parts, head lamps, structural parts and seats.

14.20 - Composite honeycombs for weight savings in aerospace and ground transportation Dr Mikhail Levit, global technical leader, aerospace and mass transportation, DuPont Protection Technologies, USA Sandwich structures based on composite honeycombs have been effective weightsaving design tools in aerospace and ground transportation for many years. With the continuous tendency towards increase of energy cost, reduction of emissions, and cost analysis based on the full lifecycle of aeroplanes, trains and other vehicles, the future of such structures looks very promising as well. The presentation will cover the history, current state and view on the future of composite honeycombs in transportation.

15.10 - Q&A 15.30 - Break

16.00 - 17.15 The Relative Value Of Weight: How Much Is A Kilogram Reduction Actually Worth? 16.00 - Panel Ingo Wuggetzer, vice president Cabin Innovation and Design, Airbus Operations GmbH, Germany Jacques Belley, director R&D standardisation and innovation, Bombardier Transportation North America, Canada Nicolas Meilhan, senior consultant, Frost & Sullivan, France

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3 ROOM 2

Day 1 Wednesday 5 June

Room 2 Morning 10.30 - 12.30 Challenges in Aerospace Mass Reduction 10.30 - Cabin Concept 2050 based on a bionic structure Ingo Wuggetzer, vice president Cabin Innovation and Design, Airbus Operations GmbH, Germany Based on extensive research into the way the world’s population is changing, the Airbus Concept Cabin illustrates what the future of flight might look like from the passengers’ perspective in 2050. Inspired by nature, aircraft cabins of the future will be customised to the needs of individual passengers. The presentation focuses on the bionic structure of the aircraft and provides a deep dive into new manufacturing principles for industrialisation, resulting in tremendous weight savings.

10.55 - Understanding weight loss for VTOL aircraft Dr Daniel Schrage, professor and director, Georgia Tech, USA Weight reduction is critical for all aerospace vehicles but is particularly critical for vertical takeoff and landing (VTOL) aircraft. This presentation will review the importance of weight loss for VTOL aircraft. It will illustrate how parametric weight estimating relationships used in the past are not acceptable for modern VTOL aircraft. Dr Schrage will draw on his over 30 years of experience in analysing and developing VTOL aircraft. This includes 10 years with the US Army Aviation Systems Command, developing and evaluating all of today’s Army helicopters, as well as his almost 30 years of teaching VTOL aircraft design.

11.20 - Advanced methodologies for weight minimisation of aircraft structures

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Prof Santiago Hernandez, professor, University of Coruna, Spain Design of aircraft structures has been based in semiprobabilistic considerations using safety coefficients in load values and material stresses as a way of protecting structural safety. An alternative approach is to accept the random nature of loads and mechanical properties of composite materials and proceed to design aircraft structures using optimisation methods with random variables. Examples of commercial aeroplane components will be shown to describe the capabilities of the methodology.

weight-efficient design and to reduce their time to market by utilising virtual (simulation-based) testing. Reliable application of numerical analysis in upfront design challenges requires not only verification aspects but also the validation of the numerical methods with trustworthy experimental investigations. This contribution provides an insight into different aspects of the validation process, detailed with respect to buckling and post-buckling of stiffened CFRP panels for aeronautic applications.

12.10 - Q&A 11.45 - Design solutions to reduce weight during assembly operations Gulsen Oncul, senior expert, Turkish Aerospace Industries Inc, Turkey Weight is the main parameter starting design to certification. Most of the weight problems should be solved during the design phase. After manufacturing, bringing parts together for assembly is a very sophisticated subject. There are too many design solutions to simplify the assembly, and the purpose is to reduce weight and time especially during delivery ramp-up periods. Shimming, tolerance stack up, selecting sealant and paint material, reducing fastener connections are simple solutions for lighter-weight components.

12.10 - Validation approach for robust primary thin-walled CFRP structures Dr Alexander Kling, head of structural mechanics department, DLR, Institute of Composite Structures and Adaptive Systems, Germany Current industrial demands for fibre composite primary structures in the area of aeronautics require innovative, experimentally validated simulation methods and tools to support a cost- and

12.45 - Lunch

Room 2 afternoon 13.30 - 16.00 Lightweight Electric Vehicle Design and Materials This session will look at the challenges of designing and building actual modern lightweight electric vehicles.

13.30 - BMW i3: a battery electric vehicle from the beginning Oliver Walter, responsible product manager BMW i3, BMW, Germany Project i is an initiative launched at the end of 2007 aimed at spearheading the BMW Group’s development of sustainable and pioneering mobility concepts. The implementation of these goals requires not just new processes and technologies. For the BMW Group development engineers it means a complete critical reappraisal of automobile design as we know it. With project i, the BMW Group therefore created a thinktank which is allowed – and encouraged – to work along unconventional lines. It transcends existing structures and consists of experts and outside-the-box thinkers from

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Day 1 Wednesday 5 June throughout the company. With the BMW i3, the BMW Group’s Megacity Vehicle, we will offer an innovative solution for sustainable urban mobility, which will be brought onto the market by 2013 and sold under the BMW sub-brand BMWi. The BMW i3 has a newly developed drivetrain and a revolutionary vehicle architecture that combines rigorous lightweight design with optimal space efficiency and maximum crash safety.

13.55 - Strategies of global OEMs to reduce future car weight Nicolas Meilhan, senior consultant, Frost & Sullivan, France Many people think an electric vehicle (EV) is the perfect car for a city. However, although it addresses the local pollution issue, it does not solve the congestion problems or parking issues most cities face today. If governments and local authorities aim to reduce CO2 emissions, only cars with maximum 500kg weight could drive in city centres. A 500kg gasoline car emits less CO2 in its lifecycle than a car with an average weight of 1,400kg today. This presentation outlines the need to develop lightweight car design and global auto OEM strategies in order to achieve this.

14.20 - Advanced light architectures specifically designed for electric vehicles Javier Romo, project manager, Cidaut Foundation, Spain The design of advanced light architectures specifically designed for electric vehicles is described. The design process is based on five main pillars: modularity, ergonomics, safety, weight saving and NVH. The study includes a discussion of the most suitable configuration for an urban electric vehicle. In order to achieve the weight targets, several materials, processes and joint technologies have

been analysed and the final carbonfibre structure of the vehicle has been optimised with regard to stiffness, crash and NVH criteria.

Room 3 Morning

14.45 - Automotive solar applications changing the rules in car design

10.30 - Combining extrusion, flowforming and friction stir welding to design lightweight aluminium wheels

Norman Starke, CEO, Proof Technologies, Germany Newly defined customer expectations, the wish to adopt renewable energies, the realisation of electrical and hybrid vehicle drivetrain technologies and the discussion of CO2 attribute a high value to the integration of additional functions into parts of the vehicle surface. Thanks to new methods, lightweight materials such as super-thin glass or high-end plastics allow for the integration of various and multiple functions. Plastics can provide a variety of functions due to new production processes. This equally opens up a variety of possibilities for car designers around the world.

15.10 - Half-weight vehicle with new materials: chassis, body and driveline Mogens Løkke, CEO, ECOmove ApS, Denmark ECOmove (www.en.ecomove.dk) and the partners JSP (www.ARPRO.com) and inrekor Ltd (www.inrekor.com) will demonstrate the technology behind the lightweight vehicle, QBEAK (www.qbeak. com), which is specifically addressing the light-weighting need to reduce the power consumption of alternative-powered vehicles. The QBEAK 500kg street-legal family car or van significantly contributes to the CO2 reduction and range extension of transportation weighing from 500kg. The light weight is due to the chassis solution, the bodywork and the in-wheel motor and suspension system – by ECOmove.

15.35 - Q&A

10.30 - 12.30 Optimising Manufacturing Processes

Hervé Vericel, engineer, Saint Jean Industries, France A hybrid production process has been studied and tested to understand the material transformations and the related benefits. Thanks to its specific properties, the new hybrid production process has been developed on combination principles combining extrusion, flow-forming and FSW (friction stir welding).

10.55 - Automated multi-disciplinary optimisation (MDO) process development for full vehicle weight reduction, performance balancing and time-saving Giri Nammalwar, responsible for Global CAE Strategy Planning, Ford Motor Company, USA This paper presents a highly automated process for multi-disciplinary optimisation (MDO) of a vehicle programme to achieve weight reduction while balancing the performance for vehicle safety, body NVH, vehicle NVH and durability attributes. The MDO process development resulted in tools and techniques that provided a significant time reduction and weight savings compared with conventional processes. The automated MDO process was implemented during the development of a passenger car that is currently in production. The process had a positive impact on the vehicle programme, resulting in additional 20 lb weight saving in the body-in-prime while maintaining performance relative to structural targets.

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3 ROOM 3

Day 1 Wednesday 5 June

11.20 - A multi-disciplinary stochastic optimisation (MDSO) approach to reduce vehicle weight and meet performance targets Dr Simon Xu, engineering group manager for Vehicle Optimisation, General Motors, USA A multi-disciplinary optimisation process has been developed to reduce vehicle weight while meeting structural performance targets of crash, NVH and durability. The unique aspect of this process involves parameterising CAE models to capture geometric design of structural members, including beads, bulkheads and gauges. In addition, spotweld count and adhesive locations are included as parameters for optimisation. The parametric CAE models are then integrated with a design of experiments (DOE) based optimisation scheme using response surface modelling techniques and adaptive optimisation search algorithms. As this process becomes more efficient and the margin of error gets smaller, the new process has to introduce performance robustness to the optimisation process based on stochastic variation of the physical properties.

11.45 - High pressure meets lightweight Jens Winiarz, product manager lightweight, Hennecke GmbH, Germany The production of extremely light highperformance components have until now have been realised using the resin injection process in closed moulds (Resin Transfer Moulding or RTM). This presentation focuses on the innovation of combining high-pressure technology and the classical RTM method, This high-pressure RTM process breaks fresh ground in polyurethane processing technology, Classical RTM methods are characterised

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by long process times because of the largely manual operation. With the HPRTM process, large quantities can be produced in an economical way. It involves high-pressure injection of the reactive mixture into the mould within seconds, accelerated reaction and extremely short curing times.

other lightweight complex structures by laser melting offers many opportunities to improve the performance and value of titanium or aluminium parts in weightcritical applications such as automotive and aerospace components. Moreover, additive manufacturing technologies bring the advantage of reducing costs by using fewer materials.

12.10 - Q&A 12.30- Lunch

Room 3 Afternoon 13.30 - 15.30 Growing Lighter: How to Benefit From Additive Manufacturing Techniques Additive manufacturing allows a parts manufacturer to ‘grow’ high-value, custom-designed parts layer by layer, enabling the manufacture of complex shapes from a wide range of materials without the need for new tools or machinery. Even using extremely lightweight materials, additional mass reduction can be achieved by minimising the use of those materials. This is an exciting technology for mass reduction and this session will look at case studies to demonstrate its value.

13.30 - Additive manufacturing technologies for producing innovative lightweight structured components Dr Stéphane Abed, CEO, Poly-Shape 3D Generative Manufacturing, France Selective laser melting of metal powders is an additive manufacturing method that applies incremental material addition for part creation. This attractive production method enables creation of new part geometries, impossible for other conventional manufacturing processes because of complexity of form, thin walls and hollow lightweight structures. The possibility to easily build hollow and

13.55 - Lightweight design and laser additive manufacturing: exploiting new potentials Jannis Kranz, researcher lightweight design for Laser Additive Manufacturing, Technical University Hamburg-Harburg, Germany Compared with conventional manufacturing processes, the greater design freedom of laser additive manufacturing can facilitate new approaches for lightweight design. Laser additive manufacturing is a layerwise, powder bed-based manufacturing process. In the presentation an adapted design process incorporating structural optimisation, structural bionics and manufacturing restrictions for LAM will be described. Its intention is to exploit the lightweight design potential of LAM. In addition, newly designed and successfully tested TiAl6V4 lightweight structures will be shown.

14.20 - Lightweight fibre- and particle-reinforced Al-metal matrix composite structures Richard Adams, CTO & senior vice president, CPS Technologies Corporation, USA Metal matrix composites, comprised of an aluminium-based metal combined with hollow ceramic spheres, create structures that weigh 40% less than aluminium. In combination with integral strong fibrereinforced skins, these are ideally suited

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ROOM 1

Day 2 Thursday 6 June for structural components requiring reduced weight, increased stiffness, energy absorption and even fire-resistant properties. Richard Adams will explain how these composites may be used in mass reduction.

14.45 - Powder metallurgy delivers weight savings in automotive powertrain applications Ian Donaldson, director R&D Auburn Hills Tech Center & Materials Engineering Americas, GKN Sinter Metals, USA Powder metallurgy (PM) products have a proven record of delivering weight savings for engine and transmission applications by leveraging the Design for PM philosophy. Powertrain components currently made by forging or casting can be replaced by PM. With the engine downsizing trend, output per litre is increasing, requiring lighter-weight connecting rods operating at higher fatigue stresses. Forged PM provides a 10-15% reduction of mass vs. traditional forged steel connecting rods. Also, PM crankshaft main bearing caps enable a 5-10% weight reduction vs. cast iron. This paper provides details on successful applications that offer weight savings for the automotive powertrain.

15.10 - Q&A

Room 1 Morning 09.00 - 10.15 Will Steel Still Be Relevant? Future Steel Vehicle - Special Presentation 09.00 - Future Steel Vehicle: innovative development and mass-reduction strategies Akbar Farahani, vice president, Engineering, ETA Inc, USA Jody Shaw, director, Technical Marketing and Product Development, United States Steel Corporation, USA FSV achieved 39% mass reduction in its second phase. To achieve this, material selection and utilisation, product performance requirements and manufacturing and assembly processes are all considered as early as possible in the design cycle. The resulting design offers a robust and highly efficient solution, which when combined with the strength and design flexibility of Advanced High Strength Steel (AHSS) or other materials facilitates significant mass reduction for the final design. For the development of a vehicle structure, the methodology offers four key benefits: a demonstrated capability to reduce product development costs by 40%, reduce product mass by 25% and more, improve product performance (stiffness, durability, NVH, crash/safety, durability) as well as improve fuel efficiency based on the mass-reduction results. The paper will further disclose the results of the FSV programme, detailing the steel body structure concepts for the aforementioned vehicles that meet aggressive mass targets of 190kg, while meeting 2015-2020 crash performance objectives as well as total lifecycle greenhouse gas emissions targets. FSV’s steel portfolio, including over 20 different AHSS grades representing materials expected to be commercially available in the 2015-2020 technology

horizon, is utilised during the material selection process with the aid of full vehicle analysis to determine material grade and thickness optimisation. Achievement of such aggressive weight reduction with steel will set a new standard for vehicle design approaches for the future.

10.00 - Q&A 10.15 - Break

10.30 - 12.30 Mixed Material Design Challenges This session will look at the practical experience of integrating different materials into the design of a vehicle in order to fully exploit and optimise the mass reduction potential of each material.

10.30 - Daimler hybrid transmission: making it better through weight optimisation Gaurav Kumar, senior lead engineer, MBRDI, India At Daimler AG, a weight reduction project for plug-in hybrid transmission was initiated in 2011 with a target of 10% weight reduction. The project began with identification of potential parts based on several parameters such as weight reduction potential, functional criticality and so on. The identified potential parts were either modified or redesigned based on the weight reduction potential. This also gave an opportunity to try different materials and processes. Computer-based analysis was carried out on these modified parts to check the strength, stiffness, manufacturability and NVH behaviour. This paper provides detail of the weight optimisation approach taken in this project.

10.55 - Lightening the way ahead Phil Hall, managing director, Caterham Composites, Germany Fuel costs, CO2 emissions, e-mobility –

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3 ROOM 1

Day 2 Thursday 6 June

modern-day topics that are considered with any new transportation product launch. A constant theme throughout is how to reduce weight efficiently while maintaining/ improving performance targets, comfort levels and profitability. Where and how do we integrate the application of composite materials into the design and engineering process to fully exploit their potential? This presentation will discuss the opportunities offered by a knowledge-based closed-loop composite CAE approach, and how to manage potential risks with the inclusion of composite materials in a product.

13.55 - Big windows, light weight Phillip Bell, product line manager, Corning Incorporated, USA A thin, chemically strengthened optical glass that is probably the protective cover glass for your smartphone, is currently being evaluated as a promising material solution for transportation glazing weight reduction. This presentation will provide an overview of new capabilities enabled and offer an update on recent product developments in the transportation space.

14.20 - Low-weight, low-energy infotainment

11.20 - Q&A 12.30 - Lunch

Room 1 Afternoon 13.30 - 15.30 Innovations for Lighter Interiors 13.30 - Silicone foam allowing weight reduction through thinner cushion Tom Winters, market development manager Mass Transit High Performance Foams, Rogers Corporation, Belgium Rogers Corporation has created a siliconebased cellular cushion foam. Improved durability of this foam over current products allows thinner cushion constructions while prolonging cushion life and passenger comfort. Weight reduction is achieved through thinner cushion construction, which outperforms thicker cushions made of urethane foams. Thinner cushion allows for more passenger space or additional rows of seats to be installed in a plane. This increases revenue for airlines by providing a longer-lasting cushion solution, increased passenger comfort and increased revenue from number of passengers.

Ashutosh Tomar, senior research engineer, Jaguar Land Rover, UK Conventional audio systems with conventional speakers are really not cut out for power-stringent HEVs, PHEVs and EVs. By looking at non-conventional components and other areas of audio systems there is a possibility that an automotive OEM can shed pounds and produce really low-calorie but highly efficient audio systems. Such systems are greener because they use fewer rare Earth materials such as neodymium, and are possibly cheaper than conventional systems. Such a system could potentially release more packaging space or real estate for other features.

14.45 - Suspension fabrics – a new era in seating Jeffrey Gross, director of Product Development, The Acme Group, USA The presentation will discuss the use of suspension fabrics to eliminate foam springs and wires in the seat, thus saving weight and increasing comfort.

15.10 - Q&A 15.30 - Break

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15.45 - 17.45 Intelligent Design: Lighter Materials Are a Requirement, But They Are Not All That Is Necessary This session will consider some of the more philosophical issues concerning the lightweighting of vehicles. Apart from the question of whether the change is best achieved incrementally or through a complete paradigm shift, it will also focus on the need for designers to think less about using lighter materials merely to replace vehicle structures and components and more towards appreciating the potential of new materials to completely change the way vehicles are designed and assembled.

15.45 - Automotive body-in-white mass-reduction philosophy Dr Donald Baskin, senior associate, Exponent, USA Contemporary efforts to reduce automotive body-in-white mass utilising ultra highstrength steels, aluminium, hybrid constructions and carbon fibre have been evaluated. In reality, actual mass reductions achieved by these designs are modest and not at the levels necessary to meet upcoming fuel efficiency requirements. Meaningful improvements in energy efficiency from lightweighting body-in-white structures will require a different design philosophy than executed in these designs, some of which rely mainly on materials substitution. A philosophy known as Shock Tower Centric Design and its implications for styling, door design, monocoque versus spaceframe selection, and materials selection and research will be developed.

16.10-Lightweight – the paradigm shift Sébastien Stassin, managing partner, Kiska GmbH, Austria This presentation will offer an insideout view on lightweight design and how this has already been applied in Kiska designs. This philosophy is based

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Day 2 Thursday 6 June on experience in high-performance lightweight motorcycle design.

16.35 - Composite structure is not making a black sheet metal structure Andrew Rich, president, Element 6 Consulting, USA The automotive industry has been designing and building cars out of sheet metal for about a century, and knows how to do it really well. However, there is nothing that is similar to stamping sheet metal about making composites. Despite this, OEMs continue to design sheet metal cars and ask the composites people to “make this”. What we need to do is teach a whole new language of materials and processes to our designers. After years working in composite automotive structure manufacturing research, I decided to write a design guideline for designers who may not be familiar with composites.

17.00 - Truck of the future – evolve or leap? Jörn Buss, partner, Oliver Wyman, USA High-performance lightweight materials are finding their way into more and more transportation applications. Overcoming/ justifying the cost hurdles is one limitation; the ability/requirement to redesign/ rethink parts, recognising the different specifications, is the other. Although we see on the automotive side first initiatives e.g. BMW, trying to truly overcome both hurdles, significantly evolving the vehicle design, the commercial vehicle side seems at a standstill or choosing to only evolve conservatively. The question can be raised, what if we apply the existing knowledge of high-performance lightweight materials to commercial vehicle solutions? What’s possible and is it time to leap?

17.25 - Q&A *This programme may be subject to change

Room 2 Morning 10.30 - 12.45 Innovative Uses of Composite Materials This session will look at innovations in the uses of composite materials for major reductions in mass, for example to replace heavy components such as engines, springs and bearings.

10.30 - PM2 engine concept – a composite innovation Hendrik De Keyser, technology officer, Vyncolit NV, Belgium PM2 is a virtual engine concept that has been developed in cooperation with IAV. It is a next-generation idea based on an initial concept of the 80s that was built and has run as a race engine (a 2.2l with 230HP). The goal is a small scalable engine architecture with four, three or two cylinders while using compounds and composite materials (short fibre, long fibre, phenolics, epoxies, etc.). This engine could be usable as primary engine or as range extender (APU). The characteristics are high power density/downsizing (low weight with high performance); maximum integration of functions in the composites parts; good noise, vibration, and harshness (NVH) characteristics; price/ performance.

10.55 - Weight-loss potential of composite spring elements Richard Zemann, head FibreReinforced Polymers Activities, TU Vienna, Austria With the use of fibre-reinforced materials, engineers can reduce the weight of a spring element up to 20% of the weight of a steel spring. Research and development for this use is done at the Vienna University of Technology to produce spring elements with auspicious characteristics in weight,

fatigue behaviour, corrosion resistance, etc. Lighter suspension systems lead, for example, to more driving comfort, better handling and safer vehicles. Furthermore, the weight reduction leads to a reduction in driving power and driving energy.

11.20 - Using plastic bearings in automotive applications Mark Watkins, automotive plastic bearing development manager, BNL (UK) Limited, UK Plastic bearings can offer significant weight reduction opportunities in various different automotive applications, from steering to controls. As well as being a lighter alternative to metal bearings, innovative plastic bearing design can assist in taking further weight out of systems through the integration of mating parts, features and functions, reducing components and increasing value.

11.45 - GFC leaf-spring: approved technology in a new form of appearance Dr Anna Schwarz, general manager, Danto Invention, Germany Glass-fibre-reinforced plastic is an outstanding material for springs because of good fatigue strength, considerably lower-order stresses compared with steel and a distinct failsafe performance. New concepts help exploit the full potential of this material and save up to 70% of weight compared with steel.

12.10 - Conductive connection of carbon structures for failure detection safety and repair Walter Kiersch, CEO, Carbon Conduction Technologies (CCT) GmbH, Germany The presentation will discuss CCT’s experience of attempting to deal with the electrical properties of carbon fibres and

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3 ROOM 2

Day 2 Thursday 6 June

carbon components. It will look particularly at CCT’s views about limits of application and conditions that must be established to ensure a reproducible and safe industrial pre-calculation, production and use.

12.35 - Q&A 12.45 - Lunch

Room 2 afternoon 13.30 - 15.45 Advances in Bonding/Joining Technology The use of new materials in lightweight vehicles requires a revision of bonding and joining techniques for efficient and cost-effective vehicle assembly as well as consideration for aftermarket repair. This session will look at advances in bonding and joining materials and techniques.

13.30 - Adhesives for composite assembly Terry Gordon, epoxy development chemist, Permabond, UK With the use of lightweight composite materials increasing in all transportation sectors, the need to join such materials is becoming ever more important. Conventional techniques that have been employed historically no longer apply to the endlessly expanding range of composites. Permabond is a leading supplier of high-performing adhesives and will demonstrate how they are able to combine joining of composite materials with the associated benefits of design freedom, weight reduction and aesthetic appeal of the final assembly.

13.55 - Potential of vibration joining for carbon composite assembly parts Jeanine Vluggen, researcher, BMW Group, Germany

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The increased use of carbon composites in the automotive industry calls for efficient and flexible joining techniques. Vibration joining of thermoplastic elements to carbon fibre reinforced thermosetting composites offers new opportunities for joining fasteners in the automotive assembly. The method enjoys the advantages of short processing times and immediate curing. The presentation will give insights into recent experimental results and discuss the potential application of this technology in automotive assembly.

weight but impede maintenance and recycling efforts when disassembly is required. Optimised fastener designs can yield significant weight savings that result in increased fuel efficiency and reduced maintenance costs over the vehicle life. Optimisation of the fastener design can reduce the weight of individual fasteners but can also contribute to reduced design envelopes for structures, resulting in reduced overall design mass. Case studies on aerospace flooring and panels systems, automotive seating and aerospace engine designs will be presented.

14.20 - Durability testing for adhesive joints in the vehicle industry

15.10 - Sustainable laser surface cleaning for joining preparation in lightweight production

Dr Isabel Van de Weyenberg, research engineer, Flanders’ Drive, Belgium Flanders’ Drive worked together with industry and research centres to develop adhesive bonding applications. Research involved all steps of a product development process, from requirement analysis to the final implementation in production. Validation included standard sample tests, giving a first screening of adhesive candidates. However, since these tests provide only information under one loading condition, a more applicationdriven test setup was crucial for the validation of the adhesive joint. Hence, highly accelerated life-testing (HALT) proves to be a valuable technique. In this presentation, the use of HALT for the evaluation of adhesive joints is discussed based on some industrial cases.

Edwin Buechter, CEO/president, Clean-Lasersysteme GmbH, Germany Cleaning with light offers new savings potentials in lightweight production, and ensures constant surface conditions. Laser cleaning is already in use in the automotive and aircraft industries in applications such as welding preparation and adhesive bonding preparation in lightweight production. An energy savings potential of up to 90% compared with conventional methods is evident. The presentation will provide several case studies, detailed costs analyses and latest trends about the pre-treatment of CFRP for adhesive bonding.

14.45 - Shedding weight while ensuring maintainability and recyclability with threaded fasteners Michael Mowins, president - Global Licensing, Phillips Screw Company, USA Permanent joining methods (welding, bonding, glues, etc.) can offer reduced

15.35 - Q&A 15.45 - Break

16.00 - 17.00 Coating and Painting Developments for Composites This session will look at developments in techniques and materials that will enable composite vehicles to be coated and painted effectively and affordably, making their use by OEMs easier to integrate.

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5-6 June 2013 messe Stuttgart, Germany

ROOM 3

Day 2 Thursday 6 June 16.00 - Lightweight fibreglass composites for automotive Robert Langlois, CEO, Powder Coating Solutions, Canada Pultruded fibreglass products in polyester or PU technologies offer an opportunity to provide lightweight substitutions for metals. The ability now exists for the powder coating of these substrates to automotive specifications. A current example is a fibreglass running board which will substitute an aluminium running board. It will save money in production, reduce the weight of the automobile and offer greater strength and durability over aluminium. It will never corrode or rust and has outstanding chemical resistance.

16.25 - SMC composite material for automotive on-line painted body panels Guillaume Cledat, key market developer, CCP Composites, France CCP Composites, manufacturer of unsaturated polyester resins for the Total Group, and IDI Composites, leader in thermoset compounding, have developed an innovative SMC composite formulation for automotive body parts, specially designed for on-line painting, to replace metal and achieve a weight reduction of up to -20%. The drastic reduction of residual VOC and the control of the microstructure of the material were the two main research axes. Then several large evaluation campaigns were performed on a cataphoresis line to validate the new formulation. This new composite is industrially used for body parts (807 and C8 mini vans) by PSA.

16.50 - Q&A *This programme may be subject to change

Room 3 Morning 10.30 - 12.30 Advances in Lightweight Metals 10.30 - Heat treatment of light alloys structural castings for automotive applications Dr Dan Dragulin, head of R&D, Belte AG, Germany Heat treatment is the operation that enables the casting to attain high mechanical properties and play an active role in the effort to develop adequate solutions for global mass reduction. The present paper is based on practical results obtained under industrial conditions and presents the author’s contribution to the prediction of the yield strength value after heat treatment in the case of structural castings made of Al-Si-based light alloys for automotive applications.

10.55 - Weight savings with castings in iron, aluminium and magnesium Klaus Decking, product segment manager lightweight, Georg Fischer Automotive AG, Switzerland Passion for a lighter future. The presentation will discuss weight savings with castings due to optimal use and combination of design, material and production processes. Iron-scrap and aluminium can be easily and endlessly recycled, castings allow development engineers very high design freedom, and modern casting production processes are tailored to use less and less resources. The use of the lightest materials such as aluminium and magnesium does not lead automatically to the lightest and bestperforming casting. The right material combined with the adapted optimal design and production process leads to the best result. Three examples in mass production will illustrate some possible combinations.

11.20 - Stable inlay aluminium tubes for HPDC and other casting processes Frank Heppes, head of Research & Development, Drahtzug Stein Combicore GmbH & Co KG, Germany With filled, stable aluminium inlay tubes foundries realise channels in cast parts. The awarded tubes follow the required geometry of the parts. Hence a near net shape casting with significantly less use of material is possible. The cast parts are significantly lighter than conventional castings and offer various opportunities in saving energy and resources.

11.45 - Replace die-cast in control modules for dramatic weight savings Randall Wilburn, global manager Automotive Sector, Molex Inc, USA Engine control module cases have historically been made of die-cast materials. Die-cast has long been accepted as a good material to dissipate the heat generated by microprocessors and other devices within the control module. However there are several drawbacks to using die-cast, including weight, cost, sealing and supply issues. Molex has been able to replace the diecast case with a stamped aluminium case that decreases the weight by 30-50%, is less expensive and far exceeds the environmental performance of die-cast while maintaining the necessary thermal transfer. Utilising a stamped case can also eliminate the costly expense of replacing die-cast moulds.

12.10 - Q&A 12.30 - Lunch

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3

5-6 June 2013 Messe Stuttgart, Germany

ROOM 3

Day 2 Thursday 6 June

Room 3 Afternoon 13.30 - 15.45 Advances in Lightweight Metals – Part 2 13.30 - A new stainless-steel material for weight reduction Finn Petersen, technical marketing, Sandvik SMT, Denmark A new material developed by Sandvik Material Technology offers an exclusive alternative to carbon fibre, aluminium or titanium, and can create new devices and equipment that are easy to produce and maintain. The key point is the very important gain in tensile strength, which can be obtained after a very short hardening process. The Sandvik Nanoflex offers exclusive possibilities for creating light structures that can be deformed but will not break.

13.55 - New material concept for weight reduction Armin Schneider, product applications manager, Carpenter Technologies GmbH, Germany The paper will introduce a new family of cobalt-free, high-strength, high-toughness quenched and tempered low-alloy steels that are capable of taking weight reductions to the next level.

14.20 - Enabling lightweight highload bearings Sarah Banfield, research manager, Tecvac Ltd, UK Environmental and commercial considerations are strongly driving research into weight saving. In this research, innovative manufacturing processes were developed to produce lightweight titanium alloy bearings capable of withstanding high bearing pressures, enabling the replacement of heavier conventional bearing materials

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with titanium alloy bearings of the same size, thereby saving weight. Plasma processing and PVD coating techniques were refined and combined, and a sound scientific understanding of the resulting novel processes was developed to ensure high performance, reliability and repeatability. The novel treatment has potential applications for many bearings and bearing surfaces. This technology is now in use in Airbus aircraft.

14.45 - Magnesium/MnE21 lightweight solutions – the ecofriendly solution of the future? Dr Stephen Rudzewski, head of Technics and Innovation, Semcon Holding GmbH & Co KG, Germany Most deciders respond to magnesium with a reaction such as, “Too expensive and very bad CO2 balance.” This speech points out why magnesium based on worldwide rising sea water desalination will become the most available, costefficient and environmentally friendly light metal. Furthermore, using the example of the novel Magnesium-ManganeseProcess-MnE21, the presentation will highlight the advantages that can be obtained in development and production of components, if the new production possibilities and particular requirements of magnesium can be considered in the whole development and production process. For example, inline sheet manufacturing without classical roller mill opens novel CO2 and cost horizons.

15.10 - Q&A *This programme may be subject to change

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CO-Locating With

2013

GLOBAL AUTOMOTIVE COMPONENTS AND SUPPLIERS

5 EXHIBITIONS 4 FREE FORUMS 3 DAYS 2 HALLS 1 VENUE

4, 5, 6 June 2013 Stuttgart Germany

Transportation Weight Loss Diet delegates can attend all five events for free! www.testing-expo.com www.engine-expo.com www.automotive-interiors-expo.com www.gacs-expo.com www.vehicledynamics-expo.com

2013

3 event information THE VENUE

Landesmesse Stuttgart GmbH, Messepiazza 1, 70629 Stuttgart DIRECTIONS TO Messe Stuttgart Arrival by car The new Stuttgart Trade Fair Centre is 13 kilometres away from Stuttgart city centre and located directly next door to Stuttgart Airport. Please follow the signs towards ‘Neue Messe Stuttgart’/airport. Arrival via the A8 motorway From the direction of Stuttgart: leave the motorway at the ‘Echterdinger Ei’ junction and go to the access road for airport and trade-fair centre. Please follow the guidance system to the car park. From the direction of Munich There is an exit ‘Messe/Flughafen’ on the A8 motorway, which leads you to the multi-storey car park over the motorway.

Arrival by bus The new Stuttgart Trade Fair Centre can also be easily reached by bus – the routes shown below serve the venue: Bus route 826: Tübingen, Bebenhausen, Dettenhausen, Waldenbuch, Steinenbronn, Leinfelden – then continue with suburban trains S2 or S3 Bus route 828 – Airport Sprinter Tübingen, Bebenhausen, Dettenhausen, Waldenbuch, Steinenbronn, Echterdingen, Stuttgart airport Bus route 122 Esslingen, Scharnhausen,

Plieningen, Echterdingen, Flughafen Stuttgart Bus route 74 Nürtingen, Oberensingen, Hardt, Wolfschlugen, Sielmingen, Bernhausen, Stuttgart Airport Bus route 809 Neuenhaus, Aich, Grötzingen, Harthausen, Bernhausen, Stuttgart airport Bus route X3 – Expresso Pfullingen, Reutlingen, Stuttgart Airport

Arrival via the B27 trunk road from the direction of Stuttgart or Tübingen The car parks at the western edge of the tradefair site are accessible from both directions. The multi-storey car park over the A8 motorway is also accessible – please follow the guidance system. Arrival by plane The airport terminals are approx. 200 metres from the trade-fair site and can easily be reached on foot. Arrival by train Stuttgart is directly connected to 13 European capitals via the rail network (ICE, IC and InterRegio trains). From the main railway station to the new Stuttgart Trade Fair Centre: take the suburban trains S2 or S3, direction ‘Stuttgart Flughafen/Neue Messe Stuttgart’. Travelling time: 27 minutes.

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TRANSPORTATION WEIGHT LOSS DIET CONFERENCE 2013 UKIP Media & Events, Abinger House, Church Street, Dorking, Surrey, RH4 1DF, UK Tel: +44 1306 871209 • Fax: +44 1306 742525 • Email: [email protected]