Whats New in

1
Whats New in Transportation Technology Research
Posters prepared for the Northwest Alliance for
Transportation Technologies Conference Seattle,
October 2000
2
Characteristics of Aluminum Tailored Blanks for
Automotive Panels and Structures

• Importance of Our Work
• At Pacific Northwest our researchers
• develop technology to facilitate cost-effective
  production of lightweight
• aluminum tailor welded blanks for automotive
  panels and closures
• investigate limits of formability during
  stamping
• investigate response to cyclic loading (fatigue)
• investigate corrosion resistance.

• Project Benefits
• Reduce weight for high fuel efficiency
• Tailored blanks reduce cost of aluminum
• panels and closures

Photographs illustrate aluminum alloy tailor
welded blanks (left). AATWB viewed in the
as-welded condition, ready for submission to the
stamping process. The shape shown is typical for
a door inner stamping operation (right). Aluminum
tailor welded blank after stamping produce a door
inner panel. The door inner stamping shown
consists of AA5182-0 in varying thickness.
However, components of multiple alloys and
different thickness are possible.
Project Participants Pacific Northwest National
Laboratory Reynolds Metals Company
Numerical Simulation of TWB Stamping
Courtesy of Reynolds Metals Company and Ogihara
America Corporation
Aluminum Tailor Welded Blank Formability The
ductility of weld material and weld geometry
becomes the primary focus when describing tailor
welded blank formability. The formability was
investigated for the overall blanks and at the
miniature scale. The figures below represent
miniature scale investigations of the formability
of weld materials using tensile specimens,
numerical modeling of formability, and
statistics.
Aluminum Tailor Welded Blank Fatigue The response
of the weld region to cyclic loading becomes a
key aspect oftailor welded blanks during their
in-vehicle life. The fatigue performance was
investigated for the weld region under tensile
conditions both longitudinal and transverse to
the weld. The figures below represent
experiments and results representative of the
response of the welds.
Transverse Specimen
Longitudinal Specimen
DOE-EE-OTT, Office of Advanced Automotive
Technologies
For Further Information Contact Rich Davies Mark
Smith [phone] [phone] Rich.Davies_at_p
nl.gov Mark.Smith_at_pnl.gov
3
Characteristics of Extrusion Shaping

• Importance of Our Work
• Our researchers develop technology to facilitate
• cost-effective production of lightweight aluminum
  hydroformed components for automotive
  applications.
• At Pacific Northwest we
• understand the effect of alloy selection
  manufacturing
• method, and heat treatment condition on the
  process of
• tubular hydroforming
• develop failure criteria and integrate the
  criteria with finite
• element analysis
• investigate the effects of prebending or other
  processes
• preceding the hydroforming process.

Lightweight Structural Aluminum Hydroformed
Components Hydroforming is often used in
conjunction with bending operations.
Hydroforming Process Schematic
Before forming
After forming
Courtesy of Alcoa Inc.
Courtesy of Alcoa Inc.
Laboratory Free Hydroforming of Aluminum
Extrusions The limits of material formability
during hydroforming stand as a key question for
aluminum alloys. The formability was
investigated for several alloys and heat
treatments. The figures below represent
experiments and results of the formability of
typical materials. In addition to the
experimental forming limits, theoretical forming
limits and modes of buckling under axial load are
shown.

• Project Benefits
• Reduced weight for high fuel efficiency
• Reduces cost by reducing part count and assembly
  time
• Improved structural performance

Project Participants Pacific Northwest National
Laboratory Alcoa Inc.
Laboratory hydroforming apparatus
Tubes tested underlaboratory conditions
Forming limits of 6061-T4 during laboratory
testing
Forming limits of 6061-T6 during laboratory
testing
Wrinkling under Excessive axial load
Laboratory Hydroforming with Dies Dies introduced
limit buckling and extend forming.
Numerical Modeling of Hydroforming Extensive
sequential process models are used to predict
forming and potential process failure.
Commercial Hydroforming Trials conducted at Alcoa
on commercial hydroforming equipment to
investigate and validate forming limits.
Initial 50mm Tube
Final Component
DOE-EE-OTT, Office of Advanced Automotive
Technologies
For Further Information Contact Rich Davies Mark
Smith [phone] [phone] Rich.Davies_at_p
nl.gov Mark.Smith_at_pnl.gov
4
Electromagnetic Forming of Aluminum Sheet

• The Importance of Our Work
• Develop technology for applying electromagnetic
  forming to aluminum sheet. Primary goals are to
  understand formability and coil durability issues
  through a combination of experiments and
  analysis.
• Benefits
• Enhanced formability
• Retention of properties (versus high temp.
  forming)
• Retention of surface finish
• One-sided dies
• Lightweight tooling
• High production rates
• Minimal or no springback

Experiment
Aluminum Formability Challenge
Project Participants Industry DaimlerChrysler
Ford Motor General Motors National Lab
Pacific Northwest National Laboratory Los
Alamos National Laboratory University The Ohio
State University
High Velocity Enhances Formability
Quasi-static
High Velocity
binder
Automotive Demonstration Project of Hybrid
Forming
punch
Analysis

• Predict
• EM Fields
• Temperatures
• Stresses
• Deformation
• Design
• Coil
• Dies
• Electronic Circuit
• Workpiece
• Structural Supports

Formed Part
Rigid Die
die
For Further Information Contact Mark R.
Garnich [phone] mark.garnich_at_pnl.gov
Inset EM Coils

• EMF Technology Development Needs
• Coil Design for Sheet
• Coil/Insulator Durability
• Formability Rules

• Hybrid System Design
• Numerical Modeling
• Design for Production

Predicted Deformation, 0.12 millisecond
Laboratory Directed Research and Development
DOE-EE-OTT, Office of Advanced Automotive
Technologies
Images courtesy Prof Glenn Daehn, The Ohio State
University
5
The Engineering Simulation Initiative
High Performance Computing for Engineering
Simulation in the Transportation Industry
High Performance Computing Facilities

• Eagle 184-node IBM Winterhawk-II
• Four Power3-II processors per node
• 2GB memory per node.
• gt 1 TeraFLOPs compute power.
• ORNL, Computer Science and Mathematics
• Falcon 64-node Compaq AlphaServer SC
• Four Alpha EV67 processors per node
• 2GB memory per node.
• 2 TB of Fiber Channel disk attached.
• 342 GFLOPs compute power.
• ORNL, Computer Science and Mathematics
• Jupiter 26-node IBM Winterhawk-II
• Four Power3-II processors per node
• 3 GB memory per node.
• 156 GFLOPs compute power
• PNNL, Energy Science and Technology Division
• Colony 96-node Dell Giganet Linux Cluster
• Two Pentium III processors per node.
• 512 MB memory per node.

ESI Focus Areas

• Manufacturing Processes
• Sheet metal forming
• Superplastic forming
• Tailored welded blank stamping
• Electromagnetic forming
• Tubular forming
• Superplastic forming
• Hydroforming
• Joining of sheet and tubular structures

• Product Design and Performance
• Crashworthiness
• Stress analysis
• Aerodynamics
• Underhood thermal management
• Emissions
• Catalysis
• Particulate formation
• Fuel Cells
• Solid oxide fuel cells

DOE-EE- Offices of Transportation Technology and
Industrial Technology
6
The Engineering Simulation Initiative
Crashworthiness
Metal Forming and Joining
Superplastic Forming of Aluminum Sheet 2000
Winner of Federal Lab Consortium Award for
Technology Transfer to Industry
Crash modeling and testing of a sport utility
vehicle
Process modeling and validation
Hydroforming and Stretchbending of Aluminum
Extrusions
Crash modeling of an ultra-light steel automobile
Modeling of Distortion in Large Welded Structures
Weld 4
Weld 5
Drop tower and crushed composite member
Weld 6
Weld 1
Weld 2
Finite element simulation of drop test performance
Accurate simulation of energy dissipation during
impact
Weld 3
Testing and computer simulation of composite
crashworthiness
Weld modeling
Weld design
Welding experiments
DOE-EE- Offices of Transportation Technology and
Industrial Technology
7
The Engineering Simulation Initiative
Fuel Cell Modeling
Fuel Storage Modeling
Emissions Modeling
Flow in fuel cell stack

• Catalysis Simulation
• Chemical kinetics
• Porous media flow
• Conduction heat transfer

Atomistic simulation of methane and hydrogen
storage materials such as graphite nanofibers,
nano-tubes, and platelets.
Temperatures in fuel cell stack

• Computational Chemistry
• Modeling of Interfacial Phenomena
• Fuel cell electrochemistry
• Solar energy conversion
• High efficiency batteries

Temperatures and thermal stresses in fuel cell
interlayer
DOE-EE-OTT, Office of Industrial Technologies
8
Virtual Modeling and Simulation Environment

• Capabilities
• Model Transformations convert the model and
  results
• data among various finite element software
  packages
• into a common data format
• Information Capture allows for the recording and
  viewing
• of information from the engineer at each step
• 3D Model Visualization provides a visual
  representation
• of results stored in the common data format

Importance of Our Work Multi-step finite element
modeling and simulation processes require
multiple engineers, multiple software packages,
and the ability to carry the material history
through to the final step. Though commercial
software packages exist to support the
individual modeling steps in these multi-step
efforts, there is a lack of support for data
transformations between commercial data formats
and for mesh re-mapping.

• Project Benefits
• Enables teams of geographically distributed
  engineers
• to specify, execute, review, and annotate
  multi-step
• finite element modeling and simulation efforts
• Fills gaps between capabilities provided by
• commercially available tools
• Allows all data for a multi-step process to be
  stored in
• one location, accessible to the entire design
  team

Integrated Modeling and Simulation Process
3D Model Visualization
Information Capture
Model Transformation
Transformations include the results data
associated with the model, such as stress/strain
tensors and element thickness. This allows the
material history to be carried through the entire
process.
Enables users, without access to the codes that
produced the results, to review and collaborate
with one another.
Encourages the engineer to record details about
each step and ensures that information will be
accessible to all project members.
DOE-EE-OTT
For Further Information Contact Moe
Khaleel Deborah Gracio [phone] (509)
375-6362 Moe.Khaleel_at_pnl.gov Debbie.Gracio_at_pnl.gov
9
Fiber Reinforced Thermoplastic Materials

• Importance of Our Work
• Pacific Northwest scientists develop
  cost-effective manufacturing technology for fiber
  reinforced thermoplastic sheet materials in
  transportation applications.
• Benefits
• Reduced weight for high fuel efficiency
• Improved structural performance
• High corrosion resistance
• Recycle advantage versus thermosets
• Low-cost tooling
• Potential for in situ film molding for Class A
  finish
• Potential for economical cored (sandwich) sheet
  structures

Thermoplastic Stamping
Numerical Modeling The approach uses micro- and
mini-mechanics models to relate composite
architecture to material behavior. Macro models
predict process performance and ultimately assist
the design of forming systems for thermoplastic
matrix composites.
Plain weave model
FE Micromechanics
Project Participants Industry Delphi Saginaw
Steering Systems Geoffery M.
Wood Consulting National Lab Pacific Northwest
National Laboratory
Flat plate mold w/fluid cooling and heated
platens
For Further Information Contact Mark Garnich
Mark Smith [phone] (509)
376-2847 mark.garnich_at_pnl.gov mark.smith_at_pnl.gov
Process envelope for achieving 85 of full
strength
Parametric sensitivity studies have given insight
how to most effectively achieve desired product
performance.
Generic cone-shaped heated and cooled mold for
formability and process envelope studies
Figures Courtesy of Delphi Saginaw Steering
Systems
DOE-EE-OTT, Office of Advanced Automotive
Technologies
10
Friction Stir Welding and Dissimilar Material
Joining

• Importance of Our Work
• Our researchers develop technology to more
  effectively join lightweight and dissimilar
  materials for transportation applications. We
  investigate the application of friction stir
  welding to
• aluminum alloys
• magnesium alloys
• metal matrix composites
• high strength steel
• dissimilar material combinations.

Friction Stir Welding of Metal Matrix
Composites Conventional fusion welding of
aluminum MMC is typically very difficult due to
particle pushing and subsequent particle
segregation, and potential formation of
undesirable aluminum carbide and aluminum
oxycarbides during melt and resolidification.
Since FSW is a solid state welding process many
of the inherent problems of MMC joining through
fusion welding are eliminated.
Friction Stir Welding Process Schematic

• Benefits
• More reliable and robust lightweight material
  joints
• Potential to weld metal matrix composites
• Produce welding methods for hybrid dissimilar
• material structures

Friction Stir Welding of Aluminum Fusion welding
of aluminum is often subject to internal
porosity, lack of fusion, high distortion, and
adverse property changes in the heat affected
zone. Friction stir welding eliminates or
reduces these problems leading to a more robust
and reliable joining process. Shown below are
multiple dissimilar aluminum alloys joined via
friction stir welding. The process has been
proven forcomponent thicknessbetween 1.2 mmand
50 mm.
Project Participants Pacific Northwest National
Laboratory TWI Limited (United Kingdom)
The friction stir welding process is a solid
state joining technique. The process relies on
frictional heating and a rotating and translating
tool to create a joint. Superior metallurgical
bond and structure produced in lightweight
materials. Since melting point incompatibilities
are not an issue, welding of dissimilar materials
is possible. The FSW process is finding many
applications where superior welds are needed.

• Advantages of FrictionStir Welding
• Solid phase process
• No melting
• Low distortion
• No porosity
• No fume
• No spatter
• Low shrinkage
• Can operate in all positions
• Non-linear
• Non-planar
• 3D
• Simple machine tools
• Automation
• On-line monitoring
• Robots

• Range of Materialsfor FSW
• Aluminum alloys
• Magnesium alloys
• Titanium alloys
• Steel
• Al/Mg Dissimilar Joints
• Aluminum Metal Matrix Composites
• Lead
• Copper and its alloys
• Plastic
• Zinc and its alloys

Friction Stir Welding of Magnesium Friction stir
welding has proven to weld many magnesium alloys.
The process has also been proven to join
magnesium and aluminum materials as shown with
the AA2219 to AZ91 combination below.
TWI Limited TWI is one of Europe's largest
independent contract research and technology
organizations. Their business relies on over 400
staff to work with industry worldwide to apply
joining technology effectively. TWI, formerly
known as The Welding Institute, is based at
Abington, near Cambridge, UK. TWI originated the
friction stir welding process, and has further
developed and applied the process in industrial
applications worldwide.
Laboratory Directed Research and Development,
Energy Science and Technology Division
For Further Information Contact Rich Davies Moe
Khaleel [phone] [phone] Rich.Davies
_at_pnl.gov Moe.Khaleel_at_pnl.gov
11
Fuel Cell Science and Technology

• Importance of Our Work
• Development of advanced technologies is required
  to achieve breakthrough fuel cell designs and
  materials that will result in wide-spread use of
  fuel cell power generation for stationary, as
  well as transportation applications. This will
  provide an efficient and more environmentally
  sustainable energy future, at competitive power
  costs.
• Benefits
• Efficient electrical energy production
• Stationary and transportation applications from
  portable auxiliary power units to vehicle
  propulsion and city power grids
• Ultra-low pollutant emission energy source
• Sustainable energy future

Stationary Fossil Energy Vision 21
National Security
Transportation
Project Participants Industry Delphi
Automotive Systems National Labs Pacific
Northwest National Laboratory
National Energy Technology Laboratory
5 kW Modular Fuel Cell System
Building the Science Foundation to Accelerate
Fuel Cell Technologies Critical RD Focus
Areas Fuel Reformation Thermal Management
Modeling Simulation Power Electronics
Materials Manufacturing
DOE Office of Fossil Energy
For Further Information Contact Jud
Virden Subhash Singhal [phone] (509)
375-6738 jud.virden_at_pnl.gov singhal_at_pnl.gov
Note to designer Please use the graphics from
the preexisting poster shown below, eliminating
those items whited-out here, and arrange them as
necessary. Poster information (graphics person)
is given in the second image file in the
subdirectory.
12
Lightweight Materials Forming and Manufacturing
for Improved Efficiency
Thermoplastic Composites
Lightweight Glazing
Magnesium Alloy
Metal Matrix Composites
50 weight reduction
30 weight reduction
Reduces mass by 60
Aluminum Tailor Welded Blanks
Powertrain components 40 weight reduction
Hydroforming
SuperplasticForming
40 weight reduction and 50 reduction in part
count
35 weight reduction and reduction in part count
Photo Courtesy of GKN Aerospace
40 weight reduction and 10 X reduction in part
count
DOE-EE, Office of Transportation Technologies
For Further Information Contact Darrell
Herling Mari Lou Balmer [phone] (509)
376-2006 darrell.herling_at_pnl.gov lou.balmer_at_pnl.go
v
Need contact and Funding
13
Lightweight Pick-up and Sport Utility Frame
Program
Lightweight steel/aluminum frame reduces weight
by greater than 35 and improves safety.

• Importance of Our Work
• Pickup, sport utility vehicles, and vans account
  for nearly 50 of new vehicle sales. Their
  increased size and weight result in lower fuel
  efficiency compared to lighter weight cars. This
  research applies lightweight materials technology
  to this popular PU/SUV class of vehicles.
• BenefitsWith the lightweight PU/SUV Frame
  Program, there is
• greater than 30 weight reduction
• improved fuel efficiency and lower emissions
• reduced collision impact on smaller vehicles.

Unique steel-to-aluminum joint reduces frame
weight while meeting cost performance
requirements.
DOE-EE-OTT, Office of Heavy Vehicle Technologies
For Further Information Contact Darrell
Herling Mari Lou Balmer [phone] (509)
376-2006 darrell.herling_at_pnl.gov lou.balmer_at_pnl.go
v
Need contact and Funding
14
Low Cost Cast Aluminum Metal Matrix Composites

• Importance of Our Work
• Our scientists are working on a rapid
  melting-mixing process to produce aluminum metal
  matrix composite materials, at a lower cost than
  current production methods. Innovative and
  cost-effective casting and finishing processes
  for MMC components are under development.
• Benefits
• Provide lightweight, castable, aluminum metal
  matrix
• composite options for 1 per pound
• Reduction in primary and secondary foundry and
  finishing
• costs, through a reduction in labor time and
  scrap waste
• Over-all manufacturing cost reduction for MMC
  based
• automotive components

• Modular Mixing Concept
• Modular in-plant or foundry design consists of
  three units,
• melter high-rate electric furnace
• mixer high speed mixing and stirring
• holder low speed agitation for long time
  periods.
• The system is designed for rapid mixing to reduce
  over-all compositing time and therefore labor
  cost. Melting and mixing times are reduced from
  hours to minutes.
• An alternate grade of silicone carbide, with a
  larger size distribution of particles, further
  reduces raw materials costs. The system is
  designed at 600 kg capacity, but can be easily
  scaled according to customer demand.

Duralcan F3S.20S
Project Participants Industry MC-21
Aluminum Consultants Group
Eck Industries MMCC, Inc.
BFD, Inc. National Labs
Pacific Northwest National Laboratory
Oak Ridge National Laboratory
Innovative Casting Concepts The innovative
casting processes focus on the production of an
automotive brake rotor and other brake system
components. The concepts, such as Centrifugal
Casting, the BFD Inc. ONNEX process, and the MMCC
Inc. APIC? process, are based on selective
reinforcement of brake component. These casting
processes are used to selectively place the
second-phase matrix-reinforcing particles, where
they have the most benefit for improving the
component physical properties. This also assists
in reducing finishing time and expenses, by
reducing unnecessary machining of hard MMC
surfaces.
MC-21 Low-Cost 359/SiC/20p
Shown is the microstructure comparison between
the industry standard Duralcan Al-MMC casting
material and the MC-21 low-cost Al-MMC castable
alloy. The low- cost material has good
reinforcement distribution and structural
integrity.

• Low-Cost Al-MMC Evaluation
• Mechanical and physical property testing
• Tribology evaluation
• Microstructural evaluation
• Foundry trials and evaluation
• Innovative brake system designs to utilize
  aluminum metal matrix composite materials

Casting Courtesy of Eck Industries
Shown is an example of gravity cast brake rotors
from the MC-21 low cost 359/SiC/20p material.
The mechanical and physical properties of the
low-cost Al-MMC material is comparable with
currently available Al-MMC materials.
Prototype 60 kg MMC mixer.
Prototype MMC holding furnace.
DOE-EE-OTT, Office of Advanced Automotive
Technologies
For Further Information Contact Mark
Smith Darrell Herling [phone] (509)
376-3892 mark.smith_at_pnl.gov darrell.herling_at_pnl.go
v
15
Magnesium Focus Area
Improved Processing/Properties Thixomolding Creep
Resistant Alloys Thixomat Inc Novel Production
Methods Solid-Oxide Electrolytic Membrane Direct
Reduction of MgO Boston Univ./ ElMEx,
LLC Recycling Advances in Mg Recycling for
Automotive Alloys Case Western Reserve/Garfield
Alloys Joining Friction Stir Welding of Mg-Mg
Mg-Al Sheet Pacific Northwest internally directed
research Improved Primary Alloy Production
Advanced Plasma Technology Magnetherm Process
Northwest Alloys

• Importance of Our Work
• Automotive applications demand lower costs
• and improved performance. Our research in
• magnesium is developing technologies to
• meet these demands.
• Benefits of Magnesium
• Reduced weight
• Improved fuel economy
• Improved environmental performance
• Increased safety and handling

Microstructural Characteristics of Creep
Resistant Semi-Solid Molded Mg ZAC 8506 Alloy
Thixomolded alloys have a unique microstructure
that involves equiaxed nodules of primary ?-Mg
surrounded by the eutectic mixture of secondary
?-Mg and a phase comprised of Zn, Al, Mg and Ca.
High Temperature-Creep Resistant Magnesium
Alloys Advances in Thixomolding for Automotive
Components
This phase was the last to solidify, and is
enriched in Zn, Al and Ca.
High temperature ZAC alloys (Mg-Zn-Al-Ca) have
attracted interest due to their reasonable
combination of cost, forming/processing
characteristics and mechanical properties. In
particular, the improved high temperature creep
resistance of these alloys makes them candidates
for automotive applications where the creep
strength of magnesium is limited because the
operating temperatures exceed approximately
125oC. Thixomolded components by Thixomat Inc.
and THX Molding/Phillips Plastics. ZAC alloy
compliments of IMRA America Inc.
Precipitation in the secondary ?-Mg was observed.
The cuboidal precipitates of Zn-Al-Mg phase are
believed to inhibit creep.
Insert Optical micrograph of Thixomolded ZAC
alloy
Compression creep results at 40MPa, 175oC,
expressed as Elongation vs. Time show the
improved performance of the Thixomolded ZAC
alloy.
Precipitate denuded zones were observed in
regions adjacent to the eutectic ZnAlMgCa phase.
Some grain boundary precipitation was observed.
Delphi automotive electronics enclosure used to
evaluate moldability of ZAC 8506 alloy
SEM micrograph of Thixomolded ZAC showing
alpha-Mg nodules surrounded by the
interconnected eutectic matrix.
DOE-EE-OTT, Office of Advanced Automotive
Technologies
For Further Information Contact Russell H. Jones
- Email rj.jones_at_pnl.gov Tel (509)
3764276 Eric Nyberg - Email
Eric.Nyberg_at_pnl.gov Tel [phone]
16
Non-Thermal Plasma Assisted Catalyst Exhaust
Aftertreatment

• Importance of Our Work
• At Pacific Northwest, we developed non-thermal
  plasma (NTP) technology and appropriate catalyst
  materials for the application of an exhaust
  aftertreatment system that will reduce oxides of
  nitrogen (NOx) and particulate matter (PM)
  emissions from vehicles. Development performance
  targets call for gt80 NOx reduction and 90 PM
  emissions reduction.
• Benefits
• High NOx emissions reduction from diesel and
  gasoline engines
• Partial direct reduction of particulate matter
  with NTP reactor
• Particulate matter reduction through PM traps
  and regeneration
• with plasma processing
• Reduction of engine hydrocarbon emissions
• Sulfur tolerant reactor and catalyst materials

• NTP Reactor
• Electrical dielectric barrier discharge device
  generates plasma
• Converts NO to NO2
• Oxidize carbon particulate matter to CO2

• Catalyst
• Selective catalytic reduction of NOx with
  exhaust hydrocarbons
• Converts NO2 to N2
• Proprietary catalyst materials based on zeolite
  and metal-oxide structures

Project Participants Industry Caterpillar Dai
mlerChrysler Delphi Automotive
Systems Detroit Diesel Ford Motor General
Motors National Lab Pacific Northwest National
Laboratory Oak Ridge National
Laboratory University Northwestern University
Schematic rendition of chemistry that occurs in
the plasma reactor and catalyst
Diagram of a two-stage NTP reactor-catalyst
system with the primary system components
At the Pacific Northwest emissions test facility,
we have state-of-the-art analytical capabilities
for vehicle exhaust chemistry evaluation, and
engine and chassis dynamometer

• Development Needs
• Durable and energy efficient NTP reactors
• Effective and robust catalyst materials for
  selective NOx reduction
• Particulate trap regeneration methods
• based on NTP technology
• Reactor power-supply and feed-back
• control systems
• Demonstration of effectiveness PM
• and NOx reduction

Full-scale prototype NTP reactor and catalyst
units for a 2.0 liter diesel engine
Influence of exhaust hydrocarbon content on NTP
aftertreatment performance
Proprietary selective NOx reduction catalyst
performance with and without NTP assistance
Application of select materials in a dual layer
catalyst bed, yields an increase in operating
temperature range
DOE-EE-OTT, Office of Advanced Automotive
Technologies and Office of Heavy Vehicle
Technologies
For Further Information Contact Darrell
Herling Mari Lou Balmer [phone] (509)
376-2006 darrell.herling_at_pnl.gov lou.balmer_at_pnl.go
v
17
Structural Reliability of Lightweight Glazing
Alternatives
Importance of Our Work At Pacific Northwest,
researchers developed a lightweight glazing that
meets the PNGV 30 weight reduction target,
structural integrity, and cost. It prevents
injury during crashes and/or occupant ejection
during rollover. Weve provided a predictive and
robust analytical tool for aiding in the design
of lightweight automotive glazing alternatives.
Strength Testing of Windshields The strength of
automotive glazing is important from a vehicle
reliability and passenger safety perspective.
The project focused on experimentally determining
the strength of laminated windshields and other
glazing to evaluate the potential effect of
lightweight glazing alternatives. Work included
developing a unique testing apparatus which
allows the strength of curved glass specimens to
be evaluated. The work resulted in strength
failure probabilities of glazing as a function of
glazing design and thickness, service life, and
temperature.
Unique Flexible Element Ring-on-Ring Apparatus
Developed. Allows determination of strength of
curved glass specimens.

• Project Benefits
• Reduce energy consumption
• Reduce vehicle emissions

Project Participants Pacific Northwest National
Laboratory PPG Industries Visteon Automotive
Systems Ford Motor Company
Photograph of a fractured specimen after
Ring-on-Ring test
Photograph of the Ring-on-Ring Apparatus during a
test
Strength of new windshields failure probability
Strength of used windshields failure probability
Effects of temperature of windshield strength
Numerical Modeling of High Speed Impact Finite
element models were developed that describe the
impact of projectiles with windshields. The model
captures the effect of two independent glass
layers separated by a layer of PVB material. The
model predicts the levels of stress induced in
the materials during an impact event, and
calculates an accumulated damage developed during
impact. The basic finite element model is shown
below with typical damage prediction results.
The level of damage ranges from zero to one, with
one representing a destroyed or fractured region.
Fabrication of Lightweight Glass The lightweight
glass materials are being investigated in
windshields, sidelights, and backlights. The
populations of samples include laminated (safety)
glass samples of varying thickness and asymmetric
construction down to a minimum single ply
thickness of 1.6mm.
Half symmetry representation of the finite
element model
The effect of projectile speed on windshield
impact and damage
The effect of glazing thickness and design on
windshield impact and damage.
Contribution of Glazing to Lightweight Vehicle
Torsional Rigidity The contribution of the
glazing to the torsional rigidity of the Ford
P2000 aluminum intensive vehicle was evaluated.
The finite element evaluation shows that the
glazing raises the auto body torsional stiffness
12.4. The results also show that the glazing
thickness may be reduced by as much as half and
cause only small decreases in torsional rigidity.

Ford P2000 body-in-white finite element model
Torsional load case model used to evaluate
stiffness
Torsion of the P2000 vs. position along its
length with and without glazing
Torsional stiffness of the Ford P2000 vs. glazing
thickness
DOE-EE-OTT, Office of Advanced Automotive
Technologies
For Further Information Contact Moe Khaleel Rich
Davies [phone] [phone]
Moe.Khaleel_at_pnl.gov Rich.Davies_at_pnl.gov
18
Superplastic Forming of Sheet Materials

• Importance of Our Work
• Our researchers have optimized Superplastic
  Forming of aluminum and other sheet-metal
  materials for lightweight transportation
  structures. They have reduced the cost of
• SPF-grade aluminum sheet and increased forming
  rates
• through material and process improvements.
• Benefits
• Reduced weight for high fuel efficiency
• Improved structural performance
• Increased metal formability and part complexity
• Near net shape forming of complex shapes reduces
  part count
• Cost/weight savings
• Low-cost tooling
• Low environmental impacts - non-lead die lubes,
  low noise

Superplastic Forming The superplastic forming
operation occurs at an elevated temperature,
where the flow stress of the sheet material is
low. The sheet to be formed is placed in an
appropriate SPF die, which can have a simple to
complex geometry, representative of the final
part to be produced. The sheet and tooling are
heated and then a gas pressure is applied, which
plastically deforms the sheet into the shape of
the die cavity.
Accurate mechanical test methods help develop
material constitutive relationships and process
models.
Project Participants Industry Boeing
General Motors Kaiser
Aluminum MARC Analysis
NASA National Lab Pacific Northwest
National Laboratory University University of
Michigan Washington State
University
Improvements to sheet material thermal mechanical
processing leads to an increase in
superplasticity performance.
Superplastic forming press evaluates new
materials and optimized forming cycles.
Development of forming models help predict
deformation, flow stress, microstructural
evolution, and cavitation. Finite element
analysis, with solution control algorithms help
to optimize SPF behavior.
Forming trails provide for experimental
validation of producing SPF parts based on model
predictions of optimized forming cycles.
Lower cost modified aluminum alloys with SPF
properties have been developed with significantly
better formability characteristics.
Superplastic forming can produce complex
shapes with stiffening rims and other structural
features.
DOE-EE-OTT, Office of Heavy Vehicle Technologies
DOE-EE, Office of Laboratory Technology Research
For Further Information Contact Mark
Smith Darrell Herling [phone] (509)
376-3892 mark.smith_at_pnl.gov darrell.herling_at_pnl.go
v
19
Composites / Multiple Antenna Reception System
Integration
Secure short range
Country specific services
DAB L
RFA antenna
Top surface
AM / FM / TV antennas
Ku-Band
Cellular antenna
Secure short range
S-band terrestrial and satellite
Bottom surface
GPS
Signals to head unit (via Optical Bus)
Receiver electronics

• Benefits
• Enhances vehicle styling and added
• structural integrity
• Eliminates antenna wind noise
• Provides premium radio reception
• Allows for optional consumer upgrades
• Allows mass customization for
• worldwide market adaptation
• Reduces assembly time
• State-of-the-art mobile TV reception
• In-home TV quality in the vehicle
• Allows for embedded antenna devices
• to be contained within composite structure
• Eliminates need for separated service
• device wiring systems

Description Composite roof structures along with
a Fuba Multiple Antenna Reception System combine
multiple communication and entertainment
reception capabilities in one systems integrated
package.

• Features
• State-of-the-art AM/FM reception
• Remote keyless entry (RFA)
• GPS antenna for navigation systems
• Cellular antenna
• AMPS, GSM900, GMS1800, NMT900
• Digital Audio Broadcast (L Band 1.454 - 1.492
  GHz)
• Satellite Radio Reception
• Multi-Standard TV system (NTSC,PAL, and SECAM)