Moving Up to Aluminium En1

8/11/2019 Moving Up to Aluminium En1

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MOVING UP TO ALUMINIUM :

Light , s t rong and prof i table


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MOVING UP TO ALUMINIUM EUROPEAN ALUMINIUM ASSOCIATION 2

Opel Vectra: 180 kg of aluminium Peugeot 307: 75 kg of aluminium


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The following pages cover the wide spectrum of aluminiums advantages for use in road transport. It explains,among others, how aluminium helps to cope with rising diesel price, taxation, environmental issues and road

safety concerns.

ONE CENTURY OF ALUMINIUM IN TRANSPORT

In 1903, the Wright brothers madeaviation history when they achievedthe worlds first flight powered bya lightweight engine made withaluminium components. Today,

aluminium is fundamental to theaviation industry. It accounts formore than 60% of the structuralweight of the Airbus A380, and upto 80% of short- and mid-rangeaircrafts.

It was in the 1920s that aluminiumshipping applications started toexpand due to new alloys becoming available for marine use.

Today, 1000 high-speed passengerships are in service, most of whichhave a structure and superstruc -ture made of aluminium. Cruiseship superstructures are commonlymade of aluminium, while over halfof all luxury yachts have aluminiumhulls.

These ships take full advantage of

aluminiums lightness and strength,as well as its corrosion-resistance,an indispensable property formarine environments.

In the 1980s, aluminium emergedas the metal of choice to lowerrunning costs and to improveacceleration of metros, tramways,intercity and high speed trains. In1996, the TGV Duplex train wasintroduced, transporting 40% morepassengers while weighing 12%less than the single deck version, allthanks to its aluminium structure.Today, aluminium metros and tramsoperate in many European capitalsand aluminium trains are used allover Europe.

In 1899, a small sports car with analuminium body was unveiled atthe Berlin international car exhibi-tion. In 1948, Land Rover startedusing aluminium outer skin sheets.

Today, besides well-known aluminium -

intensive cars like the Audi A8, manycars contain significant amounts ofaluminium. The average volume ofaluminium used in passenger carswas already 122kg in 2003.

In 2005, one car in every four pro-duced in Europe had an aluminiumbonnet and around one third ofEuropean cars are already equippedwith aluminium bumper systems.

Having made its debut in Parisianbuses in 1910, aluminium was usedfor a variety of elements in commer -cial vehicles in the 1930s. The 1950ssaw the first aluminium tankers,vans and tipping vehicles. Today,most tankers and silo semi-trailersare made entirely of aluminium.It is also frequently used for vans,tipping or self-discharging bodiesand a multitude of components.Considering todays European fleet,aluminium saves on average, 800kgper articulated vehicle.

INTRODUCTION

1910First aluminiumparts in Parisian buses

1930s 1950s 1976 Today



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INCREASED PAYLOAD +

HIGHER RESIDUAL VALUE =

ADDITIONAL INCOMESAluminium reduces dead vehicleweight. When transporting high-density freight, which usually satu-rates the maximum gross vehicleweight, aluminium allows theloading of more goods. This trans-lates into additional income and/orbetter competitiveness.

Furthermore, used aluminiumvehicles have a lot of success onthe second, and even third handmarket, where they are usuallysold for a very good price. Finally,when they have reached the endof their long service life they stillhave a high scrap value. This is dueto the fact that aluminium is easilyrecycled, without loosing any ofits quality and saving 95% of theprimary energy input.

FUEL SAVING + LONG LIFE +

REDUCED MAINTENANCE =

COST SAVINGS

A study conducted by the IFEU 1 in cooperation with the TU-Graz 2concluded that 1 ton saved on thetotal weight of an articulated truckleads to a fuel saving of 0,6 litres

/100 km.

This saving occurs during tripsmade below the maximum grossvehicle weight, i.e. when trans-porting low-density goods, forpartly loaded or empty trips.

Aluminiums well-known corrosionresistance is an obvious advantagein road transport: It contributesto a long service life, especially invehicles which work in conditionsthat can cause serious rust prob-lems. No painting or other surfaceprotection is required and it is easyto clean. Maintenance is thereforekept to a minimum.

THE ECONOMIC BENEFITS OF ALUMINIUM

1 Institte fr Energie und Umwelt Forschung, Heidelberg, Germany 2 Technical University of Graz, Austria

MAKE YOUR OWN

CALCULATION

Make your own payback calculation on www.alutransport.org and have alook at the example below.


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OTHER ADVANTAGESAccording to the user paysprinciple, an increasing numberof countries are introducing roadtolls that increase cost per kilo-metre. On the other hand, increa-sing payload with aluminium allowsspreading this extra cost over abigger tonnage of goods.

In countries where road toll islimited to the heaviest vehiclecategory, mini-semi-trailers arebuilt using a substantial amount ofaluminium allowing the operatorto keep a good payload while not

exceeding the weight limit where atoll is applicable.

Although being impossible toquantify, the visual impact ofbright shiny aluminium should notbe overlooked. Operators oftenreport that drivers take noticeably more care of vehicles they areproud to drive.

Last but not least, aluminiumcontributes to the ergonomicsof vehicles. Mobile parts that aremanipulated at each delivery, likedrop-side walls or rear doors, arelighter to move when made outof aluminium. This saves a lot ofeffort for the drivers and reducesthe risk of injuries.


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A wide variety of aluminium alloysand fabricating processes offerdesigners enormous opportu -nities. Aluminium is one of theeasiest metals to work with and isprocessed into an almost unlimitedrange of shapes and forms.Extrusions, sheet, plate, castingsand forgings all have their placein an aluminium-intensive vehicle.It also lends itself to a variety of

joining techniques, giving design-ers even greater freedom. Welding,riveting, crimping and bonding areall used in manufacturing alumini -um components and assemblies.

GREAT DESIGN FLEXIBILITY

ENVIRONMENTAL AND SOCIAL BENEFITS

ALUMINIUM ASA COMPLEMENT TO EURO IV &EURO V ENGINESThe European EnvironmentDirectives for trucks date backto 1988, while the first standard limiting emissions of nitrogenoxides (NOx) and particulates (PM)from heavy-duty diesel engines

were introduced at the beginningof the 1990s.

The EURO IV legislation, compulsory since 1 st October 2006, and thefuture EURO V legislation representa dramatic reduction of NO x andPM emissions.

However, they also impose newcombustion processes and exhaustafter-treatment techniquesrepresenting an additional weight-penalty up to 300kg.

Using more aluminium componentsallows the manufacturer to com -pensate for this weight penalty.The payload can therefore bepreserved and even increased.

ALUMINIUM REDUCES CO2 EMISSIONSTo achieve emission reductions, itis not only important to developlow-emission engines, but also touse them in the most rational waypossible. Saving weight with alu-minium is a good way of achievingthis objective as explained below.

Aluminium contributes to thereduction of CO 2 emissions fromroad transport as follows:

When carrying heavy goods, itincreases the load capacity ofvehicles and therefore improvestransport performance, allowingmore goods to be carried pertrip. In this case, one ton savedon the dead weight of an articu -lated truck saves 1.500 litres ofdiesel 3 over 100.000 km .

When carrying voluminous goods,it reduces the overall weight,

lowering fuel consumption perkilometre. In this case, one tonsaved on the dead weight of an

articulated truck saves 600 litresof diesel 4 over 100.000 km

When carrying passengers, itreduces the overall weight andlowers fuel consumption. Oneton saved on an urban bus savesbetween 1700-1900 litres per100.000 km.

Taking primary production, use

stage and end-of-life recycling intoaccount, life-cycle savings havebeen estimated as follows 5.

1kg of aluminium in todaysaverage articulated truck saves28kg of CO 2

Every additional kg of aluminiumin tomorrows average articulatedtruck would save a minimum of20kg of CO 2

1kg of aluminium in an urban bustypically saves 40-45kg of CO 2

3 To move the same amount of goods over the same distance, a standard vehicle would need 3.800 more vehicle-km, representing about 1.500 litres of diesel. 4 Energy savings by light-weighting for European articulated trucks - IFEU - Institt fr Energie- und Umweltforschung Heidelberg GmbH, 20055 CO2 reduction potential of aluminium for articulated trucks - EAA - European Aluminium Association, 2005


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ALUMINIUM IMPROVES ROADSAFETYIn the context of its Road SafetyAction Programme, the EuropeanCommission is looking into theintroduction of crash energyabsorption criteria for trucks. Thealuminium industry has alreadydeveloped several solutions for theautomotive and railway sectorsand would be ready to take up thischallenge for trucks.

Regarding metal deformationthat energy-absorbing elementsundergo upon impact,

aluminium systems make it pos -sible to absorb significantly morecrash energy per unit of weightthan traditional systems. As a ruleof thumb, the light-weightingpotential exceeds 40%.

For this reason, aluminium is verywell suited for front, rear and sidebumpers.

Aluminium elements can also be used to improve the energy absorbing potential of front and rear endunder-run protection devices, andmay also be used to build softdeformable truck noses.

Last but not least, extra safetyfeatures always mean additionalweight, which can be balancedby replacing heavy materials byaluminium.

ALUMINIUM IS EASILY ANDECONOMICALLY RECYCLEDUnlike traditional vehicles that areexported to end their life a longway from Europe, aluminium-intensive trailers generally spendtheir entire life on our continent,where they are eventually disman -tled 6. Due to the high value ofaluminium scrap, the motivation tosell to a scrap merchant is very highand land-filling is avoided.

Recycled aluminium does not looseany of its quality and saves 95%of the primary production energyinput. The energy required toproduce primary aluminium is notlost: it is stored in the metal.

6 The fate of aluminium from end-of-life commercial vehicles - Universit de Technologie de Troyes


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HIGH STRENGTH-TO-WEIGHT AND HIGH STIFFNESS-TO-WEIGHT RATIOSAluminium alloys used in commercial vehicles have strength-to-weight and stiffness-to-weight ratio comparable

with the most advanced metals like high strength steel and titanium.These properties, among many others, are taken into account when designing a vehicle. No weight saving canbe obtained with aluminium if design is simply copied from steel.

Designs optimised for aluminium, are based on specific sections, smooth transitions and clever joins, whichnormally give 40-60% weight saving over competing materials when designed for:

1) equivalent or superior strength

2) equivalent stiffness

3) equivalent lifespan.

In order to meet weight reduction targets experienced by using aluminium, competing materials often sacrificeone of the three above criteria so that weight comparisons make no sense.

Comparison of weight-optimised beams made with 3 different materials and 2 design criteria7

Calculations are based on standard beam design, the so called double T.Further weight optimisation is possible with aluminium because:

Finite element modeling allows precise definition of most favorable sections geometry; These sections, even if very complex, can easily be produced with the aluminium extrusion process

THE HARD FACTS

DEFINITIONS

Traditionalmaterial

Highstrengthmaterial

Aluminiumalloy

Yield strength (MPa) 350 760 250

E-Modulus (MPa) 210000 210000 70000

Density (kg/m) 7800 7800 2700

EQUAL STRENGTH

Traditionalmaterial


Aluminiumalloy

Strength 1 = 1 = 1

Stiffness 1 > 0,3 < 0,6

Weight 1 > 0,7 > 0,4

Section height 1 > 0,6 < 1,2

EQUAL STIFFNESS

Traditionalmaterial


Aluminiumalloy

Strength 1 < 2,2 > 1,5

Stiffness 1 = 1 = 1

Weight 1 = 1 > 0,6

Section height 1 = 1 < 1,4

7 Calculation based on finite element modelling. Results are typical values and not contractual.


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ALUMINIUM IS EASY TOREPAIRFew people know that Land Rovershave had an aluminium body since1948, and in the last 50 years,

nobody has ever complained aboutrepair problems. This illustrates thefact that repair is possible, butaluminium repair techniques aredefinitely different from those ofsteel. Leading chassis manufactur-ers have set up a European dealernetwork where an efficient repairservice is offered.

ALUMINIUM IS ANON-COMBUSTIBLE MATERIALAluminium and its alloys are,under atmospheric conditions,

totally non-combustible and donot contribute to the spread of fire.Aluminium alloys will, however,melt at around 650C, but withoutreleasing harmful gases.

CORROSION RESISTANCECorrectly used, aluminium alloyshave been developed to offeroptimum corrosion resistance in allenvironments. Just one example:the widespread use of unpaintedaluminium in marine applications.

HIGH STABILITYIt has often been claimed thatachieving IRTE8 Class A 9 tippingstability standard for an aluminiumtipper chassis would be difficultsimply because it flexes too muchor that, to provide the equivalentrigidity of a steel chassis the light-ness benefit would be practicallyeliminated, but tests run duringthe summer of 2002 confirmedthat both statements were totallyunfounded.

Indeed, a full-aluminium vehicle,significantly lighter than others,passed the IRTE Class A test at 44tonnes with its standard chassis,reminding everyone that an appro -priate design leads to both light-ness and torsional stiffness.

HIGH DURABILITYSome operators still fear problems with aluminium trailer chassis in heavy duty applications, but they shouldknow that the lifespan is not material related if properly designed.

Experienced manufacturers optimise their design for the material they use and are able to produce aluminiumchassis offering an equivalent or longer lifespan but at a much lower weight than conventional models.

It is also important to underline that aluminium vehicles operate in transport segments where the load factorsare the highest (solid and liquid bulk, public works etc). In other words, they are much more intensively usedthan conventional ones, and this fact is taken into account in the design of aluminium vehicles.

8 Institute of Road Transport Engineers, UK 9 Class A standard states that a trailer should be able to tilt sideways 7 without falling with a fully loaded and raised body.


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Increased revenue Reduced emissions Reduced energy consumption

Completely non-toxic Strong Lightweight Corrosion resistant

Easy to repair Easy to handle Design flexibility

Recyclable Safe Weldable High residual value

SUMMARY

Components for tractors &rigid trucks

cabin & doors: -200kg

chassis: -350kg powertrain parts: -125kg suspension parts: -110kg

Complete superstructures

rigid body: 90m 2 = -800kg tipping body: -800 to -2000kg

ADR fuel tank: 43000l =-1100kg self-discharging body silo

Components for superstructures

curtain rails: 2x13.5m = -100kg front wall: -85kg

rear door: -85kg side boards: 600mm = -240kg stanchions: 10x600mm= -50kg reefer floor

Safety parts

front bumpers: -15kg rear bumpers: -15kg side bumpers: -20kg front and rear under-run

protections

Trailers sub-structures

chassis: 13.5m = -700kg chassis: 6m = -300kg chassis+floor: 13.5m = -1100kg legs: -35kg

Accessories

air pressure vessels:6x60l = -54kg

diesel tank: 600l = -35kg toolbox: -15kg tail lift: -150kg wheels: 14 rims = -300kg

The main advantages of aluminium:

ALUMINIUM APPLICATIONS & WEIGHT SAVINGS:

SOME EXAMPLES


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PHOTO CREDITS

Revision 0, December 2006

Page Name Source2.................Airbus 380 ....................................................Airbus2.................Catamaran UAI 50 ........................................Babcock

2.................TGV Duplex ...................................................Alstom-SNCF2.................Opel Vectra ...................................................Opel2.................Peugeot 307..................................................PSA4.................Aluminium flatbed semi-trailer ...................... Benalu5.................Aluminium mini-trailer ...................................Fahrzeugbau Tang GmbH, Hilden5................. Forged aluminium wheel ...............................Alcoa Wheel Products6................. Aluminium semis ...........................................Various7.................Truck Crash Module ...................................... European Aluminium Association7................. Aluminium tipper on scrap yard .................... European Aluminium Association9.................Stability test with aluminium tipper ..............STAS9................. Trailer repair .................................................. Benalu10 ............... Truck Alu applications ................................... European Aluminium Association


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Avenue de Broquev i l l e , 12BE - 1150 Brusse l s - Be lg iumPhone : +32 2 775 63 63Fax: +32 2 779 05 31Emai l : eaa@eaa .beWebs i t e : www.a lumin ium.org

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Moving Up to Aluminium En1