Lightweight Composite Materials for Heavy Duty Vehicles

Pruez, Jacky; Shoukry, Samir N.; Williams, Gergis; Shoukry, Mark

doi:10.2172/1116021

Cited by 24 publications

(22 citation statements)

References 8 publications

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“…Also, the automotive industry has an environmental responsibility from the effects of large fuel consumption, namely greenhouse gas emissions, especially carbon emissions from combustion. Reducing fuel consumption and carbon emissions solutions will not work without strong support from efficient vehicle technology, one of them is through the engineering of lightweight materials [8].…”

Section: Introductionmentioning

confidence: 99%

“…Automotive manufacturers have also responded to this consumer behaviour by increasing fuel efficiency and reducing vehicle weight. Lightweight vehicles are the most reasonable solution because there is an inherent relationship between vehicle mass and fuel consumption [8]. The results of studies by the Massachusetts Institute of Technology states that 35% reduction in vehicle weight is still acceptable and can save fuel consumption between 10-20% [9].…”

Section: Introductionmentioning

confidence: 99%

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Trends in Lightweight Automotive Materials for Improving Fuel Efficiency and Reducing Carbon Emissions

Refiadi

Aisyah

Siregar

2019

AutoExp

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Depletion of fossil fuels and greenhouse gases is an essential issue in the development of the automotive industry. From the design stage, material selection becomes the most crucial factor. Therefore, this article discusses the development of lightweight automotive materials for increasing fuel efficiency and reducing carbon emissions. Material reliability is assessed by how much weight reduction can be achieved, production costs, safety and durability. Ferro materials (mild steel, High Strength Steel, and Advanced High Strength Steel), non-ferrous (aluminium and magnesium alloy), and Fiber Reinforced Plastics (FRP) have been proven to reduce the total weight of vehicles up to 12.6%. Confirmation of statistical data from the literature illustrates the possibility of using lightweight material to achieve zero CO2 emission. In addition, the 12.6% weight reduction still meets the vehicle safety factor.

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Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Trends in Lightweight Automotive Materials for Improving Fuel Efficiency and Reducing Carbon Emissions

Refiadi

Aisyah

Siregar

2019

AutoExp

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“…It is often essential to balance the load-bearing capacity in several different orientations, for instance, the directions of O 0 and + 45% as well as that of -45 0 and 90 0 dinctions. When the same amount of plies is considered, it is referred to as being balanced, such as 0 0 and +45 0 as well as -45 0 and 90 0 directions, referred to as quasi -isotropic laminate since it takes on the same loads in every direction of the four (Prucz et al, 2013). The composite, carbon -epoxy and e-glass epoxy employed in this work are quasi -isotropic in nature by assumption, exhibiting roughly equal property in every direction by means of 70% as well as 30% ratio for the fiber as well as epoxy, correspondingly.…”

Section: Introductionmentioning

confidence: 99%

Static analysis of dump truck chassis frame made of composite materials

Siraj¹,

Babu²,

Reddy³

2019

Int. J. Eng. Sci. Tech

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For a heavy vehicle, the chassis frame is a strong member responsible for carrying the utmost lead in a safe manner when considering all the designed working situations. This paper elaborates on the static structural examination concerning the heavy duty truck chassis frame to determine the response of a truck chassis under the influence of three different load considerations such as bending, torsion and combined bending and torsion load cases acting on the horizontal C-Channel. In this paper, the dimensions of a heavy vehicle chassis of a FAW dump truck vehicle is obtained from Bishoftu Automobile Industry to model and examine an heavy vehicle chassis and the conventional materials are substituted with composite materials made up of carbon-epoxy couple with E-glass epoxy with same geometry under similar pressure or load with a steel chassis. The software employed in this work is the CATIA V5 R19 to model and the ANSYS 14.5 for the finite element analysis. The result shows that composite materials mainly carbon epoxy have high load carrying capacity and higher factor of safety than to e-glass epoxy and mild steel, and the weight of the chassis is reduced by 4.8 times for carbon epoxy and 3 times for glass epoxy. Generally using composite materials for chassis frame is safe. Material substitution is the best way to reduce weight of the vehicle so as to reduce fuel consumption and atmospheric emission which is the global issue.

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“…These studies indicate that fuel savings can range from 6 to 20% based on the lightweighting strategy employed and the mode considered (Ang-Olson and Schroeer, 2002;Galos et al, 2015;Hubbard and Beck, 2016;Odhams et al, 2010;Prucz et al, 2013;U.S. EPA, 2016).…”

Section: Introductionmentioning

confidence: 99%

“…LCAs that analyze the effect of lightweighting aircraft, electric vehicles, and freight trucks have also been conducted, demonstrating the potential trade-off between increased manufacturing burdens and decreased mass leading to lower operational burdens (Scelsi et al, 2011;Zanchi et al, 2016). Aircraft containers have been a target for lightweighting applications, however published research related specifically to lightweighting shipping containers is rare (Helms and Lambrecht, 2004;Prucz et al, 2013). This paper describes a contribution to this field of study.…”

Section: Introductionmentioning

confidence: 99%

Lightweighting shipping containers: Life cycle impacts on multimodal freight transportation

Buchanan

Sullivan

Lewis

et al. 2018

Transportation Research Part D: Transport and Environment

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for sharing their expertise related to life cycle assessment, lightweighting, and the transportation system in general throughout this project. Their constant guidance and weekly meetings ensured that this research project was on track and ultimately successful. Additionally, their sound counsel on matters as far ranging as PhD programs and travel in Ireland were very much appreciated. It has been an honor to work with all three of these experts. I would also like to thank my fellow graduate student Marwan Charara for his work on the shipping container model and paper we published related to this study. Without his involvement, the study would not have been nearly as comprehensive. This research was conducted through Lightweight Innovations for Tomorrow (LIFT), a collaboration between universities and private industries to promote the development of lightweight materials manufacturing technologies. This work was directly supported by ALMMII (American Lightweight Materials Manufacturing Innovation Institute), which is sponsored by the U.S. Navy's Office of Naval Research (Cooperative Agreement Number N00014-14-2-0002 issued by the U.S. Department of Defense). In addition, I wish to acknowledge the following for their helpful contributions: Alan Taub for his technical and practical comments, Matt Collette for sharing his detailed knowledge of the shipping industry, Adithya Dahagama for his descriptions of marine ports, Krutarth Jhaveri for his weekly feedback, Soren Johannsen for his container expertise, and Randy Stiefel, Paul Weidenfeller, Brian Slack, and Helaine Hunscher for their support throughout the course of the work. I would also like to thank my parents for their support and advice throughout my graduate school experience. iii Preface This thesis is an exploratory study conducted through Lightweight Innovations for Tomorrow (LIFT) to investigate the energy consumed and greenhouse gases emitted during the multimodal life cycle of a shipping container as well as the potential reductions in environmental burdens for six container lightweighting scenarios. The burdens and savings are reported first for a single shipping container, and then are scaled up to indicate the savings possible if all shipping containers were lightweighted first in the United States and then globally. Additionally, a case study is conducted to examine the environmental burdens associated with several routes possible for the transportation of shipping containers from Shanghai to Detroit, Michigan. This thesis highlights the tradeoff between fuel savings incurred through lightweighting and potential increased production burdens associated with some of the lightweighting strategies. Furthermore, it indicates the influential nature of modal distribution and route selection on life cycle results and demonstrates a specific use of multimodal modeling that could be replicated and applied to other transportation systems. The work presented in this thesis has been recently published in the journal Transportation

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Lightweight Composite Materials for Heavy Duty Vehicles

Cited by 24 publications

References 8 publications

Trends in Lightweight Automotive Materials for Improving Fuel Efficiency and Reducing Carbon Emissions

Trends in Lightweight Automotive Materials for Improving Fuel Efficiency and Reducing Carbon Emissions

Static analysis of dump truck chassis frame made of composite materials

Lightweighting shipping containers: Life cycle impacts on multimodal freight transportation

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