American Iron and Steel Institute: ULSAB-AVC Consortium Sets Targets
16 February 2000
American Iron and Steel Institute: ULSAB-AVC Consortium Sets Targets
Mass, Performance Targets for Steel Vehicle Concept Reflect
Next Breakthrough in Structurally Efficient Design
Steel-Intensive Platform Can Enable Vehicle Makers to Focus More
On Optimizing Powertrain Efficiency
DETROIT, Feb. 16 -- The ULSAB-AVC (Advanced Vehicle Concepts)
Consortium has set mass, performance and other targets for its advanced
concepts vehicle that can help automakers in their efforts to build the next
generation of safe, affordable, fuel efficient and environmentally responsible
vehicles. One of the key objectives for the ULSAB-AVC project, which is
scheduled for completion in mid-2001, is to help automakers use new steels and
advanced manufacturing processes more effectively to build leaner, more
structurally efficient vehicles.
To achieve structural efficiency in the vehicles they design, engineers
must ensure that those vehicles have all they need to perform optimally -- no
more, no less. A structurally efficient vehicle is analogous to a lean, fit
human body, with minimal fat, capable of optimal performance. By focusing on
building structurally efficient vehicles, automakers can optimize their
designs, use less material and improve fuel economy. The mass targets of the
ULSAB-AVC design for a PNGV*-size vehicle would fall in a range of
approximately 2276 lbs. (1034 kg) to 2375 lbs. (1077 kg), depending on
specific engine selection.
By comparison, the total vehicle mass of the Partnership for a New
Generation of Vehicles* (PNGV) prototypes from Ford Motor Co. and General
Motors Corp. are in an equivalent range. Ford's Prodigy weighs 2,387 lbs.
(1083 kg). GM's Precept weighs 2,587 lbs. (1173 kg). While a comparison of
the ULSAB-AVC conceptual design with the Prodigy and Precept is not precisely
equivalent, it strongly suggests that by using a highly efficient, steel-based
platform, vehicle makers can shift resources to improving the powertrain, the
most optimal means of achieving the goals of the PNGV.
Unlike Ford's or GM's prototypes, which use large amounts of expensive
materials such as aluminum and composites, the ULSAB-AVC design will result in
a highly efficient design with new steel-intensive architecture that uses new
steels and innovative manufacturing processes. Similar to both prototypes,
ULSAB-AVC will incorporate state-of-art powertrain technology, aerodynamics
and low rolling resistance tires.
The mass target is among a comprehensive range of objectives, which also
include those for vehicle performance, emissions and other parameters for two
classes of vehicles: European C-Class and North American PNGV-Class. ULSAB-
AVC elected to create two variations of its design to accommodate the slightly
different requirements on both continents.
* (The Partnership for a New Generation of Vehicles is a joint effort of
the U.S. government and DaimlerChrysler AG, Ford Motor Co. and General Motors
Corp. to design and build driveable prototype vehicles by 2004 that achieve up
to 80 mpg, while maintaining size, safety, functionality and affordability of
benchmark, 1994-era, five passenger sedans.)
In establishing its targets, the Consortium assigned top priority to
meeting anticipated North American and European government safety requirements
for 2004. In addressing that priority, the Consortium has specified that the
ULSAB-AVC designs pass a series of stringent crashworthiness events, including
front, side, rear, roof crush and side pole impact. (A full description of
these events is available in Technical Transfer Dispatch [TTD] #2 on
http://www.autosteel.org .)
Designing a vehicle for optimal performance in a crash typically requires
adding mass. ULSAB-AVC has accounted for this by allowing the mass to
increase by as much as 55 lbs. (25 kg). However, it seeks to offset this
safety-related potential mass increase by using advanced steels, innovative
manufacturing and joining technologies and other innovations.
Additional target setting priorities include the mass of all main
components (including standard and optional equipment for safety, comfort and
convenience), vehicle dimensions, emissions, structural and vehicle
performance, and leveraging one of steel's greatest advantages -- its
affordability, particularly for high volume manufacturing. (A comprehensive
list of targets is available in TTD #3 on http://www.autosteel.org .)
ULSAB-AVC Total Vehicle Mass Targets: Summary
Component Name C-Class PNGV-Class
Diesel Gasoline Diesel Gasoline
kg Kg kg Kg
Body Structure 183 (+25)* 203 (+25)*
Closures Structure 71.5 104.0
Glazing 32.0 33.0
Chassis 198.5 198.5
Engine 183.5 143.5 184.50 144.5
Gear Box 50.0 50.0
Interior 173.0 192.0
Exterior 4.5 6.5
Electrics 41.7 41.5
Automotive Fluid 44.0 41.0 44.0 41.0
Paint 16.0 20.0
Total 998 (+25)* 955 (+25)* 1077 (+25)* 1034 (+25)*
ULSAB-AVC's targets for structural rigidity are significantly greater than
those for PNGV.
ULSAB-AVC Body Structure Rigidity Targets
Performance* ULSAB-AVC Targets PNGV Target
C-Class PNGV-Class
Static Torsional Rigidity
Nm/deg. greater than or greater than or greater than or
equal to 12000 equal to 13000 equal to 7500
Static Bending Rigidity
N/mm greater than or greater than or greater than or
equal to 11000 equal to 12020 equal to 6500
* Body Structure with glass
ULSAB-AVC Vehicle Dimensions Targets
SAE Index Exterior C-Class PNGV-Class Comments
L103 Overall Length/mm 4100(plus or minus 100) 4750
W103 Overall Width/mm 1750(plus or minus 50) 1822
(plus or minus 50)
H100 Overall Height/mm 1400(plus or minus 50) 1374 At Curb
Weight
W101 Track - Front /mm 1530(plus or minus 20) 1529
(plus or minus 20)
W102 Track - Rear/mm 1530(plus or minus 20) 1529
(plus or minus 20)
L101 Wheelbase/mm TBD greater than or
equal to 2743 C-Class,
depending on
pkg.
__ Frontal Area/m(2) less than or equal less than or equal
to 2.0 to 2.0
W3 Shoulder Room Front/mm 1402 1402
W4 Shoulder Room Rear/mm greater than or
equal to 1350 1389 Avg. C-Class
__ Interior Volume/m(3) greater than or
equal to VW GolfIV 2.70
__ Trunk Volume/ m(3) greater than or
equal to VW GolfIV 0.44
__ Passenger Capacity 5 5
Turning Circle/m less than or equal
to 11 TBD *
* PNGV-Class, depending on wheelbase, same front suspension layout as
C-Class
Porsche Engineering Services, Inc. (PES), Troy, Mich., which is conducting
the project on behalf of the Consortium, collected benchmarking data from
current production European C-Class and North American PNGV-Class vehicles, as
well as vehicles with a curb mass in the 2,000-lb (907 kg) range.
Additionally, to gather the newest and most accurate data for the program, PES
purchased a Ford Focus and Peugeot 206, which it dismantled and evaluated.
For PNGV-Class vehicles, ULSAB-AVC references PNGV size and performance
criteria. PNGV's specified safety requirements are based on early/mid-1990
vehicle standards. However, the PNGV program requires that the driveable
prototypes due in 2004 will meet safety standards current at that time.
For CO2 emissions, the project will use the 2004 EUCAR target of a fleet
average of 140g/km. (EUCAR is an initiative of the European Union [EU] to
reduce harmful vehicle emissions.) For other emissions (nitrous oxide,
hydrocarbons and particulate matter) the project has specified that its
targets be consistent with those of the EU4 Exhaust Emissions Targets.
Technology Transfer Dispatch #3 is the third in a series. As they become
available, TTDs will be appear on http://www.autosteel.org .
The American Iron and Steel Institute (AISI) is a non-profit association
of North American companies engaged in the iron and steel industry. The
Institute is comprised of 46 member companies, including integrated and
electric furnace steelmakers, and 175 associate and affiliate members who are
suppliers to or customers of the steel industry. For more news about steel
and its applications, view American Iron and Steel Institute's website at
http://www.steel.org .
The Automotive Applications Committee (AAC) is a subcommittee of the
Market Development Committee of AISI and focuses on advancing the use of steel
in the highly competitive automotive market. With offices and staff located
in Detroit, cooperation between the automobile and steel industries has been
significant to its success. This industry cooperation resulted in the
formation of the Auto/Steel Partnership, a consortium of DaimlerChrysler, Ford
and General Motors and the member companies of the AAC.
This release and other steel-related information are available for viewing
and downloading at American Iron and Steel Institute/Automotive Applications
Committee's website at http://www.autosteel.org .
Automotive Applications Committee member companies:
AK Steel Corporation
Bethlehem Steel Corporation
Dofasco Inc.
Ispat Inland, Inc.
LTV Steel Company
National Steel Corporation
Rouge Steel Company
Stelco Inc.
US Steel Group, a unit of USX Corporation
WCI Steel, Inc.
Weirton Steel Corporation