Professional Documents
Culture Documents
SYSTEMS
for PASSENGER
VEHICLES
and LIGHT
TRUCKS
Fifth Edition, May 2013
An in-depth report on
steel bumper systems,
including information on:
Material Properties
Manufacturing
Product Design
www.autosteel.org
Fifth Edition
May 2013
Contents
Contents
Figures
vi
Tables
viii
Preface
ix
Introduction
Objective
xiii
1-1
1.1.1 System selection
1.1.2 Metal facebar system
1.1.3 Plastic fascia and reinforcing beam system
1.1.4 Plastic fascia, reinforcing beam and energy absorption system
1-3
1.2.1 Fascia
1.2.2 Energy absorbers
1.2.3 Facebar
1.2.4 Reinforcing beam
1-5
2. Steel materials
2-1
2.1 Introduction
2-1
2-2
2.3 Typical properties of steel grades for brackets, supports, and reinforcing beams
2-2
2-5
2-5
2-6
2-11
2-12
2-14
2-15
Contents
2.11 SAE J2340 Dent resistant, high-strength and ultra high-strength sheet steel
2-16
2-18
2-20
2-21
2-22
2-24
3. Manufacturing processes
3.1 Stamping
3-1
3.1.1 Stretching
3.1.2 Drawing
3.1.3 Bending
3.1.4 Bending and straightening
3.1.5 Forming limits
3-4
3.3 Hydroforming
3-6
3-7
ii
Contents
3-8
3.5.1 Zinc or zinc-iron coatings
3.5.2 Aluminum coating
3.5.3 Polishing
3.5.4 Chromium coating
3.5.5 Conversion coating
3.5.6 Electrocoating (E-coating)
3.5.7 Paint coating
3.5.8 Autodeposition coating
3.5.9 Powder coating
4. Manufacturing considerations
4.1 Forming considerations
4-1
4-21
iii
Contents
5. Design concepts
5.1 Sweep (roll formed sections) and depth of draw (stampings)
5.2 Tailor products
5.3 Latest benchmark bumper beams
5.4 Bumper weights, materials and coatings
5.5 Current steel bumper design - passenger cars
5-1
5-1
5-7
5-14
5-32
5.6 Current steel bumper design - pickups, full size vans and sport utilities
5.7 Auto/Steel Partnership high speed steel bumper design - North American passenger cars
5-34
5-36
5.7.1 Quantech design criteria for high speed steel bumper system
5.7.2 Flow Chart for high speed system
5-39
6-1
6-2
6.1.1 Requirements
6.1.2 Vehicle
6.1.3 Pendulum corner impacts
6.1.4 Pendulum longitudinal impacts
6.1.5 Impacts into a fixed collision barrier
6-6
6.2.1 Requirements
iv
6-6
Contents
6.4 Insurance Institute for Highway Safety: Bumper Test Protocol (Version VII)
6-9
6.4.1 Requirements
6.4.2 Test vehicles
6.4.3 Impact barrier
6.4.4 Full-overlap impact
6.4.5 Corner impact
6-13
6.6 Research Council for Automotive Repairs (RCAR) Low-Speed Offset Crash Test
6-13
6.6.1 Requirements
6.6.2 Test vehicle
6.6.3 Front impact
6.6.4 Rear impact
6-17
6.7.1 Requirements
6.7.2 Bumper barrier
6.7.3 Full overlap impact
7. Summary/Conclusions
7-1
8. References
8-1
Figures
NORTH AMERICAN BUMPER SYSTEM MARKET SHARE
BY UNITS FOR KNOWN SYSTEMS
xii
1.1 COMMON BUMPER SYSTEMS
1-2
1.2 COMMON REINFORCING BEAM CROSS SECTIONS
1-6
2.1 ELONGATION VERSUS TENSILE STRENGTH
2-9
2.2 INCREASE IN YIELD STRENGTH THROUGH WORK HARDENING AND BAKE
HARDENING
2-10
2.3 TRANSITIONS IN HF STEEL
2-11
2.4 STRESS VERSUS STRAIN AT DIFFERENT STRAIN RATES FOR DP 600
2-13
2.5 STRESS VERSUS STRAIN AT DIFFERENT STRAIN RATES FOR DP 600
2-13
3.1 TYPICAL CIRCLE GRID PATTERN
3-2
3.2 REPRESENTATION OF STRAINS BY ETCHED CIRCLES
3-2
3.3 TYPICAL FORMING LIMIT DIAGRAM
3-5
4.1 a) RULES OF THUMB - SPRINGBACK
4-4
4.1 b) RULES OF THUMB - SPRINGBACK
4-5
4.1 c) RULES OF THUMB - SPRINGBACK
4-6
4.2 RULES OF THUMB - DIE FLANGE STEELS
4-7
4.3 RULES OF THUMB - HAT SECTION
4-8
4.4 RULES OF THUMB - RADIUS SETTING
4-9
4.5 a) RULES OF THUMB
- COMBINATION FORM AND FLANGE DIE
4-10
4.5 b) RULES OF THUMB
- COMBINATION FORM AND FLANGE DIE
4-11
4.6 RULES OF THUMB - FORMING BEADS
4-12
4.7 RULES OF THUMB - FORMING AN EMBOSS
4-13
4.8 RULES OF THUMB - EDGE SPLITTING
4-14
4.9 RULES OF THUMB - PART DESIGN
4-15
4.10 RULES OF THUMB - DIE CONSTRUCTION
4-16
4.11 RULES OF THUMB - DEVELOPED BLANKS
4-17
4.12 RULES OF THUMB - TRIMMING
4-18
4.13 RULES OF THUMB - DIE SHEAR
4-19
4.14 GAS METAL ARC WELDING (GMAW)
4-24
4.15 FLUX CORED ARC WELDING (FCAW)
4-27
4.16 RESISTANCE SPOT WELDING (RSW)
4-29
4.17 RESISTANCE PROJECTION WELDING (RPW)
4-29
4.18 RESISTANCE SEAM WELDING (RSeW)
4-33
4.19 RESISTANCE PROJECTION SEAM WELDING (RPSeW)
4-33
4.20 HIGH FREQUENCY AND INDUCTION RESISTANCE SEAM WELDING
(RSeW-HF&I)
4-36
4.21 UPSET WELDING (UW)
4-36
4.22 FRICTION WELDING (FRW)
4-40
4.23 LASER BEAM WELDING (LBW)
4-40
4.24 HARDNESS IN HEAT-AFFECTED ZONE OF ARC WELDS
4-46
4.25 RESISTANCE SPOT WELDING COMPARISON
4-47
5.1 DEFINITION OF SWEEP
5-2
5.2 DEFINITION OF DEPTH OF DRAW
5-5
5.3 EXAMPLES OF TAILOR WELDED BLANKS
5-6
5.4 ROLL FORMED BEAMS
5-8
5.5 STAMPED FACEBARS
5-9
5.6 HOT-STAMPED BEAMS
5-10
vi
Figures
5.7
5.8
5.9
5.10
5.11
5.12
6.1
6.2
6.3
6.4
6.5
6.6
6.7
6.8
6.9
6.10
6.11
6.12
6.13
vii
Tables
2.1 STEEL GRADES FOR POWDER COATED, PAINTED AND CHROME PLATED
FACEBARS
2-3
2-4
2-7
2-8
2-25
2-25
2-26
2-26
2-27
2-27
2.11 SAE J2340 ULTRA HIGH-STRENGTH DUAL PHASE & MARTENSITE SHEET STEEL 2-28
2.12 SAE J1562 COATING MASS FOR GALVANIZED SHEET STEEL
2-29
2-30
4-23
4-23
4-44
5-3
5-4
5-12
5-15
5-23
5-27
viii
Preface
This publication is the fourth revision of Steel Bumper Systems for
Passenger Cars and Light Trucks. It is a living document. As
experience in its use is gained, further revisions and expansions
will be issued. The standards discussed in this document refer to
the editions of the standards as of January 2013.
Please note in the event that these standards are replaced by
newer editions, users of this document are encouraged to
investigate the possibility of using the most recent standards. In
some cases new vehicles may adopt new edition standards,
while current venicles may continue to use the standard edition
in place at the time of vehicle development.
This publication brings together materials properties, product design
information, manufacturing information and cost information. It
has been prepared to suit the needs of OEM bumper stylists,
bumper engineers and bumper purchasers. It is also intended to
suit the needs of the Tier 1 and Tier 2 bumper suppliers and steel
industry marketing personnel.
This publication was prepared by the Bumper Project Group of the
Steel Market Development Institute. The efforts of the following
members are acknowledged:
AK Steel Corporation
AGS Automotive Systems
Amino North America Corporation
ArcelorMittal USA LLC
Benteler Automotive
Cosma International
Chrysler Group LLC
Flat Rock Metal Inc.
Flex-N-Gate
Ford Motor Company
General Motors Company
Multimatic Engineering Services
Nucor Corporation
Shape Corporation
ThyssenKrupp Steel USA
United States Steel Corporation
ix
Introduction
xi
100%
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
1996
1999
2002
2006
2009
2012
2009
2012
2009
2012
ALUMINUM
100%
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
1996
1999
2002
2006
COMPOSITES
100%
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
1996
1999
2002
2006
STEEL
Objective
xiii
1.1
Bumper systems
1.1.1
System selection
There are several factors that an engineer must consider when
selecting a bumper system. The most important factor is the ability
of the bumper system to absorb enough energy to meet the OEMs
internal bumper standard. Weight, manufacturability and cost are
also important factors that engineers consider during the design
phase. The formability of materials is important for high-sweep
bumper systems. Another factor considered is
recyclability of materials, which is a definite advantage for steel.
As shown in Figure 1.1, there are five bumper systems in common
use today:
A. Metal facebar
B. Plastic fascia and reinforcing beam
C.Plastic fascia, reinforcing beam and mechanical
energy absorbers
D.Plastic fascia, reinforcing beam and foam or
honeycomb energy absorber
E. Plastic fascia, reinforcing beam, foam, and mechanical
energy absorbers
1.1.2
FIGURE 1.1
COMMON BUMPER SYSTEMS
A.
B.
C.
D.
E.
1-2
1.1.3
1.1.4
1.2
Bumper components
1.2.1
Fascia
Bumper fascias (Figure 1.1) are designed to meet several
requirements. They must be aerodynamic to control the flow of the
air around the car and the amount of air entering the engine
compartment. They must be aesthetically pleasing to the consumer.
Typical fascias are styled with many curves and ridges to give
bumpers dimension and to distinguish vehicles from competing
models. Another requirement of bumper fascias is that they be easy
to manufacture and light in weight. Virtually all fascias are made
from one of three materials: polypropylene, polyurethane or
polycarbonate.
1.2.2
Energy absorbers
Energy absorbers (Figure 1.1) are designed to absorb a portion of
the kinetic energy from a vehicle collision. Energy absorbers are
very effective in a low speed impact, where the bumper springs
back to its original position. Energy absorber types include foam,
honeycomb and mechanical devices. All foam and honeycomb
absorbers are made from one of three materials: polypropylene,
polyurethane or low-density polyethylene. Mechanical energy
absorbers, also referred to as crush cans, are metallic and sometimes resemble shock absorbers. Although mechanical energy
absorbers have several times the weight of a foam energy
absorber, they are also capable of absorbing several times the
energy. Most front bumper systems use mechanical energy
absorbers due to higher energy absorption requirements.
1-3
1.2.3
Facebar
Facebars (Figure 1.1) are usually stamped from steel with plastic
or stainless steel trim to dress them up. Steel facebars, for formability
reasons, are usually made from steels with a low to medium yield
strength. Higher strength steels are being investigated for facebars
to reduce the thickness and weight. After stamping, steel facebars
are chrome plated or painted for appearance and corrosion
protection reasons.
1.2.4
Reinforcing beam
The reinforcing beams (Figure 1.1) are key components of the
bumper systems that employ them. Reinforcement beams help
absorb the kinetic energy from a collision and provide protection to
the rest of the vehicle. By staying intact during a collision, beams
preserve the frame. Design considerations for reinforcing beams
include strength, manufacturability, weight, recyclability and cost.
Steel reinforcing beams are usually roll formed or hot stamped
using ultra high-strength steel. Typical cross sections are shown in
Figure 1.2. Roll formed beams are the most common but hot
stamped beams have the lowest average mass of all steel bumper
systems and are becoming more popular as a result. The most
common cross section for roll formed beams is the B-section and
the most common sections for hot stamped beams are box and
hat sections. Sometimes a stamped or roll formed face or back
plate is welded to a roll formed or hot stamped C-section to create
a boxed section. Additional reinforcements are sometimes welded
to reinforcing beams, such as pole protectors and bulkheads.
All steel reinforcing beams receive corrosion protection. Some
beams are made from hot-dip galvanized or electrogalvanized
sheet. The zinc coating on these products provides excellent
corrosion protection. Other beams are protected after fabrication
with a paint system such as E-coat. Since steel reinforcing beams
are becoming stronger and lighter with thinner gauges being
used, more beams are using both zinc coating and E-coating to
meet corrosion protection requirements.
1-4
1.3
1.3.2
Steel Facebars
Steel facebars are typically cold stamped from low-carbon and
high-strength steels having tensile strengths from 350-500 MPa
(50-72 ksi) and an elastic modulus of 207,000 MPa (30,000 ksi).
They are either chrome plated or painted for corrosion protection
and appearance before being mounted to a vehicles frame.
Most facebars are dressed up with plastic trim.
1.3.3
1.3.4
1-5
FIGURE 1.2
COMMON REINFORCING BEAM CROSS SECTIONS
Hat Section
Roll Formed C
Channel Section
1-6
2. Steel materials
2.1
Introduction
Flat rolled steels are versatile materials. They provide strength and
stiffness with favorable mass-to-cost ratios, and they allow high
speed fabrication. In addition, they offer excellent corrosion
resistance when coated, high energy absorption capacity, good
fatigue properties, high working hardening rates, aging capability,
excellent paintability, and complete recyclability. These characteristics,
plus the availability of high-strength and ultra high-strength steels,
have made sheet steel the material of choice in the automotive
industry.
Numerous steel types and grades offer designers a wide choice for
any given application. Bumper steels with elongations up to 50%
facilitate forming operations. Bumper steels with tensile strengths
over 1900 MPa (280 ksi) facilitate mass reduction.
Low-carbon steels have excellent ductility. They are widely used
for body and underbody components that are formed by stamping,
roll forming or hydroforming. However, in order to reduce
component mass, low-carbon steels are gradually being replaced
by steels of greater strength. As the name implies, dent resistant
steels are commonly used for body panels such as quarter, door
and hood. Their relatively low as-received yield strength facilitates
forming. Cold work of forming and bake hardening during the
automotive paint cycle increase their yield strength and dent
resistance. Microalloy steels usually have less ductility than lowcarbon and dent resistant steels. However, they can be supplied
with the necessary ductility to produce most automotive parts.
Carbon-Boron steel has good formability and high yield strength
after heat treating. Dual phase steel also offers good formability. Its
strength increases significantly through cold work during the
fabrication process. Recovery annealed and martensitic steels have
ultra high yield strengths. However, their formability limits their use
to roll formed sections and less severe stampings. Stainless steels
offer excellent corrosion resistance, excellent formability and high
yield strength.
2-1
2.2
2.3
Typical properties of steel grades for brackets, supports and reinforcing beams
The steel grades that are commonly used for brackets, supports and
reinforcing beams, are shown with their typical properties in Table 2.2.
Most reinforcing beams are made from ultra high-strength steel
[minimum tensile strength greater than 550 MPa (80 ksi)].
For comparative purposes, Table 2.2 also includes similar SAE grades.
It is important to note that the similar SAE grades are not equivalent
grades. That is, there are minor differences between the SAE grades
and the common grades they are similar to. The differences might be
significant in some applications.
All of the high-strength steel grades in Table 2.2 can be supplied with
sufficient formability for the production of stamped brackets, supports
and reinforcing beams. They can also be readily roll formed into
reinforcing beams.
Generally speaking, the ultra high-strength steel grades in Table 2.2
have less formability than the high-strength grades listed. However,
they offer significant weight reduction opportunities and are
commonly used for less severe stampings and roll formed reinforcing
beams. Grades 120XF and 135XF have sufficient ductility to produce
stampings, including reinforcing beams, provided the amount of draw
is minimal. Grade 140T has a relatively low as-delivered yield strength,
which facilitates stamping and roll forming operations. An advantage
of this grade is the fact it work-hardens significantly during forming. In
fact, the yield strength after forming approaches 965 MPa (140 ksi).
Thus, 140T offers sufficient formability to produce roll formed beams
with a large sweep and it provides high yield strength in the finished
part. Grades 140XF and M130HT through M250HT have low formability
and their use is generally restricted to roll formed reinforcing beams
since roll forming is a process of gradual bending without drawing.
The Carbon-Boron grades can be used to produce complex parts
through the hot stamping process. After quenching, the parts have
yield strengths up to 1300 MPa (190 ksi) and tensile strengths up to
2000 MPa (290 ksi). The stainless steel grades are readily stamped or
roll formed. Their excellent corrosion resistance eliminates the need
for protective coatings.
2-2
TABLE 2.1
STEEL GRADES FOR POWDER COATED, PAINTED & CHROME PLATED FACEBARS
TYPICAL PROPERTIES AS-SHIPPED FROM THE STEEL MILL
MATERIAL
GRADE
(COMMON
NAME)
DESCRIPTION
TYPICAL
YIELD
STRENGTH
MPa (ksi)
TYPICAL TYPICAL
TENSILE
ELONG
STRENGTH
(%)
MPa (ksi)
TYPICAL
"n"
VALUE
SIMILAR SAE
GRADE
HR
HR
HR
HR
HR
HR
HR
1008/1010
35XLF
50XLF
55XLF
60XLF
70XLF
80XLF
Low-carbon
Microalloy
Microalloy
Microalloy
Microalloy
Microalloy
Microalloy
269 (39.0)
331 (48.0)
403 (58.5)
439 (63.7)
475 (68.9)
527 (76.5)
587 (85.1)
386 (56.0)
407 (59.0)
480 (69.6)
505 (73.2)
531 (77.0)
600 (87.0)
673 (97.6)
35
35
31
29
27
26
22
0.19
0.17
0.17
0.16
0.15
0.13
0.12
J403 1010
J2329 Grade 2
J2340 340X
J2340 380X
J2340 420X
J2340 490X
J2340 550X
CR
CR
CR
CR
CR
CR
CR
CR
CR
1008/1010
DR210
35XLF
40XLF
50XLF
55XLF
60XLF
70XLF
80XLF
Low-carbon
Dent resistant
Microalloy
Microalloy
Microalloy
Microalloy
Microalloy
Microalloy
Microalloy
296 (42.9)
220 (31.9)
285 (41.3)
315 (45.7)
376 (54.5)
418 (60.6)
459 (66.5)
530 (76.8)
592 (85.8)
331 (48.0)
360 (52.2)
400 (58.0)
425 (61.6)
475 (68.9)
501 (72.7)
527 (76.5)
614 (89.1)
690 (100.0)
35
40
35
33
28
27
26
20
19
0.20
0.20
0.17
0.16
0.15
0.14
0.14
0.12
0.08
J403 1010
J2340 210A
J2329 Grade 2
J2340 300X
J2340 340X
J2340 380X
J2340 420X
J2340 490X
J2340 550X
SS
SS
T301
T204
Austenitic
Austenitic
276 (40)
370 (53.8)
758 (110.0)
689 (100.0)
60
59
0.45
0.44
J405 S30100
J405 S20400
NOTES:
HR
CR
1008/1010
DR
Dent resistant quality. Strength increases due to work hardening during forming.
Designation number (e.g. 210) is minimum yield strength in MPa.
XLF
Microalloy quality. Strength is obtained through small quantities of alloying elements such as vanadium
and niobium. Designation number (e.g. 50) is minimum yield strength in ksi.
SS
Stainless steel
2-3
TABLE 2.2
STEEL GRADES FOR BRACKETS, SUPPORTS AND REINFORCING BEAMS
TYPICAL PROPERTIES AS-SHIPPED FROM THE STEEL MILL
MATERIAL
(
N
H
GRADE
GRADE
(((COMMON
NAME)
50XLF
55XLF
60XLF
70XLF
80XLF
HDG (CR)
50XLF
HDG (CR)
55XLF
HDG (CR)
60XLF
HDG (CR)
80XLF
ULTRA HIGH-STRENGTH STEEL GRADES
HR
10B21(M)
CR
CR
A
Aluminized (CR)
15B21(M)
15B24
DESCRIPTION
DESCRIPTION
DESCRIPTION
TYPICAL
TYPICAL
TYPICAL
TYPICAL TYPICAL
TYPICAL
TYPICAL
TYPICALTYPICAL
TYPICAL
TYPICAL
TYPICAL
TYPICAL
TYPICAL
TYPICAL
TYPICAL
SIMILAR
SIMILAR
SIMILAR
SIMILAR
SAE
SAE
SAE
SAE
YIELD
YIELD
TENSILE
TENSILE ELONG
ELONG "n" "n"
GRADE
GRADE
STRENGTH
STRENGTHSTRENGTH
STRENGTH (%) (%) VALUE
VALUE
MPa
M M(ksi)
MPa (ksi)
( )
( )
Microalloy
Microalloy
Microalloy
Microalloy
Microalloy
403403
(58.5)
439439
(63.7)
475475
(68.9)
527527
(76.5)
587587
(85.1)
480 (69.6)
505 (73.2)
531 (77.0)
600 (87.0)
673 (97.6)
31
29
27
26
22
0.17
0.16
0.15
0.13
0.12
J2340 340X
J2340 380X
J2340 420X
J2340 490X
J2340 550X
Microalloy
Microalloy
Microalloy
Microalloy
Microalloy
376376
(54.5)
418418
(60.6)
459459
(66.5)
530530
(76.8)
592592
(85.8)
475 (68.9)
501 (72.7)
527 (76.5)
614 (89.1)
690 (100.0)
28
27
26
20
19
0.15
0.14
0.14
0.12
0.08
J2340 340X
J2340 380X
J2340 420X
J2340 490X
J2340 550X
Microalloy
Microalloy
Microalloy
Microalloy
379379
(54.9)
415415
(60.2)
452452
(65.5)
641641
(93.0)
453 (65.7)
492 (71.4)
531 (77.0)
662 (96.0)
30
28
26
15
0.17
0.16
0.15
0.11
J2340 340X
J2340 380X
J2340 420X
J2340 550X
Carbon-Boron
320 (46.4)
480 (69.6)
18
N/A
J403 10B21
Carbon-Boron
Carbon-Boron
330 (47.9)
330 (47.9)
500 (72.5)
500 (72.5)
27
27
N/A
N/A
J403 15B21
J403 15B24
15B21(M)
Carbon-Boron
330 (47.9)
500 (72.5)
27
N/A
J403 15B21
CR
CR
CR
120XF
135XF
140XF
Recovery Annealed
Recovery Annealed
Recovery Annealed
8698(126)
9699(141)
1010
1 (147)
883 (128)
985 (143)
1028 (149)
12
7.0
5.6
N/A
N/A
N/A
J2340 830R
---
HDG (CR)
120XF
Recovery Annealed
8768(127)
889 (129)
11
N/A
J2340 700R
CR
CR
CR
140T
590T
780T
Dual Phase
Dual Phase
Dual Phase
634 (92)
371 (54)
518 (75)
1034 (150)
634 (92)
834 (121)
13
24
18
N/A
N/A
N/A
J2340 950DL
CR
CR
CR
CR
M130HT
M160HT
M190HT
M220HT
Martensitic
Martensitic
Martensitic
Martensitic
923 (134)
1020 (148)
1214 (176)
1420 (206)
1055 (153)
1179 (171)
1420 (206)
1627 (236)
5.4
5.1
5.1
4.7
N/A
N/A
N/A
N/A
J2340 900M
J2340 1100M
J2340 1300M
J23401500M
EG (CR)
EG (CR)
EG (CR)
EG (CR)
M130HT
M160HT
M190HT
M220HT
Martensitic
Martensitic
Martensitic
Martensitic
923 (134)
1020 (148)
1214 (176)
1420 (206)
1055 (153)
1179 (171)
1420 (206)
1627 (236)
5.4
5.1
5.1
4.7
N/A
N/A
N/A
N/A
J2340 900M
J2340 1100M
J2340 1300M
J23401500M
SS
SS
T301
T204
517 (75)
7797(113)
862 (125)
1193 (173)
25
25
0.25
0.22
J405 S30100
J405 S20400
NOTES:
HR
Hot rolled sheet
CR
Cold rolled sheet
HDG (CR)
Hot-dip galvanized (cold rolled base) sheet
EG (CR)
Electrogalvanized (cold rolled base) sheet
Aluminized (CR) Hot dip aluminized (cold rolled base) sheet
SS
Stainless steel
XLF
Microalloy quality. Strength is obtained through small quantities of alloying elements such as
vanadium and niobium. Designation number (e.g. 50) is mimimum yield strength in ksi.
..B..(M)
Carbon-Boron quality (Modified). Properties are for the steel as-shipped from the steel mill. Strength
is achieved through heating and quenching. After quenching, the yield strength is about 1140 MPa
(165ksi)
..B..
Carbon-Boron quality. Properties are for the steel as-shipped from the steel mill. Strength is achieved
through heating and quenching. After quenching, the yield strength is about 1140 MPa (165ksi)
XF
Recovery annealed quality. Strength is achieved primarily through cold work during cold rolling at
the steel mill. Designation number (e.g. 120) is minimum yield strength in ksi.
140T
Dual phase quality. Structure contains martensite in ferrite matrix. Properties are for the steel
as-shipped from the steel mill. Designation number (e.g. 140) is the minimum tensile strength in ksi.
M...HT
Martensitic quality. Strength is determined by carbon content. Designation number (e.g. 130) is the
minimum tensile strength in ksi.
N/A
Not applicable. The Carbon-Boron steels listed are intended for hot forming. The Recovery
Annealed and Martensitic steels are primarily used in roll forming operations. However, they may be
used for stampings provided the amount of draw is minimal. The n value for dual phase steels is
very dependent on the range over which it is calculated.
2-4
2.4
2.5
2-5
2.5
2.6
2-6
TABLE 2.3
FSV MATERIALS PORTFOLIO
2-7
TABLE 2.4
FSV MATERIALS PORTFILIO (Continued)
2-8
FIGURE 2.1
ELONGATION VERSUS TENSILE STRENGTH
300
600
900
1200
Tensile Strength (MPa)
2000
2-9
FIGURE 2.2
INCREASE IN YIELD STRENGTH THROUGH WORK HARDENING (WH)
AND BAKE HARDENING (BH)
2-10
2.7
2-11
2.8
2-12
FIGURE 2.4
STRESS VERSUS STRAIN AT DIFFERENT STRAIN RATES FOR TRIP 600.
THE DATA AT 1000 s-1 WERE OBTAINED USING THE
SPLIT HOPKINSON BAR (SHB) METHOD
FIGURE 2.5
STRESS VERSUS STRAIN AT DIFFERENT STRAIN RATES FOR DP 600.
THE DATA AT 1000 s-1 WERE OBTAINED USING THE
SPLIT HOPKINSON BAR (SHB) METHOD
2-13
2.9
b) Grade
c) Steel Product
d) Metallic Coating
e) Surface Condition
In practice, when specifying sheet steel, most (if not all) of the
above descriptors are required to fully describe the desired steel
product. Published documents, such as those of the Society of
Automotive Engineers (SAE) greatly facilitate the correct
specification of sheet steel. In this context, the relevant SAE
documents are:
Categorization and Properties of Low-Carbon Automotive Sheet
Steels, SAE J2329 (Reference 2.5)
Categorization and Properties of Dent Resistant, high-strength
and Ultra high-strength Automotive Sheet Steel, SAE J2340
(Reference 6.4)
Selection of Galvanized (Hot Dipped and Electrodeposited) Steel
Sheet, SAE J1562 (Reference 2.6)
Chemical Compositions of SAE Carbon Steels, SAE J403
(Reference 2.7)
Chemical Compositions of SAE Wrought Stainless Steels, SAE
J405 (Reference 2.8)
2-14
Steel grade
There are five grades of cold rolled sheet and three grades of hot
rolled sheet. Mechanical properties are shown in Tables 2.5 and
2.6, while chemical composition is shown in Table 2.7 (page 2-26).
U
2.10.3 Types of hot rolled sheet
There are four types of hot rolled sheet, either bare or in the
metallic coated condition:
R
F
N
2-15
2.11 SAE J2340 Dent resistant, high-strength and ultra high-strength sheet steel
This SAE Recommended Practice defines mechanical properties for
dent resistant, high-strength and ultra high-strength sheet steel. The
properties for dent resistant steels are shown in Table 2.8, the
properties for high-strength steels in Tables 2.9 and 2.10, and the
properties for ultra high-strength steels in Table 2.11 (page 2-28).
It should be noted that the yield and tensile strength values for the
ultra high-strength steels covered by J2340 (Table 2.11) are those
commonly used in Europe. For example, J2340 and Europe use
values such as 600, 800, 1000 and 1200. On the other hand,
values such as 590, 780, 980 and 1180 are widely used in North
America and Japan. Currently, SAEs Iron and Steel Technical
Committee is revising J2340 to cover ultra high-strength steel
grades widely used not only in Europe but also in North America
and Japan.
SAE J2340 also furnishes a categorization procedure to aid in
selecting dent resistant, high-strength and ultra high-strength steels.
The system employs several characters:
The first two characters denote hot rolled (HR) or cold rolled
(CR) method of manufacture.
The next three or four characters denote the grade of steel.
Minimum yield strength in MPa is used for dent resistant and
high-strength steels and minimum tensile strength in MPa is used
for ultra high-strength steels. Refer to Tables 2.8 - 2.11. The final
set of characters denotes the steel type. Refer to Section 2.9.2.
If the sheet steel is a metallic coated product, then the E-coating
would be specified in accordance with SAE J1562 (see Section
2.10).
Examples of typical specification and ordering descriptions for
automotive sheet are given in Section 2.13.
2.11.1
Steel grade
In Tables 2.8, 2.9 and 2.10 (dent resistant and high-strength steels)
grade is the minimum yield strength in MPa. In Table 2.11, (ultra
high-strength steels) grade is the minimum tensile strength in MPa.
2-16
2.11.2
Steel type
In Tables 2.6 to 2.9, type is defined by one or two letters as
follows:
A
AT, BT
SF,XF,YF
DL
DH
2.11.3
2-17
2.11.4
2.11.5
Galvanizing processes
Two generic processes for metallic coated sheets are currently
used in the automotive industry:
Hot-dip process. A coil of sheet steel is passed continuously
through a molten metal bath. Upon emergence from the bath,
the molten metal coating mass is controlled by air (or other gas)
knives or mechanical wipers before the coating solidifies. This
process produces a sheet with a coating on two sides.
Electrodeposition process. This continuous coating process uses
cells in which the metallic coating is electrodeposited on a coil of
sheet steel. This process can produce a sheet with a coating on
either one or two sides.
2-18
2-19
2.13.1
2-21
2-22
p) SAE J403
HR1008HD90G90GU
2-23
2-24
TABLE 2.5
SAE J2329 LOW-CARBON COLD ROLLED SHEET
MECHANICAL PROPERTIES
GRADE
YIELD
STRENGTH
(MPa)
N/R
MINIMUM
TENSILE
STRENGTH
(MPa)
MINIMUM
ELONGATION
(%)
MINIMUM
rm VALUE
MINIMUM
n-VALUE
N/R
N/R
N/R
N/R
140-260
270
34
N/R
0.16
140-205
270
38
1.5
0.18
140-185
270
40
1.6
0.20
110-170
270
42
1.7
0.22
TABLE 2.6
SAE J2329 LOW-CARBON HOT ROLLED SHEET
MECHANICAL PROPERTIES
GRADE
YIELD
STRENGTH
(MPa)
MINIMUM
TENSILE
STRENGTH
(MPa)
N/R
N/R
N/R
N/R
180-290
270
34
0.16
180-240
270
38
0.18
2-25
MINIMUM
ELONGATION
(%)
MINIMUM
n-VALUE
TABLE 2.7
SAE J2329 LOW-CARBON HOT & COLD ROLLED SHEET
CHEMICAL COMPOSITION
GRADE
MAXIMUM
CARBON
(%)
0.13
MAXIMUM
MANGANESE
(%)
MAXIMUM
PHOSPHORUS
(%)
MAXIMUM
SULPHUR
(%)
MINIMUM
ALUMINUM
(%)
0.60
0.035
0.035
0.10
0.50
0.035
0.030
0.020
0.10
0.50
0.030
0.030
0.020
0.08
0.40
0.025
0.025
0.020
0.02
0.30
0.025
0.025
0.020
TABLE 2.8
SAE J2340 DENT RESISTANT SHEET STEEL
GRADE &
TYPE
AS RECEIVED
YIELD
STRENGTH
(MPa)
AS RECEIVED
TENSILE
STRENGTH
(MPa)
AS RECEIVED
n-VALUE
YIELD
STRENGTH
AFTER
2% STRAIN
(MPa)
215
180A
180
310
0.20
180B
180
300
0.19
210A
210
330
0.19
210B
210
320
0.17
250A
250
355
0.18
250B
250
345
0.16
280A
280
375
0.16
280B
280
365
0.15
2-26
YIELD
STRENGTH
AFTER
STRAIN & BAKE
(MPa)
245
245
275
285
315
315
345
TABLE 2.9
SAE J2340 HIGH-STRENGTH SOLUTION STRENGTHENED
AND LOW-ALLOY SHEET STEEL
GRADE &
TYPE
MINIMUM
YIELD
STRENGTH
(MPa)
MAXIMUM
YIELD
STRENGTH
(MPa)
MINIMUM
TENSILE
STRENGTH
(MPa)
COLD
REDUCED
MINIMUM
ELONGATION
(%)
HOT
ROLLED
MINIMUM
ELONGATION
(%)
300S
300
400
390
24
26
300X
300
400
370
24
28
300Y
300
400
400
21
25
340S
340
440
440
22
24
340X
340
440
410
22
25
340Y
340
440
440
20
24
380X
380
480
450
20
23
380Y
380
480
480
18
22
420X
420
520
490
18
22
420Y
420
520
520
16
19
490X
490
590
560
14
20
490Y
490
590
590
12
19
550X
550
680
620
12
18
550Y
550
680
650
12
18
TABLE 2.10
SAE J2340 HIGH-STRENGTH RECOVERY ANNEALED SHEET STEEL
GRADE &
TYPE
MINIMUM
YIELD
STRENGTH
(MPa)
MAXIMUM
YIELD
STRENGTH
(MPa)
MINIMUM
TENSILE
STRENGTH
(MPa)
MINIMUM
ELONGATION
(%)
490R
490
590
500
13
550R
550
650
560
10
700R
700
800
710
830R
830
960
860
2-27
TABLE 2.11
SAE J2340 ULTRA HIGH-STRENGTH DUAL PHASE & MARTENSITE SHEET STEEL
GRADE &
TYPE
MINIMUM
YIELD
STRENGTH
(MPa)
MINIMUM
TENSILE
STRENGTH
(MPa)
MINIMUM
ELONGATION
(%)
500 DL
300
500
22
500 DH
500
600
14
600 DL1
350
600
16
600 DL2
280
600
20
700 DH
550
700
12
800 DL
500
800
950 DL
550
950
1000 DL
700
1000
800 M
600
800
900 M
750
900
1000 M
750
1000
1100 M
900
1100
1200 M
950
1200
1300 M
1050
1300
1400 M
1150
1400
1500 M
1200
1500
Type DL = Dual phase with a yield-to-tensile ratio less than or equal to 0.7.
Type DH = Dual phase with a yield-to-tensile ratio greater than 0.7.
Type M = Martensitic.
2-28
TABLE 2.12
SAE J1562 COATING MASS FOR GALVANIZED SHEET STEEL
MAXIMUM MASS
MAXIMUM MASS
PER SIDE1
PER SIDE1 FOR
FOR HOT-DIP
ELECTROGALVANIZED
(g/m2)
(g/m2)
CATEGORY
(DESIGNATION)
MINIMUM MASS
PER SIDE1
FOR HOT-DIP OR
ELECTROGALVANIZED
(g/m2)
00
00
NA2
00
20
20
50
30
30
30
60
45
40
40
70
55
45
45
75
60
50
50
80
70
55
55
85
75
60
60
90
80
70
70
100
90
90
90
120
110
98
98
130
130
1. Single spot test. Approximate thickness in microns equals coating mass in g/m2
multiplied by 0.14. Approximate thickness in mils = coating mass in g/m2 multiplied
by 0.006.
2. Not applicable.
2-29
TABLE 2.13
SAE J403 CARBON STEEL COMPOSITIONS FOR SHEET
GRADE
CARBON
(%)
MANGANESE
(%)
PHOSPHOROUS
(Max %)
SULFUR
(Max %)
1006
0.08 Max
0.45 Max
0.030
0.035
1008
0.10 Max
0.50 Max
0.030
0.035
1009
0.15 Max
0.60 Max
0.030
0.035
1010
0.08-0.13
0.30-0.60
0.030
0.035
1012
0.10-0.15
0.30-0.60
0.030
0.035
1015
0.12-0.18
0.30-0.60
0.030
0.035
1016
0.12-0.18
0.60-0.90
0.030
0.035
1017
0.14-0.20
0.30-0.60
0.030
0.035
1018
0.14-0.20
0.60-0.90
0.030
0.035
1019
0.14-0.20
0.70-1.00
0.030
0.035
1020
0.17-0.23
0.30-0.60
0.030
0.035
1021
0.17-0.23
0.60-0.90
0.030
0.035
1022
0.17-0.23
0.70-1.00
0.030
0.035
1023
0.19-0.25
0.30-0.60
0.030
0.035
1025
0.22-0.28
0.30-0.60
0.030
0.035
Max = Maximum
TABLE 2.14
SAE J405 CHEMICAL COMPOSITIONS OF WROUGHT STAINLESS STEELS, %
(maximum unless a range is indicated)
DESIGNATION
S20400
S30100
Mn
0.030 7.00-9.00
0.15
2.00
Si
Cr
Ni
0.040
0.030
1.00
15.00-17.00
1.50-3.00
0.15-0.10
0.045
0.030
1.00
16.00-18.00
6.00-8.00
0.10
2-30
3. Manufacturing processes
3.1
Stamping
The art of science of sheet metal stamping processes are
challenged daily to accommodate higher strength and thinner
materials. Further, these materials must be transformed into more
complex shapes with fewer dies and increased quality in the final
part. And, of course, all must be accomplished while reducing
costs. Such pressures require a rigorous approach to assessing the
current state of a stamping process. A detailed discussion on
stamping operations is given in Reference 4.2. However, an
overview is outlined below.
3.1.1
Stretching
The concept of major and minor strain can be used to describe
different kinds of sheet forming processes. In cases where the sheet
is stretched over a punch, the major strain is always positive. For
stretching, the minor strain is usually positive as well. Different
punch and clamping configurations can create a variety of major
and minor strain levels.
For stretching, a pulling load in the major strain direction is paired
with a zero or positive load applied in the minor strain direction.
The minor strain can vary from slightly negative (no applied load in
the minor strain direction, as in stretching a strip by pulling on its
ends) to positive strain equal to the level of the major strain. A
minor strain of zero is a special case, which is often called plane
strain. In plane strain, all deformation takes place in only two
dimensions; the major strain direction and the thickness direction.
All stretching is accommodated by thinning of the material.
In circle grid analysis (CGA), small circles are etched on the surface of
the steel sheet prior to stamping (Figure 3.1). After stamping, the
deformed circles are compared to the original circles (Figure 3.2).
For the condition of plane strain, the deformed circle is an ellipse
with the minor strain diameter equal to the original diameter of the
underformed circle. A minor strain equal to the major strain is
indicated by an original circle, which remains circular after
deformation. However, the diameter of the circle after deformation
is larger than the diameter before deformation. This condition is
called equi-biaxial stretch because the amount of the stretch is
equal regardless of the direction in the plane of the sheet.
3-1
FIGURE 3.1
TYPICAL CIRCLE GRID PATTERN
FIGURE 3.2
REPRESENTATION OF STRAINS BY ETCHED CIRCLES
3-2
3.1.2
Drawing
When a sheet is pulled into a die cavity, and must contract to flow
into the cavity in areas such as at a corner or in the flange of a
circular cup, the sheet is said to be undergoing drawing. Drawing,
also known as deep drawing, generates compressive forces in the
flange area being drawn into the die cavity. Negative minor strains
are generated. In contrast to failures in stretching, failures in
drawing do not normally occur in the flange area where the
compression and flow of sheet metal is occurring. Instead, necking
and fracture occur in the wall of the stamping near the nose of the
punch. Failure occurs here because the force causing the
deformation in the flange must be transmitted from the punch
through this region. If the force required to deform the flange is too
great, it cannot be transmitted by the wall without overloading the
wall.
3.1.3
Bending
Bending differs from drawing and stretching, because the
deformation present in bending is not homogeneous through the
thickness of the material. For pure bending, where there is no
superimposed tension or compression on the bending process, the
center of the sheet has zero strain. The outer surface is elongated,
with a tensile strain equal to t/2r (t=steel thickness, r=bend radius to
the midpoint of the steel thickness). The inner surface is
compressed, with a compressive strain equal to t/2r. The strain
varies from compressive at the inner radius, through zero at the
midpoint of the thickness, to tensile at the outside radius. In pure
bending, the compressive and tensile strains are equal.
Because the strain varies through the thickness, forming limit
analysis (Section 3.1.5) does not directly apply. Materials with very
little capacity to be formed can frequently undergo bending
operations successfully. The tendency to thin locally, with necking
and fracture, is not present in bending. Cold working of the
material does take place. However, the amount of work hardening
depends on the radius of the bend and the thickness of the material.
A sharper radius (smaller r) or thicker material (greater t) causes an
increase in strain at the surface. Bending is a plane strain
operation. The length of the bend does not change during bending,
except for localized distortion at the edge of the sheet.
3.1.4
3-3
3.1.5
Forming limits
The measurement of strain provides an important tool for
determining the local deformation that occurs in a complicated
process. Sharply changing levels of strain usually indicate a
localization of deformation and a higher likelihood of necking and
failure during forming. For sheet metal, it has been found that a
limit to the major strain exists for each level of minor strain. This
phenomenon has been studied in the laboratory and has resulted in
the creation of forming limit diagrams.
First, flat sheets of a given material are etched with circles as shown
in Figure 3.1. The flat sheets are then deformed in a variety of
configurations to develop a large range of major and minor strains.
If the forming process for any given configuration is continued until
failure (as defined by localized necking), the major and minor
strains at failure, as shown in Figure 3.2, can be measured for that
configuration.
By plotting the failure strains of the various configurations, a
boundary line indicating the major strain limit for each minor strain
is obtained (Figure 3.3). While this limit is not absolute, there is a
very high probability of failure above this boundary line and a low
probability of failure below this line. The boundary line is
frequently called the forming limit curve, and the entire graph, the
forming line diagram (FLD). A second forming limit curve, plotted
with major strains 10% below those of the boundary line, is
sometimes used to provide a safety factor. Each combination of
material properties and thickness results in a different FLD.
3.2
Roll forming
Cold roll forming is a process whereby a sheet or strip of metal is
formed into a uniform cross section by feeding the stock
longitudinally through a roll forming mill. The mill consists of a
train with pairs of driven roller dies, which progressively form the flat
strip until the finished shape is produced.
The number of pairs of rolls depends on the type of material being
formed, the complexity of the shape being produced, and the
design of the particular mill being used. A conventional roll
forming mill may have as many as 30 pairs of roller dies mounted
on individually driven horizontal shafts.
Roll forming is one of the few sheet metal forming processes that is
confined to a single primary mode of deformation. Unlike most
forming operations that have various combinations of stretching,
drawing, bending, bending and straightening, and other forming
modes, the roll forming process is nothing more than a carefully
designed series of bends. In roll forming, metal thickness is not
changed except for a slight thinning at the bend radii.
3-4
FIGURE 3.3
TYPICAL FORMING LIMIT DIAGRAM
3-5
3.3
Hydroforming
There are two types of hydroforming - sheet and tubular. Sheet
hydroforming is typically a process where only a female die is
constructed and a bladder membrane performs as the punch. High
pressure fluid (usually water) forces the bladder against the steel
sheet until it takes the shape of the female die. Sheet hydroforming
has several advantages versus stamping such as lower tooling costs
and less friction during forming. However, it is limited to lower volume applications due to its higher cycle time.
In tubular hydroforming, a straight or pre-bent tube is laid into a
lower die. The upper and lower dies are then clamped together.
Next, conical nozzles are inserted and clamped into each end of
the tube. Finally, a fluid (usually water) is forced at a high pressure
into the tube until it takes the shape of the die. While tube
hydroforming technology has been around for decades, the mass
production of automotive parts only became cost effective in
about 1984.
The benefits of hydroforming are usually found via part
consolidation and the elimination of engineered scrap. Box
sections, consisting of two hat sections welded together, lend
themselves to cost-effective replacement by a single hydroformed
part. Punches, mounted in the forming dies, are used to pierce
holes during forming, eliminating subsequent machine operations.
The structural integrity of a hydroformed part, made from a single
continuous tube, is superior to that of a part made from two or
more components. Weight savings of 10 to 20% can be achieved
via both reducing gauge and eliminating weld flanges. If flanges
are necessary for attachment, they can be created by pinching the
tube during the hydroforming process.
High volume tubular hydroformed parts are currently incorporated
into automotive components such as subframes, ladder frames,
IP beams, roof rails, and exhaust components.
3-6
3.4
Hot forming
Generally speaking, as the strength of steel increases, its ductility
decreases. One method used to overcome the reduced formability
of ultra high-strength steel is hot forming. Hot formed bumper
beams have very high-strength. They offer not only mass reduction
but also large and compound sweeps. Highly complex beams can
be produced in one piece. The repeatability of dimensions is very
good and there is no springback, a phenomenon which is common with cold forming processes.
The hot forming process involves the following steps:
Blanking
Heating
Forming/Quenching
De-scaling (if required)
The typical material used for hot stamping is boron steel having
0.22% carbon, 0.002% boron, an as-delivered yield strength of
330 MPa (47.9 ksi), an as-delivered tensile strength of 500 MPa
(72.5 ksi) and a 15-20% elongation. The boron steel may be bare
or aluminized. If aluminized, a hot dip Type 1 coating (10% silicon)
and a coating mass of 120-160 g/m2 (0.7-1.0 mils) are common.
After heating and quenching, a hot formed part has very high
hardness (470 HV). Thus, it is best to punch any required holes
into the blank.
The developed blanks or pre-formed parts are continuously fed
into a furnace. They are heated to austenitizing temperatures,
approximately 900C (1650F). If bare steel is used, the furnace
usually has a non-oxidizing atmosphere to suppress scale
formation. However, on transfer to the forming/quenching press,
some scale will form. If aluminized steel is used, a Fe-Al alloy forms
in the furnace on the surface of the steel sheet and scaling is
avoided.
In the forming/quenching press, the blank/pre-formed section is
formed to its final shape using dies maintained at room
temperature. The part is held in the die until it is sufficiently
quenched. Some tempering is usually required. Tempering may be
accomplished by ejecting the part from the forming/quenching
dies while it is still fairly hot or by baking the quenched part in an
oven. The yield strength of the final hot formed part for a common
10B21 boron steel has increased to about 1140 MPa (165 ksi) and
the tensile strength to about 1520 MPa (220 ksi). Elongation has
decreased to less than 6%.
A part made from aluminized sheet has a hard Fe-Al-Si coating
system and is scale free, eliminating the need for de-scaling.
Further, this coating system provides corrosion protection for the
finished part. A part made from bare sheet does have scale and
de-scaling is often employed.
3-7
3.5
3.5.2
Aluminum coating
This coating is described in Section 3.4.
3-8
3.5.3
Polishing
In order to achieve a high quality surface after painting or
chromium coating, the steel blanks used to stamp facebars must
be smooth and free of surface defects. Traditionally, hot rolled
sheet has been used for facebars and the following steps taken for
the blanks:
Ordering to special surface and flatness requirements
Pickling
Polishing
Phosphating and lubricating
3.5.4
Chromium coating
Chromium coatings are applied using the electroplating process,
which places a thin layer of metal on an object through the use of
electricity. Although there are variations, the following steps are
typically used to place a chromium coating on a fabricated facebar:
Polishing manually or automatically to remove die marks, orange
peel and shock lines introduced during the stamping process.
Cleaning to remove lubricants, polishing compounds and shop soils.
Pickling to remove oxides, rust, scale and weld smoke.
Rinse.
Semi-bright nickel electroplating.
Rinse.
Bright nickel electroplating.
Rinse.
Decorative chromium electroplating.
Rinse.
In the electroplating steps described above, the metal coating is
deposited onto the facebar by applying an electrical potential
between the facebar (cathode) and a suitable anode in the
presence of an electrolyte. The electrolyte usually consists of a
water solution containing a salt of the metal to be deposited and
various other additions that contribute to the electroplating
process. When the metallic salt dissolves in the water, the metal
atoms are freed to move about. The atoms lose one or more
electrons and become positively charged ions. The metallic ions
are attracted to the negatively charged facebar. They coat the
facebar and regain their lost electrons to become metal once again.
Typical coating thickness applied to the significant (visible)
surfaces of steel facebars is:
Total nickel
30 micrometers (1.2 mils) min.
Semi-bright nickel
Bright nickel
Chromium
3-9
Conversion coating
Phosphate conversion coatings are employed to enhance paint
adhesion. By enhancing paint adhesion, they indirectly enhance
corrosion resistance. There are several varieties of phosphate
coatings (e.g., iron, zinc or manganese).
Prior to the application of a conversion coating, the metal surface
must be free of shop soils, oil, grease, lubricants and rust. The
metal surface must be receptive to the formation of a uniform,
adherent chemical film or coating. Surfaces may be cleaned by
mechanical methods or, more commonly, by immersion or spray
cleaner systems.
A phosphate coating is applied by immersing a clean metal part in
a hot processing solution for 4-6 minutes, depending on bath
chemistry. The weight (thickness) of the conversion coating is
dependent on the manner in which the part is cleaned, the
immersion time, the composition of the processing bath and the
composition of the metal itself.
3.5.6
Electrocoating (E-coating)
E-coat is an organic coating applied by the electrocoating method.
Electrocoating has the ability to coat all areas of complex parts
including recessed areas and edges. E-coat is a durable, lasting
coating. It is used as a primer, top coat or both.
Parts are usually E-coated via a conveyor system in one continuous
process. Although there are variations, the usual steps in applying
E-coat to a steel part are: alkaline cleaner, water rinse, surface
conditioner, zinc phosphate coating (see Section 3.5.4), rinse, seal
coating, de-ionized water rinse, E-coat application, permeate rinse,
final de-ionized water rinse, and curing oven.
E-coating systems are known as anodic or cathodic depending on
whether the part is the anode or the cathode in the electrochemical
process. Cathodic systems are common since they require less
surface preparation and they provide better corrosion resistance.
The E-coat process requires a coating tank or bath in which to
immerse the part. The bath, containing water and paint, is given a
positive charge (cathodic system). The part, with a negative
charge, when immersed in the bath, attracts the positively charged
paint particles. The paint particles coalesce as a coating (E-coat)
on the part surface. E-coat thickness typically applied to bumper
beams ranges from 20 to 25 micrometers (0.8 to 1.0 mils).
3-10
3.5.7
Paint coating
Paint is a cost effective corrosion protection method. It acts as a
barrier to a corrosive solution or electrolyte and it prevents, or
retards, the transfer of electrochemical charge from a corrosive
solution to the metal beneath the paint.
Paint is a complex mixture of materials designed to protect the
substrate and to enhance appearance. It is composed of binders,
carriers, pigments and additives. Binders provide the major
properties to the paint while the carriers (solvents and/or water)
adjust the viscosity of the paint for the application. Pigments
impart specific properties such as corrosion resistance and color.
The type of pigment and its volume are critical to the optimization
of properties such as adhesion, permeability, resistance to
blistering and gloss. Additives include thickeners, flow agents,
catalysts and inhibitors.
Paints are often identified by the type of polymers employed.
Commonly used paint coatings include:
Alkyd and epoxy ester (air dried or baked)
Two-part coatings such as urethane
Latex coatings such as vinyl, acrylic or styrene polymer
combinations
Water soluble coatings (versions of alkyd, epoxy ester or polyester)
Baked enamel basecoat/rigid clearcoat systems are commonly
applied to the frontside of facebars. The process steps include:
Conversion coating (see Section 3.5.3)
E-coating (see Section 3.5.4)
Enamel basecoating
Enamel clearcoating
Baking.
3.5.8
Autodeposition coating
Autodeposition is a waterborne process that depends on chemical
reactions to achieve deposition. The composition of an
autodeposition bath includes a mildly acidic latex emulsion
polymer, de-ionized water and proprietary ingredients. The
chemical phenomenon consists of the mildly acidic bath attacking
the steel parts being immersed and causing an immediate surface
reaction that releases iron ions. These ions react with the latex in
solution causing a deposition on the surface of the steel parts. The
newly deposited organic film is adherent yet quite porous. Thus,
the chemical activators can rapidly diffuse to reach the surface of
the metal, allowing continued coating formation.
The coating thickness is time and temperature related. Initially, the
process is quite rapid, but slows down as the film begins to build.
As long as the parts being coated are in the bath, the process will
continue. Typically, film thickness is from 15 to 25 micrometers
(0.6 to 0.8 mils).
Autodeposition will coat any metal the liquid touches. Thus, an
advantage of this coating is its ability to coat the inside of tubing
and deep cavities. Autodeposition does not require a conversion
coating and the coating cures at a relatively low temperature.
3-11
3.5.9
Powder coating
In the powder coating process, a dry powder is applied to a clean
object. After application, the coated object is heated, fusing the
powder into a smooth continuous film. Powders are available in a
wide range of chemical types, coating properties and colors. The
most widely used types include acrylic, vinyl, epoxy, nylon,
polyester and urethane. Modern application techniques for
applying powders fall into four basic categories: fluidized bed
process, electrostatic bed process, electrostatic spray process and
plasma spray process.
The electrostatic spray process is the most commonly used
method for applying powders. In this process, the electrically
conductive and grounded object is sprayed with charged,
non-conducting powder particles. The charged particles are
attracted to the substrate and cling to it. Oven heat then fuses the
particles into a smooth continuous film. Coating thicknesses in the
range of 25 to 125 micrometers (1 to 5 mils) are obtained.
3-12
4. Manufacturing considerations
4.1
Forming considerations
High-strength and ultra high-strength steels have less ductility, and
hence less formability, than lower strength steels. Thus, care must
be taken in part design and forming method selection. In addition,
springback increases with yield strength and it must be accounted
for in the process design. Sections 4.1.1 through 4.1.5 provide
Guidelines and Rules of Thumb for the roll forming and stamping
processes. The Guidelines and Rules of Thumb are based on practical
experience. Their use will help alleviate formability and springback
issues associated with the roll forming and stamping of high-strength
and ultra high-strength steels.
4.1.1
4-1
4.1.2
4.1.3
4-2
4-3
FIGURE 4.1 a)
RULES OF THUMB - SPRINGBACK
4-4
FIGURE 4.1 b)
RULES OF THUMB - SPRINGBACK
4-5
FIGURE 4.1 c)
RULES OF THUMB - SPRINGBACK
4-6
FIGURE 4.2
RULES OF THUMB - DIE FLANGE STEELS
4-7
FIGURE 4.3
RULES OF THUMB - HAT SECTION
4-8
FIGURE 4.4
RULES OF THUMB - RADIUS SETTING
When forming a hat section, the action of the die can aid the
retention of shape by setting the corner radii.
4-9
FIGURE 4.5 a)
RULES OF THUMB - COMBINATION FORM & FLANGE DIE
4-10
FIGURE 4.5 b)
RULES OF THUMB - COMBINATION FORM & FLANGE DIE
AIR PINS
4-11
FIGURE 4.6
RULES OF THUMB - FORMING BEADS
4-12
FIGURE 4.7
RULES OF THUMB - FORMING AN EMBOSS
4-13
FIGURE 4.8
RULES OF THUMB - EDGE SPLITTING
It is important that the trim quality be maintained to prevent edgesplitting from work hardening.
Refer to Figure 4.8
1) When forming an outside corner, the trim edge has a tendency
to wrinkle. In order to minimize this wrinkling condition, it is
recommended that the flange in the area of the wrinkle be as
short as possible.
2) Inside corners have a tendency to split. Therefore, try to make
the trim line as long as possible by scalloping the edge.
A combination of shortening the flange and lengthening the
trim line should help stop the splitting.
If not, a formation change has to be made to add material to the
split area.
4-14
FIGURE 4.9
RULES OF THUMB - PART DESIGN
4-15
FIGURE 4.10
RULES OF THUMB - DIE CONSTRUCTION
4-16
FIGURE 4.11
RULES OF THUMB - DEVELOPED BLANKS
4-17
FIGURE 4.12
RULES OF THUMB - TRIMMING
4-18
FIGURE 4.13
RULES OF THUMB - DIE SHEAR
4-19
4.1.4
Guidelines for hat sections stamped from high-strength or ultra high-strength steels.
Basic guidelines for designing and processing hat section parts of
high-strength or ultra high-strength steel are (Reference 6.3):
Do:
Form channels as close to finished shape as possible.
Avoid closed ends on channels.
Utilize small die radii.
A combination of low pad pressure and tight clearance
minimizes curl and springback.
Allow for extra development time.
Dont:
Assume high-strength and ultra high-strength steel will
behave like mild steel.
Depend on traditional die design criteria.
4.1.5
4-20
TABLE 4.1
SAE J2340 STEELS AND STRENGTH GRADES
Steel Description
Grade Type
300, 340
High-Strength low-alloy
X&Y
DH & DL
TABLE 4.2
SAE J2340 CHEMICAL LIMITS ON UNSPECIFIED ELEMENTS
Notes:
Element
Type A, B & R
Type S
Type X & Y
Type D & M
0.100
0.100
0.060
0.020
0.015
0.020
0.015
0.015
Cu
0.200
0.200
0.200
0.200
Ni
0.200
0.200
0.200
0.200
Cr
0.150
0.150
0.150
0.150
Mo
0.060
0.060
0.060
0.06
1) P= phosphorus
Mo= molybdenum
S= sulphur
Cu= copper
Ni= nickel
Cr= chromium
2) Maximum phosphorus shall be less than 0.050 on grades 180A & 180B.
3) The sum of Cu, Ni, Cr and Mo shall not exceed 0.50% when none of these elements are specified.
When one or more of Cu, Ni, Cr or Mo are specified, the sum limit of 0.50% does not apply. However,
the individual limits for the unspecified elements apply.
4-22
4-23
FIGURE 4.14
GAS METAL ARC WELDING (GMAW)
a) SCHEMATIC
4-24
4-25
4-26
Limitations
Slag must be removed
More smoke and fumes than GMAW
Spatter
FCAW wire is expensive
Equipment is more expensive and
complex than that for manual
welding
FIGURE 4.15
FLUX CORED ARC WELDING (FCAW)
a) SCHEMATIC
4-27
FIGURE 4.16
RESISTANCE SPOT WELDING (RSW)
a) SCHEMATIC
b) LOBE CURVE
FIGURE 4.17
RESISTANCE PROJECTION WELDING (RPW)
Limitations
Higher equipment costs than arc
welding
Surface indentation
Nondestructive testing
Low tensile and fatigue strength
Not portable
Electrode wear
Lap joint requires additional metal
4-30
Limitations
Requires an additional operation to
form projections
Requires accurate control of projection
height and precise alignment of the
welding dies with multiple welds
Requires higher capacity equipment
than spot welding
Sheet metal thickness limited by ability
to form projections
4-31
Limitations
Higher equipment costs than arc welding
Power line demands
Nondestructive testing
Low tensile and fatigue strength
Not portable
Electrode wear
Lap joint requires additional metal
FIGURE 4.18
RESISTANCE SEAM WELDING (RSeW)
Lower Speed
Higher Current
CURRENT, kA
CURRENT, kA
Non-Continuous
Seam
Units
as per
b
FO
E
RC
a) SEAM VARIATIONS
D,
PEE
/se
mm
SPE
ED
SPE
/se
mm
D,
min
/
, in.
E
RC
SP
FO
lb
min
in./
lb
E
RC
E
RC
FO
FO
,
EED
FIGURE 4.19
RESISTANCE PROJECTION SEAM WELDING (RPSeW)
a) SCHEMATIC
b) SEAM GEOMETRY
4-33
4-34
Limitations
Requires an additional operation to form
projections
Requires accurate control of projection
height and precise alignment of the
welding dies
Sheet metal thickness limited by
ability to form projections
Limitations
Special care must be taken to avoid
radiation interference in the plants
vicinity
Uneconomical for products required
in small quantities
Needs proper fit-up
Hazards of high frequency current
FIGURE 4.20
HIGH FREQUENCY AND INDUCTION RESISTANCE SEAM WELDING (RSeW-HF&I)
FIGURE 4.21
UPSET WELDING (UW)
a) SCHEMATIC
b) PLATEN MOTION
4-36
4-37
Limitations
Produces unbalance on three-phase
primary power lines so often DC
current is used
Requires special equipment for
removal of flash metal
Difficult alignment for workpieces
with small cross sections
Requires part cross section
consideration
Limitations
Start-up cost is high
Parts must be able to rotate about an
axis of symmetry
Free machining alloys are difficult to
weld
Non-forgeable materials cannot be
friction welded
4-39
FIGURE 4.22
FRICTION WELDING (FRW)
a) PART ROTATION
b) PART OSCILLATION
FIGURE 4.23
LASER BEAM WELDING (LBW)
b) BEAM FOCUS
4-40
The most common gas laser is the carbon dioxide laser (see
Figure 4.23a). It is also the laser used for most welding applications.
An electrical charge excites the carbon dioxide molecules, which
on their return to their normal energy state emit some photons.
Much like solid-state lasers, reflective surfaces are placed at the
ends of the tube in which the gas is contained. The one end is
totally reflective, while the other allows a small amount of light to
pass. This light is emitted at a wavelength of 10.6 microns.
Factors affecting the choice between gas and solid-state lasers are:
Nd:YAG lasers: most metals absorb its wavelength better than
the CO2 laser wavelength, versatile fiber-optic delivery, easy
beam alignment, easier maintenance, smaller equipment, and
more expensive safety measures than CO2 because of its wavelength.
CO2 lasers: higher power, better beam quality in terms of focus
ability, higher speeds and deeper penetration for materials that
dont reflect its light, and lower start-up and operation.
In laser welding, the beam can be focused for different applications
as illustrated in Figure 4.23b). Usually, a small focus size is used
for cutting and welding, while a larger focus is used for heat treatment
or surface modification. The focal spot of the beam can also be
varied based on the application.
The advantages and limitations of LBW are:
Advantages
Single pass weld
penetration in
steel up to 19mm
(0.75 inches) thick
Materials need
not be conductive
No filler metal
required
Low heat input
produces low
distortion
Limitations
High initial start-up costs
Part fit-up and joint tracking are
critical
Not portable
High cooling rates may lead to
material problems
LBW advantages include the very rapid weld travel speed and
the low heat input that results in very little distortion. However,
initial equipment costs for laser welding are high. Additional
costs to assure good part fit-up may be of some disadvantage.
Coatings on steel can be a problem in plume formation through
which the laser beam cannot adequately penetrate. Fume control
shielding gas may be required.
4.2.3.11 Laser beam and plasma arc welding (LBW/PAW)
There have been a number of experimental developments in
welding processes using the laser welding process as a base and
coupling a second welding process (such as plasma arc welding)
with it. The benefit is that the high travel speed associated with
the laser process is combined with the metal fill, the less stringent
part fit-up and the favorable bead shape associated with the plasma
arc process. Two variations of the LBW/PAW process are
described in two patents (References 4.11 and 4.12).
4-41
Cr + Mo + V +
5
Ni + Cu
15
Generally, steels with low CE values (e.g., 0.2 to 0.3) have excellent
weldability; however, the susceptibility to underbead cracking
from hydrogen increases when the CE exceeds 0.40.
4.2.5 Ranking of welding processes
David Dickinson, The Ohio State University, used his experience
and the results of a State-of-the-Art Welding Survey (Reference
4.5), to rank the suitability of various welding processes for
joining bumper steels. His poor, acceptable, better and
best rankings are given in Table 4.3. Note: The rankings for
10B21 Modified were added to the Table by the American Iron
and Steel Institutes Bumper Project Group. The rankings are
subjective and should not be taken as absolute. However, they
do provide a starting point for the selection of a welding process.
The welding processes in Table 4.3 were all identified in
Dickinsons SOA Survey as ones that are currently used in
bumper manufacture, or were used to produce prototype
bumpers. The processes, described in Sections 4.2.3.1 to
4.2.3.11, are:
1. Gas metal arc welding (GMAW)
2. Flux cored arc welding (FCAW)
3. Resistance spot welding (RSW)
4. Resistance projection welding (RPW)
5. Resistance seam welding (RSeW)
6. Resistance projection seam welding (RPSeW)
7. High frequency and induction resistance seam welding
(RSW-HF&I)
8. Upset welding (UW)
9. Friction welding (FRW)
10. Laser beam welding (LBW)
11. Laser beam and plasma arc welding (LBW/PAW)
4-42
TABLE 4.3
RANKING OF WELDING PROCESSES BY BUMPER MATERIAL
RPW
RSeW
RPSeW
RSeW-HF&1
UW
FRW
LBW
LBW/PAW
UNCOATED
SAEJ2329 (Grade 1)
CQ
SAEJ2329 (Grades 2 & 3)
DQSK
SAEJ2329 (Grades 2 & 3)
DQAK
SAEJ1392 (035XLF)
35XLF
SAEJ1392 (050XLF)
50XLF
SAEJ1392 Modified
55XLF
SAEJ1392 (080XLF)
80XLF
SAEJ2340 (830R)
120XF
SAEJ2340 Modified
135XF
SAEJ2340 (950DL)
140T
SAEJ2340 (1300M)
M190HT
10B21 (Modified) SAEJ403 (10B21 Modified)
COATED
HDG/EG
RSW
MATERIAL
STANDARD2
FCAW
BUMPER
MATERIAL1
GMAW
WELDING PROCESSES 3, 4
B
B
B
B
B
B
B
b
b
b
b
B
B
B
B
B
B
B
B
b
b
b
b
B
B
B
B
B
B
B
B
B
B
B
b
g
B
B
B
B
B
B
B
B
B
B
b
g
B
B
B
B
B
B
B
B
B
B
b
b
B
B
B
B
B
B
B
B
B
b
b
g
B
B
B
B
B
B
B
B
B
B
b
B
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
b
1. Refer to Section 4.2.5 and Tables 2.1, 2.2, 2.3, 5.4 and 5.5 for bumper material definitions and properties.
2. See References 4.13, 4.14, 4.15 and 6.4.
3. Refer to Section 4.2.3 for welding process definitions.
4. p = poor
g = acceptable b = better
B = best
4-43
All of the materials in Table 4.3 are commonly used for production
bumpers. Examples are given in Tables 5.4 and 5.5 along with a
description of each bumper material. In Table 4.3, the welding
processes are ranked for the following materials:
Hot rolled or cold rolled (uncoated) sheet steel
1. CQ
2. DQSK
Commercial quality
Drawing quality, special killed de-oxidation
practice.
3. DQAK
Drawing quality, aluminum killed.
4. 35XLF
High-strength low-alloy with sulphide inclusion
control, low carbon, 240 MPa (35 ksi) yield
strength.
5. 50XLF
High-strength low-alloy with sulphide inclusion
control, low carbon, 345MPa (50ksi) yield
strength.
6. 55XLF
High-strength low-alloy with sulphide inclusion
control, low carbon, 380MPa(55ksi) yield
strength.
7. 80XLF
High-strength low-alloy with sulphide inclusion
control, low carbon, 550MPa (80ksi) yield
strength.
8. 120XF
High-strength low-alloy with sulphide inclusion
control, low carbon 830MPa (120ksi) yield
strength.
9. 135XF
High-strength low-alloy with sulphide inclusion
control, low carbon 920MPa (135ksi) yield
strength.
10. 140T
Dual phase structure contains martensite in
ferrite matrix, excellent formability prior to strain
aging, 965MPa (140ksi) tensile strength.
11. M190HT Martensitic quality, 1310MPa (190ksi) tensile
strength.
12. 10B21
Carbon-Boron steel, 1140MPa (165ksi) yield
(Modified) strength after hot forming and quenching.
4-44
4-45
Hardness
FIGURE 4.24
HARDNESS IN HEAT-AFFECTED ZONE OF ARC WELDS
4-46
FIGURE 4.25
RESISTANCE SPOT WELDING COMPARISON
c) GALVANIZED SHEET
4-47
4-48
4-49
5. Design concepts
5.1
5.2
Tailored Products
There are two types of tailored products used for bumper beams:
laser welded blanks and tailor rolled blanks.
A laser welded blank joins two or more flat steel blanks together
with laser welding prior to forming. The blanks can have different
strengths and thicknesses so that the formed end product has
extra thickness and/or strength where it is needed. Examples of
laser welded blanks are shown in Figure 5.3.
A tailor rolled blank is created by sending a steel coil through a tailor
rolling process where the thickness is reduced in certain areas with
compressive rollers. The variable thickness coil can then be
blanked to create a tailor rolled blank. The tailor rolled blank can
then be stamped or hot formed into a component that has extra
thickness where it is needed. In the future, it may even be possible
to send a tailor rolled coil through a roll forming line to produce
roll formed parts with variable thicknesses.
Both laser welded blanks and tailor rolled blanks have been
implemented into production for bumper beams and are considered
a viable method of mass reduction for steel bumper systems.
5-1
FIGURE 5.1
DEFINITION OF SWEEP
5-2
TABLE 5.1
SWEEP NUMBERS (CAMBER, X, INCHES)
SWEEP
NO.
RADIUS
(inches)
30
35
40
45
50
55
60
0.031
0.043
0.056
0.070
0.087
1.105
0.125
3600.0
10
0.311
0.424
0.554
0.701
0.866
1.048
1.250
360.6
15
0.466
0.635
0.830
1.050
1.297
1.569
1.875
240.9
20
0.622
0.847
1.107
1.402
1.732
2.098
2.500
181.3
25
0.773
1.052
1.374
1.749
2.164
2.621
3.125
145.6
30
0.926
1.263
1.652
2.095
2.592
3.143
3.750
121.9
35
1.072
1.474
1.924
2.445
3.023
3.673
4.375
104.9
40
1.224
1.670
2.188
2.776
3.442
4.182
5.000
92.5
45
1.373
1.872
2.455
3.167
3.867
4.701
5.625
82.8
50
1.513
2.067
2.711
3.449
4.282
5.214
6.250
75.1
55
1.659
2.264
2.973
3.782
4.703
5.731
6.875
68.9
60
1.790
2.449
3.218
4.103
5.106
6.236
7.500
63.8
5-3
TABLE 5.2
SWEEP NUMBERS (CAMBER, X, MILLIMETERS)
SWEEP
NO.
RADIUS
(mm)
762
889
1016
1143
1270
1397
1524
0.79
1.09
1.42
1.78
2.21
2.67
3.18
91440
10
7.90
10.8
14.1
17.8
22.0
26.6
31.8
9159
15
11.8
16.1
21.1
26.7
32.9
39.9
47.6
6119
20
15.8
21.5
28.1
35.6
44.0
53.3
63.5
4605
25
19.6
26.7
34.9
44.4
55.0
66.6
79.4
3698
30
23.5
32.1
42.0
53.2
65.8
79.8
95.3
3096
35
27.2
37.4
48.9
62.1
76.8
93.3
111
2664
40
31.1
42.4
55.6
70.5
87.4
106
127
2350
45
34.9
47.5
62.4
80.4
98.2
119
143
2103
50
38.4
52.5
68.9
87.6
109
132
159
1908
55
42.1
57.5
75.5
96.1
119
146
175
1750
60
45.5
62.2
81.7
104
130
158
191
1619
5-4
FIGURE 5.2
DEFINITION OF DEPTH OF DRAW
5-5
FIGURE 5.3
EXAMPLES OF TAILOR WELDED BLANKS
5-6
5-7
FIGURE 5.4
ROLL FORMED BEAMS
5-8
FIGURE 5.5
STAMPED FACEBARS
5-9
FIGURE 5.6
HOT-FORMED BEAMS
5-10
FIGURE 5.7
SHEET HYDROFORMED FACEBAR
5-11
5-12
9.48 kg
10.47 kg
7.4 kg
Beam = 2.6 kg
25.9 kg
5.6 kg
28.2 kg
2012 Jaguar XF
Facebar = 9.7 kg
Assembly = 18.7 kg
4.5 kg
5.8 kg
3.3 kg
MASS
VEHICLE DESCRIPTION
Front
Rear
Front
Front
Front
Rear
LOCATION
(front or rear)
Roll Forming
Hot Stamped
Rear
Front
Roll/Hot
Front
Forming (ACCRA)
Roll/Hot
Rear
Forming (ACCRA)
Hot Stamped
Front
Roll Forming
Stamping
Stamping
Sheet
Hydroforming
Roll Forming
Roll Forming
PRODUCTION
METHOD
M190T
10B21MnB
10B21MnB
22MnB5
MnB 1500
120XF
Mild Steel
035XLF
190T /
1300MPa
190T /
1300MPa
Mild Steel
MATERIAL
1.8 mm
1.7 mm
1.8 mm
1.2 mm
1.2 mm
1.7 mm
1.6 mm
1.8 mm
1.6 mm
1.2 mm
1.1 mm
(mm)
THICKNESS
FEATURES
TABLE 5.3
LATEST BENCHMARK BUMPER BEAMS
XLF
High-strength low-alloy (HSLA) with low carbon. Formability of this quality is superior to XF quality.
Designation number is yield strength in ksi.
Martensitic quality.
MPa
Mega Pascal.
MnB
Manganese Boron
5-13
5-14
TABLE 5.4
ROLL FORMED BUMPER BEAMS
2009 MODEL YEAR
5-15
Tahoe
front
rear
front
Caliber
Caliber
Charger
Charger
rear
front
rear
front
front
P150 Ranger
front
front
Sentra
rear
rear
rear
front
front
rear
FRONT OR
REAR
BUMPER
Sky
Wrangler
Tahoe
MODEL
Ridgeline
MAKE
STEEL THICKNESS
GRADE1 [mm (inches)]
none
E-coat
E-coat
6.20 CR
(13.68)
15.20 22.60 HR
(33.51) (49.83)
5.85 CR
(12.90)
6.20
(13.68)
7.40
(16.32)
E-coat
E-coat
none
none
none
none
none
none
2.55 8.26 CR
(5.61) (18.21)
2.55 8.26 CR
(5.61) (18.21)
6.71 CR
(14.80)
6.75 CR
(14.88)
7.89 CR
2.9
(6.38) (17.36)
6.03 CR
(13.30)
6.71 CR
(14.80)
6.75 CR
(14.88)
5.71
(12.60)
6.71
(14.80)
6.75
(14.88)
4.99
(11.00)
6.03
(13.30)
6.71
(14.80)
6.75
(14.88)
E-coat
5.71
(12.60)
4.58
2.44 7.02 60G60G
(10.08) (5.36) (15.44)
E-coat
5.74 CR
(12.65)
5.74
(12.65)
2.70
(5.94)
E-coat
5.85 CR
(12.90)
5.85
(12.90)
5.85
(12.90)
E-coat
7.79 HR
(17.16)
7.79
(17.16)
BUMPER SUPPLIER
COATING
E-coat
1.88
(4.14)
Performance
Mounting
Subtotal
Total
Reinforcements
Brackets
STEEL
PRODUCT
HR
Beam
none
none
28
43
40
40
28
43
40
40
42
39
36
36
28
35
3348
(132)
2200
(87)
2348
(92)
2348
(92)
3348
(132)
2200
(87)
2350
(93)
2350
(93)
2243
(88)
2400
(95)
2628
(103)
2628
(103)
3295
(10)
2673
(105)
TABLE 5.4
ROLL FORMED BUMPER BEAMS
2009 MODEL YEAR
5-16
rear
front
rear
rear
front
rear
front
front
front
Impala
Acadia
Acadia
Aura
Outlook
Outlook
Impala
Malibu
Camaro
rear
Enclave
rear
Patriot
Malibu
front
Patriot
rear
Compass
FRONT OR
REAR
BUMPER
front
MODEL
Compass
MAKE
STEEL THICKNESS
GRADE1 [mm (inches)]
E-coat
15.84 CR
(34.92)
6.56
(14.47)
E-coat
E-coat
none
5.78
5.81 15.84 CR
(12.85) (12.81) (34.92)
7.09 CR
8.73
7.11
(19.25) (15.67) (15.61)
0.25 7.39 CR
(0.54) (16.30)
1.20 6.74 CR
(2.66) (14.85)
1.15
(2.55)
2.17
(4.78)
6.56
(14.47)
6.84
(15.07)
6.19
(13.64)
6.74
(14.85)
E-coat
E-coat
2.44 11.59 CR
(5.39) (25.66)
2.17
(4.78)
5.53
(12.19)
E-coat
4.63
(10.20)
5.78
5.81 15.84 CR
(12.75) (12.81) (34.92)
1.15
(2.25)
6.56
(14.47)
E-coat
E-coat
2.42 11.59 CR
(5.34) (25.56)
4.63
(10.20)
7.97 CR
8.73
7.11
(19.25) (15.67) (17.58)
2.44 8.73 CR
(5.39) (19.25)
6.31
(13.91)
E-coat
none
6.53 6.03 CR
(14.40) (13.30)
6.03
(13.30)
7.97 CR
8.73
7.11
(19.25) (15.67) (17.58)
none
11.76 CR
(25.93)
5.23
(11.53)
2.17
(4.78)
none
5.46 6.03 CR
(12.04) (13.30)
6.03
(13.30)
5.53
(12.19)
none
BUMPER SUPPLIER
COATING
10.45 CR
(23.04)
Performance
Mounting
Total
Subtotal
Reinforcements
Brackets
STEEL
PRODUCT
4.99
(11.00)
Beam
27
27
36
49
59
34
49
36
37
34
49
40
40
40
40
3441
(136)
340
(136)
2620
(103)
1926
(76)
1624
(64)
2743
(108)
1925
(76)
2624
(103)
2550
(100)
2743
(108)
1926
(76)
2348
(93)
2349
(93)
2349
(93)
2349
(93)
5-17
MAKE
Escape
U222
Navigator
Tribecca
front
rear
front
front
Escape
rear
Tribecca
rear
front
Sentra
rear
rear
Camaro
rear
Challenger
rear
rear
Corvette
front
Corvette
front
front
FRONT OR
REAR
BUMPER
Aura
Enclave
MODEL
STEEL THICKNESS
GRADE1 [mm (inches)]
E-coat
E-coat
E-coat
E-coat
7.39 CR
(16.29)
6.60 CR
(14.54)
6.60 CR
(14.54)
7.39
(16.29)
6.60
(14.54)
6.60
(14.54)
E-coat
E-coat
6.29 CR
(13.88)
60G60G EG
none
7.61 CR
(16.78)
E-coat
E-coat
9.95
3.87 13.82 CR
(21.93) (8.53) (30.46)
60G60G EG
none
none
7.26 CR
(16.01)
9.77 CR
(21.54)
none
E-coat
70G70G EG
7.76 CR
(17.11)
E-coat
E-coat
1.20 7.39 CR
(2.66) (16.30)
70G70G EG
E-coat
6.64
5.81 12.45 CR
(14.66) (12.81) (27.47)
BUMPER SUPPLIER
COATING
0.36 7.28 CR
(0.79) (16.04)
1.88
(4.14)
1.15
(2.55)
Performance
Mounting
Subtotal
Total
Reinforcements
Brackets
STEEL
PRODUCT
6.92
(15.25)
6.29
(13.88)
7.61
(16.78)
8.07
(17.79)
9.77
(21.54)
7.26
(16.01)
7.76
(17.11)
6.19
(13.64)
5.49
(12.11)
Beam
none
none
none
none
none
26
26
35
44
48
28
25
38
57
28
46
46
27
59
3602
(142)
3602
(142)
2710
(107)
2160
(85)
1981
(78)
3310
(130)
3659
(144)
2500
(98)
1689
(67)
3348
(132)
2061
(81)
2061
(81)
0
(0)
0
(0)
3441
(136)
1624
(64)
5-18
MAKE
MODEL
Town Car
Crown
Victoria
rear
rear
rear
rear
front
MKS
Taurus
Solara
Accord
Accord
Crossover
Accord
rear
front
rear
rear
Cobalt
front
front
rear
rear
rear
front
FRONT OR
REAR
BUMPER
D258 Taurus
STEEL THICKNESS
GRADE1 [mm (inches)]
E-coat
E-coat
E-coat
E-coat
6.84 CR
(15.08)
6.84 CR
(15.08)
CR
CR
CR
6.84
(15.08)
6.84
(15.08)
E-coat
E-coat
7.34 CR
(16.19)
7.34
(16.19)
E-coat
0.11 6.69 CR
(0.24) (14.74)
E-coat
CR
6.58
(14.50)
E-coat
E-coat
CR
5.65 CR
(12.45)
5.65
(12.45)
E-coat
E-coat
10.26 60G60G EG
(22.58)
10.26
(22.58)
E-coat
none
E-coat
BUMPER SUPPLIER
COATING
CR
10.26 60G60G EG
(22.58)
3.66 11.57 CR
(8.05) (25.46)
6.60
(14.54)
10.26
(22.58)
6.60 CR
(14.54)
Performance
Mounting
Subtotal
Total
Reinforcements
Brackets
STEEL
PRODUCT
6.60
(14.54)
Beam
none
none
none
none
none
none
none
none
none
E-coat
26
65
35
35
35
32
26
18
18
37
26
3558
(140)
1509
(59)
2700
(106)
2700
(106)
2700
(106)
2908
(115)
3600
(142)
5109
(201)
5109
(201)
2530
(100)
3602
(142)
5-19
MAKE
front
Pilot
rear
rear
MKZ
front
rear
Fusion
Taurus
front
XL-7
front
Maxima
rear
front
Altima Coupe
XL-7
front
Altima
front
front
front
MDX
Crossover
Equinox
front
MDX
rear
Element
FRONT OR
REAR
BUMPER
rear
MODEL
Accord
Crossover
STEEL THICKNESS
GRADE1 [mm (inches)]
7.26
(15.97)
4.00
(8.82)
5.74
(12.65)
5.74
(12.65)
5.74
(12.65)
3.81
(8.40)
5.85
(12.90)
4.92
(10.85)
4.92
(10.85)
3.81
(8.40)
3.81
(8.40)
5.73
(12.64)
Beam
0.83
(1.84)
2.58
(5.68)
2.58
(5.68)
1.00
(2.21)
1.22
(2.68)
4.83
(10.66)
6.39
(14.08)
6.39
(14.08)
E-coat
E-coat
E-coat
E-coat
E-coat
none
none
none
E-coat
none
6.39 CR
(14.08)
4.92 CR
(10.82)
0.11 5.03 CR
(0.24) (11.07)
5.85 CR
(12.90)
6.39 CR
(14.08)
5.74 CR
(12.65)
5.74 CR
(12.65)
5.74 CR
(12.65)
4.83 CR
(10.66)
0.48 7.74 30G30G
(1.06) (17.03)
E-coat
E-coat
CR
4.81 CR
(10.61)
E-coat
CR
4.81
(10.61)
E-coat
CR
E-coat
BUMPER SUPPLIER
COATING
E-coat
CR
STEEL
PRODUCT
6.95
1.31 8.26 CR
(15.32) (2.88) (18.17)
Performance
Mounting
Subtotal
Total
Reinforcements
Brackets
E-coat
none
none
none
none
19
23
34
34
34
23
38
38
38
23
23
42
4843
(191)
4006
(158)
2740
(108)
2740
(108)
2740
(108)
3994
(157)
2500
(98)
2500
(98)
2500
(98)
3994
(157)
3994
(157)
2240
(88)
5-20
MAKE
3.59 9.81 CR
(7.92) (21.62)
6.22
(13.70)
rear
Altima
6.35 CR
(13.98)
1.22 5.13 CR
(2.68) (11.30)
5.13
(11.30)
5.13
(11.30)
2.79
(6.15)
5.78
(12.73)
rear
rear
front
front
Edge
MKX
MKT
Odyssey
MDX
none
E-coat
CR
CR
rear
none
rear
6.69 CR
(14.74)
none
6.69
(14.74)
E-coat
E-coat
E-coat
E-coat
E-coat
E-coat
E-coat
E-coat
E-coat
E-coat
BUMPER SUPPLIER
COATING
5.78 CR
(12.73)
3.90
(8.59)
6.69 CR
(14.74)
2.79
(6.15)
front
Flex
6.69
(14.74)
8.14 CR
(17.95)
8.14
(17.95)
rear
8.14 CR
(17.95)
8.14
(17.95)
rear
Caravan
6.53
3.59 10.12 CR
(14.39) (7.92) (22.31)
6.22
(13.70)
Maxima
rear
0.31
(0.69)
3.59 9.81 CR
(7.92) (21.62)
6.22
(13.70)
rear
Altima
5.62 CR
(12.38)
5.62
(12.38)
0.83
(1.83)
4.79
(10.55)
rear
5.79 CR
(12.76)
5.79
(12.76)
Performance
Mounting
Total
Subtotal
Reinforcements
Brackets
STEEL
PRODUCT
1.00
(2.21)
Beam
4.79
(10.55)
FRONT OR
REAR
BUMPER
rear
MODEL
Equinox
STEEL THICKNESS
GRADE1 [mm (inches)]
none
none
12
41
27
27
41
37
37
23
23
23
23
23
7934
(312)
2325
(92)
3500
(138)
3500
(138)
2325
(92)
2543
(100)
2543
(100)
4000
(158)
4000
(158)
4000
(158)
4006
(158)
4006
(158)
5-21
MAKE
MODEL
E-coat
E-coat
CR
CR
CR
front
rear
front
HHR
HHR
Explorer
Ridgeline
4.69 10.09 CR
(10.34) (22.24)
E-coat
CR
rear
Cobalt
5.40
(11.90)
E-coat
4.42 CR
(9.74)
4.42
(9.74)
front
front
E-coat
0.54 6.03 CR
(1.18) (13.29)
5.49
(12.11)
rear
MKT
E-coat
E-coat
E-coat
4.42 CR
(9.74)
4.42
(9.74)
front
MKZ
E-coat
E-coat
4.42 CR
(9.74)
CR
E-coat
CR
4.42
(9.74)
front
front
2.29
(5.06)
3.41
(7.52)
rear
E-coat
E-coat
1.09 5.37 CR
(2.41) (11.84)
0.94
(2.07)
3.34
(7.36)
front
E-coat
E-coat
BUMPER SUPPLIER
COATING
5.70
1.77 7.47 CR
(12.58) (16.49) (16.49)
3.23 10.95 CR
(7.12) (24.14)
7.72
(17.02)
front
4.28
(9.43)
3.23 10.95 CR
(7.12) (24.14)
Performance
Mounting
Total
Subtotal
Reinforcements
Brackets
STEEL
PRODUCT
7.72
(17.02)
Beam
front
FRONT OR
REAR
BUMPER
front
Fusion
Crown
Victoria
CR-V
Town Car
CR-V
Caravan
STEEL THICKNESS
GRADE1 [mm (inches)]
none
none
none
none
none
none
43
42
27
18
27
27
30
30
27
38
44
44
2181
(86)
1981
(78)
3403
(134)
5000
(197)
3403
(134)
3403
(134)
3096
(122)
3096
(122)
3400
(134)
2500
(98)
2148
(85)
2148
(85)
5-22
MAKE
rear
Beam
6.76
(14.88)
1.12
(2.46)
Dual phase quality. Structure contains martensite in ferrite matrix. Designation number (e.g. 140) is minimum tensile strength in ksi.
Martensitic quality. Strength is determined by carbon content. Designation number (e.g. 190) is minimum tensile strength in ksi.
Cold rolled sheet.
Hot rolled sheet.
Electrogalvanized sheet. The six-character descriptor designates coating type and weight. Two numeric characters (e.g. 60) denote coating weight in
g/m2. An alphabetic character denotes coating type. The first three characters denote coating weight and type on one side of the sheet and the last
three characters denote coating weight and type on the opposite side of the sheet.
Hot-dip galvanized sheet. The six-character descriptor designates coating type and weight. Two numeric characters (e.g. 90) denote coating weight in
g/m2. An alphabetic character denotes coating type. The first three characters denote coating weight and type on one side of the sheet and the last
three characters denote coating weight and type on the opposite side of the sheet.
T
M..HT
CR
HR
EG
Microalloy quality. Strength is obtained through small quantities of alloying elements such as vanadium and niobium. Designation number (e.g. 120) is
minimum yield strength in ksi.
2148
(86)
2181
(86)
XLF
44
43
E-coat
none
none
none
590R
XF
DEFINITIONS:
E-coat
CR
none
E-coat
E-coat
BUMPER SUPPLIER
COATING
CR
CR
STEEL
PRODUCT
7.88
1.06 8.94 60G60G
(17.34) (2.34) (19.68)
Performance
Mounting
Subtotal
Total
Reinforcements
Brackets
3. Sweep numbers are rounded to the nearest whole number. Sweep radii are actual radii.
NOTES:
1. A blank cell means that data is unavailable for that cell.
MKS
rear
front
FRONT OR
REAR
BUMPER
front
Odyssey
MODEL
STEEL THICKNESS
GRADE1 [mm (inches)]
TABLE 5.5
STAMPED FACEBARS
2009 MODEL YEAR
5-23
11.29 CR
(26.1)
11.29 CR
(26.1)
18.84 6.35 25.17 CR
(41.55) (14.0) (55.5)
7.12
(15.7)
7.12
(15.7)
13.42
(29.6)
rear
rear
rear
Ranger
B-series
Econoline
(Step)
5.42
(11.95)
11.29
(26.1)
CR
rear
Hummer 3
2.00 (0.079) GM
4.17
(10.4)
10.93 CR
(24.09)
10.93
(24.09)
rear
Titan
11.29
(26.1)
6.94 CR
(15.30)
6.94
(15.30)
rear
Xterra
4.17
(10.4)
14.56 CR
(32.08)
14.56
(32.08)
front
Titan
8.26 CR
(18.20)
9.66 CR
(21.30)
9.66
(21.30)
rear
9.66 CR
(21.30)
9.66
(21.30)
rear
Dakota
rear
9.11 CR
(20.08)
9.11
(20.08)
front
Frontier
Frontier
8.53 CR
(18.80)
8.53
(18.80)
rear
Tacoma
BUMPER SUPPLIER
COATING
10.28 CR
(22.65)
10.28
(22.65)
rear
Tundra
Performance
Mounting
Subtotal
Total
Reinforcements
Brackets
STEEL
PRODUCT
10.59 CR
(23.33)
Beam
10.59
(23.33)
FRONT OR
REAR
BUMPER
front
MODEL
Tundra
MAKE
STEEL THICKNESS
GRADE1 [mm (inches)]
none
none
none
none
none
none
none
none
none
none
none
none
none
none
DEPTH
ASSEMBLY
OF DRAW
LINE
COATING [mm (inches)]
TABLE 5.5
STAMPED FACEBARS
2009 MODEL YEAR
5-24
MAKE
rear
rear
rear
front
front
rear
front
front
rear
rear
rear
rear
Silverado
Sierra 400
Econoline
Hummer 3
Super Duty
Super Duty
Econoline
Silverado
Canyon
Colorado
Ram 1500
Ram HD
2.50 (0.098) GM
rear
Suburban
FRONT OR
REAR
BUMPER
rear
MODEL
Tahoe
STEEL THICKNESS
GRADE1 [mm (inches)]
21.19 HR
(46.71)
14.92 CR
(32.9)
21.19
(46.71)
13.15
(29.0)
20.23 CR
(44.60)
9.54 CR
(20.99)
13.28 9.55 22.83 CR
(29.29) (21.06) (50.35)
20.23
(44.60)
9.54
(20.99)
13.28
(29.29)
20.23 CR
(44.60)
20.23
(44.60)
14.43 CR
(31.81)
14.43
(31.81)
none
none
none
none
none
none
none
none
8.44 CR
(18.60)
8.44
(18.60)
none
none
none
none
none
none
92
(3.6)
165
(6.5)
165
(6.5)
135
(5.3)
135
(5.3)
135
(5.3)
135
(5.3)
DEPTH
ASSEMBLY
OF DRAW
LINE
COATING [mm (inches)]
BUMPER SUPPLIER
COATING
CR
17.05 CR
(37.59)
17.05
(37.59)
CR
21.19 HR
(46.71)
21.19
(46.71)
1.77
(3.9)
21.19 HR
(46.71)
21.19
(46.71)
13.15
(29.0)
21.19 HR
(46.71)
Performance
Mounting
Subtotal
Total
Reinforcements
Brackets
STEEL
PRODUCT
21.19
(46.71)
Beam
5-25
MAKE
Sierra
Express
Savana
front
front
front
front
F-150
front
rear
rear
front
front
front
Ram 2DR
Savana 600
Express 600
Ranger
Colorado
Ram HD
front
Ram 1500
rear
rear
FRONT OR
REAR
BUMPER
Sierra
Silverado
MODEL
STEEL THICKNESS
GRADE1 [mm (inches)]
15.30 CR
(33.71)
15.30
(33.71)
16.32 CR
(35.96)
16.32 CR
(35.96)
16.32
(35.96)
16.32
(35.96)
6.44
(14.2)
9.61 CR
(21.18)
15.41
4.55 19.97 CR
(33.99) (10.04) (44.03)
8.97
(19.79)
6.44
(14.2)
9.61
(21.18)
15.49
5.8
27.09 CR
(34.16) (12.8) (59.60)
1.97
(4.36)
13.51
(29.8)
5.67 22.91 CR
(12.50) (50.5)
6.38 17.32 HR
(14.07) (38.2)
10.94
(24.12)
17.24
(38.00)
6.38 17.32 HR
(14.07) (38.2)
10.94
(24.12)
10.83
1.19 12.01 CR
(23.86) (2.62) (26.48)
BUMPER SUPPLIER
COATING
10.83
1.19 12.01 CR
(23.86) (2.62) (26.48)
7.26
(16.00)
3.57
(7.86)
13.91 CR
(30.66)
13.91
(30.66)
7.26
(16.00)
7.42 CR
(16.35)
7.42
(16.35)
CR
7.42 CR
(16.35)
3.57
(7.86)
Performance
Mounting
Total
Subtotal
Reinforcements
Brackets
STEEL
PRODUCT
7.42
(16.35)
Beam
none
none
none
none
none
none
none
none
none
none
none
none
none
none
none
none
160
(6.3)
160
(6.3)
140
(5.5)
191
(7.5)
132
(5.2)
132
(5.2)
117
(4.6)
117
(4.6)
140
(5.5)
DEPTH
ASSEMBLY
OF DRAW
LINE
COATING [mm (inches)]
5-26
MAKE
Sierra HD
front
front
front
front
front
front
front
front
front
FRONT OR
REAR
BUMPER
14.29 HR
(31.50)
14.29 HR
(31.50)
14.29
(31.50)
14.29
(31.50)
14.29
(31.50)
14.29
(31.50)
14.29 HR
(31.50)
14.29
(31.50)
14.29 HR
(31.50)
14.29 HR
(31.50)
14.29
(31.50)
14.29
(31.50)
15.30 HR
(33.71)
15.30
(33.71)
CR
HR
SLK
XLF
DR210
BH 210
127
(5.0)
127
(5.0)
127
(5.0)
127
(5.0)
127
(5.0)
127
(5.0)
DEFINITIONS
1008/1010
none
none
none
none
none
none
none
none
15.30 CR
(33.71)
15.30
(33.71)
none
DEPTH
ASSEMBLY
OF DRAW
LINE
COATING [mm (inches)]
none
13.91 CR
(30.66)
13.91
(30.66)
BUMPER SUPPLIER
COATING
Performance
Mounting
Subtotal
Total
Reinforcements
Brackets
STEEL
PRODUCT
13.28
(29.29)
Beam
NOTES:
1. A blank cell means that data are unavailable for that cell.
2. Beam weight is for a painted beam. Add 0.37 kg (1.0 pound) for a chrome beam.
Element
Silverado
Yukon
Tahoe
Suburban 430
Suburban
Ram HD
Ram 1500
Ram
MODEL
STEEL THICKNESS
GRADE1 [mm (inches)]
TABLE 5.6
HOT FORMED BUMPER BEAMS
2009 MODEL YEAR
5-27
MAKE
none
E-coat
E-coat
E-coat
E-coat
2.20 5.00 HR
(4.85) (11.03)
2.20 4.00
(4.85) (8.82)
4.00
(8.82)
6.00 HR
(13.23)
2.80
(6.17)
4.00
(8.82)
4.20
(9.26)
3.50
(7.72)
6.00
(13.23)
rear
front
front
rear
front
PQ24 S04
New Ibiza
Tiguan
Scirocco
Golf
Jetta
2.50 (0.098) VW
2.35 (0.093) VW
2.14 (0.084) VW
2.14 (0.084) VW
E-coat
yes
E-coat
3.00 5.00 HR
(6.61) (11.03)
2.80
(6.17)
rear
PQ24 A04
New Polo
2.50 (0.098) VW
2.50 11.6 HR
(5.51) (25.52)
yes
E-coat
5.00 HR
(11.03)
2.00
(4.41)
rear
PQ24 Brazil
New Polo
2.50 (0.098) VW
3.1
(6.82)
none
E-coat
0.70 8.00 HR
(1.54) (17.64)
8.00
(17.64)
2.70 (0.106) VW
none
none
none
none
E-coat
7.20 HR
(15.87)
none
none
E-coat
HR
6.50
(14.33)
rear
Ibiza
none
65 (2.6)
65 (2.6)
60 (2.4)
50 (2.0)
70 (2.8)
70 (2.8)
70 (2.8)
105 (4.1)
82 (3.2)
80 (3.1)
65 (2.6)
DEPTH
ASSEMBLY
OF DRAW
LINE
COATING [mm (inches)]
E-coat
BUMPER SUPPLIER
COATING
6.00 HR
(13.23)
Performance
Mounting
Subtotal
Total
Reinforcements
Brackets
STEEL
PRODUCT
rear
C1 USA
New Beetle
3.00 (0.118) VW
6.00
(13.23)
Beam
2.70 (0.108) VW
rear
A4 Jetta USA
3.50 (0.138) VW
FRONT OR
REAR
BUMPER
rear
MODEL
6 Series
STEEL THICKNESS
GRADE1 [mm (inches)]
TABLE 5.6
HOT FORMED BUMPER BEAMS
2009 MODEL YEAR
5-28
front
rear
front
front
front
X4 (X41, X42)
New Xantia
W456 Brasil
former (SUV)
C1 USA New
Beetle
C1 ECE New
Beetle
D1 (Phaeton)
1.80 (0.071) VW
1.75 (0.069) VW
1.60 (0.063) VW
front
front
SE241
New Cordoba
1.80 (0.071) VW
front
rear
Pure Coupe
rear
Zafira
rear
T5 New 307
FRONT OR
REAR
BUMPER
MODEL
MAKE
STEEL THICKNESS
GRADE1 [mm (inches)]
E-coat
E-coat
E-coat
E-coat
2.20 5.00 HR
(4.85) (11.03)
2.20 5.00 HR
(4.85) (11.03)
2.20 5.00 HR
(4.85) (11.03)
3.20 6.00 HR
(7.05) (13.23)
2.80
(6.17)
2.80
(6.17)
2.80
(6.17)
2.80
(6.17)
6.60 10.20 HR
(14.55) (22.49)
raw/CB-Zinc
E-coat
3.00 5.00 HR
(6.61) (11.03)
2.00
(4.41)
3.60
(7.94)
Zinc coated
3.13 7.22 HR
(11.62) (15.92)
4.09
(9.02)
4.97
(10.96)
none
E-coat
0.50 4.80 HR
(1.10) (10.58)
4.30
(9.48)
yes
none
yes
yes
none
none
none
none
85 (3.3)
75 (3.0)
60 (2.4)
60 (2.4)
60 (2.4)
60 (2.4)
40 (1.6)
85 (3.3)
DEPTH
ASSEMBLY
OF DRAW
LINE
COATING [mm (inches)]
E-coat
BUMPER SUPPLIER
COATING
1.80 5.10 HR
(3.97) (11.24)
Performance
Mounting
Subtotal
Total
Reinforcements
Brackets
STEEL
PRODUCT
3.30
(7.28)
Beam
5-29
5.47
(11.90)
3.12
(6.88)
rear
rear
E-coat
4.3 HR
(9.46)
4.2 HR
(9.24)
3.00 7.15 HR
(6.61) (15.76)
4.95
(10.91)
5.5
(12.13)
6.1
(13.42)
8.9
(19.58)
front
rear
rear
front
front
rear
front
front
Mustang
Mustang
D1 (Phaeton)
3 Series
MINI
MINI
MINI
Countryman
X5
VW
BMW
BMW
BMW
BMW
BMW
8.1
(17.82)
E-coat
3.80
(8.36)
2.0
(4.4)
1.8
(3.96)
rear
Verso
4.15
(9.15)
E-coat
3.82
(8.41)
2.0
(4.4)
1.82
(4.01)
rear
Auris
E-coat
Zinc coated
BUMPER SUPPLIER
COATING
1.25 (0.049) VW
Polo A05
3.6
(7.92)
rear
5 Series
10.33
(22.77)
2.85
(6.28)
front
STEEL
PRODUCT
7.20 10.05 HR
(15.88) (22.16)
Performance
Mounting
Subtotal
Total
Reinforcements
Brackets
Mondeo
Beam
FRONT OR
REAR
BUMPER
2.10
(4.63)
MODEL
front
MAKE
W456 Brasil
former (SUV)
STEEL THICKNESS
GRADE1 [mm (inches)]
none
none
none
yes
none
70 (2.8)
80 (3.1)
80 (3.1)
27 (1.1)
DEPTH
ASSEMBLY
OF DRAW
LINE
COATING [mm (inches)]
5-30
10B21
front
rear
rear
rear
front
front
front
front
front
rear
S-Max/Galaxy
Mondero
Peugeot 3-7
9-3
9-3 Convert
9-5
Ibiza
Leon
Leon
Ford
Ford
PSA
Saab
Saab
Saab
SEAT
SEAT
SEAT
rear
Focus C-Max
Ford
S-Max/Galaxy
front
Focus C-Max
Ford
Ford
rear
Fiesta
Ford
2.0mm
front
Ford
Fiesta
rear
FRONT OR
REAR
BUMPER
rear
X5
MODEL
Chrysler E-class
BMW
MAKE
1.8mm
STEEL THICKNESS
GRADE1 [mm (inches)]
Beam
7.,27
(16.03)
10.20
(22.49)
10.20
(22.49)
4.97
(10.96)
6.00
(13.23)
5.00
(11.03)
10.4
(22.88)
5.00
(11.03)
5.00
(11.03)
10.0
(22.05)
4.53
(10.0)
10.0
(22.0)
3.3
(7.26)
8.6
(18.92)
8.93
(19.69)
5.5
(12.1)
Performance
Mounting
Subtotal
Total
Reinforcements
Brackets
STEEL
PRODUCT
BUMPER SUPPLIER
COATING
DEPTH
ASSEMBLY
OF DRAW
LINE
COATING [mm (inches)]
5-31
3.84
(8.4)
7.1
(15.62)
2.6
(5.72)
5.4
(11.88)
4.5
(9.9)
3.9
(8.58)
front
front
front
rear
front
front
rear
Touran
Mazda 6
Mazda 6
Russland
FIAT 500
FIAT 500
VW
Mazda
Mazda
VW
FIAT
FIAT
5.68
(12.5)
rear
MERCEDES GL
SLW Caddy
6.0
(13.2)
rear
VOLVO S60
VW
5.1
(11.22)
rear
A3
AUDI
Performance
Mounting
Subtotal
Total
Reinforcements
Brackets
rear
rear
Altea
SEAT
Beam
VOLVO XC60
front
FRONT OR
REAR
BUMPER
Altea
MODEL
SEAT
MAKE
STEEL
PRODUCT
BUMPER SUPPLIER
COATING
DEFINITIONS
10B21 Carbon-Boron quality (SAE 10B21 modified). Beams are hot formed. After quenching, the yield strength is about 1140 MPa (165ksi).
NOTES:
1. A blank cell means that data are unavailable for that cell.
10B21
STEEL THICKNESS
GRADE1 [mm (inches)]
DEPTH
ASSEMBLY
OF DRAW
LINE
COATING [mm (inches)]
5-32
5-33
5.6 Current steel bumper design - pickups, full size vans and sport utilities
There are no federal regulations in the United States or Canada
for bumpers on pickups, full size vans or SUVs. These bumpers
are designed to meet OEM internal specifications. Thus, a designer
should develop a design flow chart using Figure 5.8 as a model.
5-34
5-35
5-37
NO
REAR
BASE DESIGN
IIHS 10km/h OVERLAP
IIHS 5km/h CORNER
ACCEPTABLE
DAMAGE
ESTIMATE?
YES
FRONT
BASE DESIGN
IIHS 10km/h OVERLAP
IIHS 5km/h CORNER
FRONT OR REAR
BASE DESIGN
IIHS 10km/h OVERLAP
IIHS 5km/h CORNER
N.A.
ESTABLISH DESIRED
IIHS WEIGHTED
DAMAGE ESTIMATE
FRONT OR REAR
FRONT OR REAR
OR
FRONT & REAR
NO
IIHS
REQUIREMENTS?
N. AMERICA
OR
N. AMERICA
& EUROPE
ESTABLISH DESIRED
IIHS
DAMAGE ESTIMATE
YES
DETERMINE OEM
INTERNAL DESIGN
REQUIREMENTS
N.A. &
EUROPE
NO
ACCEPTABLE
WEIGHTED
DAMAGE
ESTIMATE?
YES
YES
REAR
FRONT
OR
REAR
NO
NO
8 FUNCTIONAL ITEM
DAMAGE?
NON-BUMPER
VISUAL OR SAFETY
BARRIER
2.5 mph
PENDULUM
2.5 mph LONG
1.5 mph CORNER
NHTSA
BASE DESIGN
PEDESTRIAN
PROTECTION
BASE DESIGN
NO
FINAL DESIGN
ACCEPTABLE
DAMAGEABILITY
& REPAIRABILITY
REQUIREMENTS?
BUMPER TEST
10 km/h FRONT
10km/h REAR
STRUCTURAL TEST
15 km/h FRONT
15 km/h REAR
BASE DESIGN
REQUIREMENTS
REPAIRABILITY
DAMAGEABILITY &
DESIRED
ESTABLISH
YES
RCAR
REQUIREMENTS?
YES
ACCEPTABLE
NO
YES
NO
YES
NO
NON-BUMPER
SAFETY &
FUNCTIONAL
DAMAGE?
ECE
BASE DESIGN
FIGURE 5.8
FIGURE
5.6
TYPICAL BUMPER
BUMPER
TYPICAL
DESIGN FOR
FOR
DESIGN
PASSENGER
CARS
PASSENGER CARS
AND MINIVANS
MINIVANS
AND
5.7 Auto/Steel Partnership high speed bumper design - North American passenger cars
The Auto/Steel Partnership (A/SP) commissioned Quantech
Global Services to conduct a study on the front-end of a four-door,
mid-size sedan. The objective was to reduce the cost and mass of
the front end structure through the use of advanced high-strength
steels. The study included the development of a high speed
bumper system.
Current North American passenger cars have low speed bumper
systems. Thus, Quantechs first task for the high speed bumper
system was to establish design criteria and a design process.
Sections 5.7.1 and 5.7.2 outline the results of Quantechs research
into these two areas.
5.7.1 Quantech design criteria for high speed steel bumper system
Quantech, in consultation with A/SP, established the design
criteria for a high speed bumper system as:
1. No bumper damage or yielding after a 5mph (8km/h)
frontal impact into a flat, rigid barrier. Note: This
criterion does not apply to low speed bumpers, where
controlled yielding and deformation are beneficial.
2. No intrusion by the bumper system rearward of the
engine compartment rails for all impact speeds less than
9mph (15km/h).
3. Minimize the lateral loads during impacts in order to
reduce the possibility of lateral buckling of the rails.
4. Full collapse of the system during Danner (RCAR),
NCAP, and IIHS high speed crash without inducing
buckling of the rails.
5. Absorb 1% of the total energy every millisecond.
6. Absorb 15% of the total energy in the NCAP crash,
including engine hit.
7. Use the front-end crush space efficiently.
8. Meet the air bag sensor requirements in low, medium
and high speed impacts.
9. No detrimental affect on baseline body-in-white static or
dynamic stiffness.
Bumpers should protect car bodies from damage in low
speed collisions - the kind that frequently occurs in congested
urban traffic. The IIHS Low Speed Crash Test Protocol (see
Section 6.4) addresses this issue. For marketing reasons,
many current bumper systems are designed to ensure no or
minimal cost of repair after the IIHS 5mph (8km/h) barrier
impact. A/SP believes all future vehicles should meet this
requirement. Thus, Criterion 1 was set to achieve zero
damage and no or minimal cost of repair after the IIHS
5mph (8km/h) barrier impact.
Criterion 4 addresses three high speed load cases:
1. 40%-9mph Danner (RCAR Test - see Section 6.6 and
Reference 6.10). This load is a 9mph (15km/h) impact at
a 40% offset into a rigid barrier. The A/SP objective is
to have no damage to the radiator and other costly
equipment in the front-end and to have no damage to
the rail beyond 300mm (12inches).
5-36
5-37
FIGURE 5.9
AUTO/STEEL PARTNERSHIP BUMPER DESIGN FOR HIGH SPEED SYSTEM
NORTH AMERICAN PASSENGER CARS
AIR BAG G
BASE DESIGN
LOW SPEED
5 mph
DANNER
40% OFFSET
15 km/h (9 mph)
NO/MINIMUM
DAMAGEABILITY
OF RAIL
ACCEPTABLE?
NO
YES
HIGH SPEED
35 mph (NCAP)
40%-40 mph (IIHS)
YES
ENERGY
CAPTURE A
ABSORPTION
VIABLE DESIGN
MAXIMIZED?
NO
USE LEARNING
FOR AN IMPROVED
DESIGN
5-38
PREFERRED
DESIGN
5-39
5-40
5-41
Eu N A . V
uE p
CalFIGURE
Poly
L O
5.10
EuroNCAP PEDESTRIAN TESTS (2010 CRITERIA)
s
p f
J p
J p
t sss
b
s
uf
s N A NJ( A ,
u
gp
u bu
p
s s
p:/ w . sv .g .jp/ s s /
s
p
Leg
to Bumper
s,
p v g, s
s g s.
s s
.
p
s v b
s sing s
s. Th
s p
wp f
u
s
s
w v .
Upper Leg
to Hood Edge
Knee bending
< 15
Total load
< 5 kN
Knee shear
< 6 mm
Bending moment
< 300 Nm
Head
to Hood Top
HIC
< 1000
voG
R u
gg v
qu
sg f
y
yb
s
p f
. T s
s p
gu
.
< 0 2 . g)
.w / :p
T
b. A/ p.10 27 / AE f
J p
gu
s g v
s, w
uq
Ped estrian I p c m
co ud
gul
f p s
s f y ap s g
s s
Eu p .
w v , gu
y activ ity in Europe
and aJ p
in the last
. I p
, E u u rope N g
gA
b
w
j
uf u
s
s
E
u
g
s s
v
sw
v
v
s
g 20 5, w
s p f
s
g
yf
wv
u
s, s
v
f
p f
v y
s
f
f w
iw thout
gu
y v s g . Th
s
g s f 201 .
0 25 ,
g s
s
0 25 ,
g
p
qu s
b(
g < ,0 2 s
<6
M
f
N g
A
g reement can eb f
.
p
s
Peter Schuster
subj
s s
p
s f
s
y
s
s
rope
fp s
. 0 12 T ( s
w
g.
) hT
s
,
p
gp s
w
f
u tur
.
s
Inte rnational Harmonized Research Ac
Page 3
5-42
of 15
p
p
tiv ity
D ecemb er 3 1 ,
2 0 0 4
FIGURE 5.11
EuroNCAP LEG FORM IMPACTOR
5-43
FIGURE 5.12
EuroNCAP LEG FORM IMPACT CRITERIA (2010)
5-44
6-1
6.1 United States National Highway Traffic Safety Administration (49 C.F.R.),
Part 581 - Bumper Standard
This standard (Reference 6.8) is summarized in Sections 6.1.1
through 6.1.5. The reader is cautioned that these sections are
only a summary. The reader must refer to the actual regulatory
document in order to obtain a complete understanding of the
standard.
6.1.1 Requirements
The Bumper Standard only applies to passenger cars.
A passenger vehicle is subjected to three impact procedures:
1. The pendulum corner impacts - front and rear.
2. The pendulum longitudinal impacts - front and rear.
3. The impacts into a fixed collision barrier - front and rear.
Following the three impact procedures, the vehicle shall meet
the following damage criteria:
1. Each lamp or reflective device except license plate lamps
shall be free of cracks and shall comply with applicable
visibility requirements. The aim of each headlamp shall be
adjustable to within the beam aim inspection limits.
2. The vehicles hood, trunk and doors shall operate in the
normal manner.
3. The vehicles fuel and cooling systems shall have no leaks
or constricted fluid passages and all sealing devices and
caps shall operate in the normal manner.
4. The vehicles exhaust system shall have no leaks or
constrictions.
5. The vehicles propulsion, suspension, steering and braking
systems shall remain in adjustment and shall operate in the
normal manner.
6. A pressure vessel used to absorb impact energy in an
exterior protection system by the accumulation of gas or
hydraulic pressure shall not suffer loss of gas or fluid
accompanied by separation of fragments from the vessel.
7. The vehicle shall not touch the test device, except on the
impact ridge shown in Figures 6.1 and 6.2, with a force that
exceeds 2000 pounds (907kg) on the combined surfaces of
Planes A and B (see Figure 6.3) of the test device.
8. The exterior surfaces shall have no separations of surface
materials, paint, polymeric coatings, or other covering
materials from the surface to which they are bonded, and
no permanent deviations from their original contours
30 minutes after completion of each pendulum and barrier
impact, except where such damage occurs to the bumper
face bar and the components and associated fasteners that
directly attach the bumper face bar to the chassis frame.
9. Except as provided in Criterion 8 (above), there shall be no
breakage or release of fasteners or joints.
6-2
6.1.2 Vehicle
1. The vehicle is at unloaded vehicle weight.
2. Trailer hitches, license plate brackets, and headlamp
washers are removed. Running lights, fog lamps and
equipped mounted on the bumper face bar are removed
if they are optional equipment.
6.1.3 Pendulum corner impacts
1. See Figure 6.3.
2. Impact speed of 1.5mph (2.4km/h).
3. Impact one front corner at a height of 20 inches (500mm)
using Figure 6.1 pendulum.
4. Impact other front corner at a height from 16 to 20 inches
(400 to 500mm) using Figure 6.2 pendulum.
5. Impact one rear corner at a height of 20 inches (500mm)
using Figure 6.1 pendulum.
6. Impact other rear corner at a height from 16 to 20 inches
(400 to 500mm) using Figure 6.2 pendulum.
7. The plane containing the pendulum swing shall have a
60 degree angle with the longitudinal plane of the vehicle.
8. Impacts must be performed at intervals not less than
30 minutes.
9. Effective impacting mass of pendulum equals mass of
vehicle.
6.1.4 Pendulum longitudinal impacts
1. See Figure 6.3.
2. Impact speed of 2.5mph (4km/h).
3. Two impacts on front surface, inboard of corner.
4. Two impacts on rear surface, inboard of corner.
5. Impact line may be any height from 16 to 20 inches (400 to
500mm). If height is 20 inches (500mm), use Figure 6.1
pendulum. If height is between 20 and 16 inches (500 and
400mm), use Figure 6.2 pendulum.
6. Pendulum Plane A (see Figures 6.1 and 6.2) is
perpendicular to the longitudinal plane of the vehicle.
7. For each impact, the impact line must be at least 2 inches
(50mm) in the vertical direction from its position in any
prior impact, unless the midpoint of the impact line is more
than 12 inches (300mm) apart laterally from any prior
impact.
8. Impacts must be performed at intervals not less than
30 minutes apart.
9. Effective impacting mass of pendulum equals mass of
vehicle.
6-3
FIGURE 6.1
IMPACT PENDULUM
(20 Impact Height)
(Source: Reference 6.8)
FIGURE 6.2
PENDULUM
(20-16 Impact Height)
(Source: Reference 6.8)
6-4
FIGURE 6.3
SAMPLE IMPACT APPARATUS
Source: Transport Canada, Safety and Security
Plane B
Impact
Surface
Plane A
Weight equals
unloaded vehicle
weight +0, -10kg
NOTES:
1. Drawing not to scale.
2. The arc described by any point on impact line shall be constant with a minimum
radius of 3.3m and lie in a plane perpendicular to Plane A.
6-5
6-6
Number of
Passengers
2
3
6 and 7
8 and 9
Distribution
2 in the front seats
2 in the front seats
1 in the back seat
2 in the front seats
2 in the rearmost seats
2 in the front seats
3 in the rearmost seats
When the rear row of seats has
only two seating positions, one
person shall be on the second
row from the rear.
FIGURE 6.4
IMPACT DEVICE
(Source: Reference 6.10)
6-8
6.4 Insurance Institute for Highway Safety: Bumper Test Protocol (Version VII)
This protocol (Reference 6.11) is summarized in Sections 6.4.1
through 6.4.4. The reader is cautioned that these sections are only
a summary. The reader must refer to the actual protocol document
in order to obtain a complete understanding of the protocol.
6.4.1 Requirements
Four tests (a front and a rear full-overlap test at 10 km/h and a front
and a rear corner test at 5 km/h) are conducted. After each test, a
damage estimate is prepared as it would be done in a repair shop.
A weighted damage estimate is calculated by adding the front
full-overlap damage estimate to the rear full-overlap damage
estimate and multiplying the total by two; adding to this amount
the front corner damage estimate and the rear corner damage
estimate; then dividing the grand total by six to get a weighted
average damage estimate. The weighted average damage estimate
is used to determine the overall rating for a vehicle. The
good/acceptable boundary is $500, the acceptable/marginal
boundary is $1,000 and the marginal/poor boundary is $1,500.
However, no vehicle can earn a rating of good or acceptable if the
vehicle is deemed undrivable or unsafe because of severe
headlamp or tail lamp damage, hood buckling, coolant loss or the
like.
6.4.2 Test vehicles
1. Two vehicles are purchased to conduct the four tests.
2. The front and rear license plate brackets (if provided) and all
associated fasteners are removed. Bolt-on trailer hitch
reinforcement members that are supplied as optional
equipment are removed, but their fasteners are reattached to
the vehicle where possible.
6.4.3 Impact barrier
1. The Impact Barrier is shown in Figure 6.5.
2. The bumper barrier is constructed of 12.5mm steel plate
(Figure 6.6) and mounted to a block of reinforced concrete
weighing 145,150 kg.
3. A steel backstop is constructed of 12.5mm steel plate (Figure
6.7). It is mounted to the upper surface of the bumper barrier
rearward from the impact face of the bumper barrier.
4. A plastic energy absorber is affixed by nylon push-pin rivets to
the impact face of the bumper barrier.
5. An overlying plastic cover is mounted over the plastic energy
absorber on the bumper barrier.
6. An overlying plastic cover is mounted over the steel backstop.
6.4.4 Full-overlap impact
1. Two tests - front into barrier and rear into barrier.
2. Impact speed of 10 km/h.
3. The forwarding portion of the bottom edge of the bumper
barrier is 457mm from the floor.
4. At impact, the vehicle centerline is aligned with the bumper
barrier centerline.
6-9
FIGURE 6.5
IIHS IMPACT BARRIER
(Source: Reference 6.4)
6-10
FIGURE 6.6
STEEL BUMPER BARRIER
(Source: Reference 6.4)
FIGURE 6.7
STEEL BACKSTOP
(Source: Reference 6.4)
6-11
FIGURE 6.8
OVERLAP FOR FRONT CORNER TEST
(Source: Reference 6.4)
6-12
6.6 Research Council for Automotive Repairs (RCAR) Low-Speed Offset Crash Test (Low-Speed Structural Test)
This test (Reference 6.13) is summarized in Sections 6.6.1 through
6.6.4. The reader is cautioned that these sections are only a
summary. The reader must refer to the actual test document in
order to obtain a complete understanding of the test.
RCAR states its purpose of this test is to determine a vehicles
damageability and repairability features.
6.6.1 Requirements
Two impacts are conducted. The first is a 15 km/h (9mph) impact
by the front of the test vehicle into a fixed barrier with a 40%
offset. The second is a 15km/h (9mph) impact by a mobile barrier,
with a 40% offset, into the rear of the test vehicle. After each
impact, the replacement parts required to reinstate the vehicle to
its pre-accident condition are recorded. Also, the number of hours
required to replace the damaged parts and to repair those items
capable of repair, such that the vehicle is reinstated to the pre-accident
condition are recorded. The cost of the replacement parts and the
number of hours are estimated. Thus, the results of the crash test
indicate the repairability and damageability status of the test vehicle.
6.6.2 Test vehicle
The test procedure applies to people driven passenber vehicles of
up to 2.5 times mass. The test vehicle shall be previously
undamaged and representative of the series production. The test
vehicle for the rear impact may be the same vehicle used for the
front impact, provided the damage sustained during the front
impact has no effect on the results of the rear impact.
6-13
6-14
FIGURE 6.9
RCAR FRONT CRASH PROCEDURE
(Source: Reference 6.13)
6-15
FIGURE 6.10
RCAR REAR CRASH PROCEDURE
(Source: Reference 6.13)
6-16
FIGURE 6.11
RELEVANT BUMPER ENGAGEMENT
(Source: Reference 6.14)
6-18
FIGURE 6.12
BUMPER BARRIER
(Source: Reference 6.14)
FIGURE 6.13
BUMPER BARRIER WITH BACKSTOP AND ENERGY ABSORBER
(Source: Reference 6.15)
6-19
6-20
7. Summary/Conclusions
STEEL BUMPER MARKET - Steel bumper systems currently make
up 83% of the market, Aluminum bumper systems have 16%
market share, and the remaining 1% are composite bumper
systems.
BUMPER SYSTEM CATEGORIES - Steel bumper systems fall into
two categories: beams and facebars.
- Bumper beams are not visible on the vehicle because they are
surrounded by plastic fascia. Most bumper beams are currently
manufactured from roll-forming, hot-stamping, or a combination
of both processes. These advanced manufacturing processes
enable the use of ultra high strength steels, which are essential
for mass reduction.
- Facebars, also referred to as truck bumpers, are clearly visible
on the vehicle and are painted or chromed to improve surface
appearance. Most facebars are manufactured by stamping mild
or conventional high strength steels. However, facebars are
expected to transition to advanced high strength steels in the
future to facilitate mass reduction.
ROLL FORMED BUMPER BEAMS - The roll-forming process can
be used to make complex cross sections out of ultra high
strength steels with very low elongation. Approximately 72% of
steel bumper beams in North America are currently roll-formed
and the most common cross sections are B-sections, box
sections, and C-sections. The most common steel grades
currently used for roll-formed bumper beams are Recovery
Annealed (XF), DP980, and M190 Martensitic Steel. However,
more roll-formed bumpers are expected to transition to higher
strength Martensitic Steels, with over 1700 MPa minimum tensile
strength, in the future to facilitate mass reduction.
HOT FORMED BUMPER BEAMS - In the hot-forming process,
steel is heated up to 900 C for several minutes prior to forming.
This enables the steel to be formed into deep complex shapes
just prior to quenching. The quenching operation transforms the
microstructure of the steel into martensite, thus transforming it
into ultra high strength steel. Only Manganese-Boron (MnB)
steels are used in the hot-forming process. But these steels can
be hot-rolled, cold-rolled, bare, or coated. The most common
MnB steel grade currently used for hot-formed bumper beams is
10B21 with a 1500 MPa minimum tensile strength after forming.
However, more hot-formed bumpers are expected to transition to
higher strength MnB steels, with over 1900 MPa minimum tensile
strength, in the future to facilitate mass reduction. Most hotformed beams are either hat-sections or hat-sections with front or
back plates welded on to create a closed box section. But
seamless closed box sections without weld flanges are also
available from limited suppliers. Hot-formed beams are currently
estimated to have 10% of the steel bumper market. However,
this number is expected to rise in the future since hot-forming
manufacturing facilities are steadily increasing and also because
hot-formed bumpers have the lowest average mass of all steel
bumper systems.
7-1
7-2
7-3
8. References
1.1 North American Bumper System Market study, 2008/2009 and 2012
estimates, Ducker Worldwide, 1250 Maplelawn Drive, Troy, MI
48084.
2.1 WorldAutoAsteel. (2011) FutureSteelVehicle Final engineering
report. Retrieved from
http://www.autosteel.org/Programs/Future%20Steel%20Vehicle.aspx
2.2 www.worldautosteel.org, AHSS Guidelines, AHSS Descriptions,
Definitions
2.3 WorldAutoSteel. http://www.workdautosteel.org/[Web resources].
2.4 I-CAR. (2004, May 10) Working with Boron Steel. Advantage
Online.
http://www.i-car.com/pdf/advantage/online/2004/051004.pdf.
2.5 SAE J2329, Categorization and Properties of Low-Carbon
Automotive Sheet Steels, Society of Automotive Engineers, Inc., 400
Commonwealth Drive, Warrendale, PA 15096-0001.
2.6 SAE J1562, Selection of Zinc and Zinc-Alloy (Hot-Dipped and
Electrodeposited) Coated Sheet Steel, Society of Automotive
Engineers, Inc., 400 Commonwealth Drive, Warrendale, PA 150960001.
2.7 SAE J403, Chemical Compositions of SAE Carbon Steels, Society of
Automotive Engineers, Inc., 400 Commonwealth Drive, Warrendale,
PA 15096-0001.
2.8 SAE J405, Chemical Compositions of SAE Wrought Stainless Steels,
Society of Automotive Engineers, Inc., 400 Commonwealth Drive,
Warrendale, PA 15096-0001.
2.9 www.astm.org, ASTM A463, Standard Specification for Sheet Steel,
Aluminum-Coated, by the Hot Dip Process.
4.1 Sheet Steel Availability and Property Guide, insert to High-Strength
Steel Bulletin, Edition 10, Auto/Steel Partnership, 2000 Town Center,
Suite 320, Southfield, MI 48075-1123.
4.2 Automotive Steel Design Manual, American Iron and Steel Institute,
2000 Town Center, Suite 320, Southfield, MI 48075-1199.
4.3 High-Strength Steel Bulletin, Edition 5, Auto/Steel Partnership, 2000
Town Center, Suite 320, Southfield, MI 48075-1123.
4.4 Inland Ultra-High-Strength Steels Selection Guide, Inland Steel, Ultra
High-Strength Steel Marketing, telephone 1-800-422-9422.
4.5 David W. Dickinson, Final Report to AISI Bumper Group, Bumper
Component Welding, State-of-the-Art Survey, December 31,2000.
4.6 Linnert, Welding Metallurgy, American Welding Society, 1994.
4.7 American Welding Society, Welding Handbook, Volume 4, 1998.
4.8 Peterson High Speed Seam Welding, American Welding Society
Metal Welding Conference VI, 1994.
4.9 Appreciating high-frequency welding, Welding Journal, July 1996.
4.10 American Welding Society, Welding Handbook, 8th Edition, Volume 2.
4.11 Walduck, R., Enhanced Laser Beam Welding, U.S. Patent 5886870,
February 2, 1999.
4.12 Dykhno, I., et al, Combined Laser and Plasma Arc Welding Torch, U.S.
Patent 5700989, December 23, 1997.
4.13 Categorization and Properties of Low-Carbon Automotive Sheet
Steels, SAE J2329, Society of Automotive Engineers, Inc., 400
Commonwealth Drive, Warrendale, PA 15096-0001.
4.14 Steel, high-strength, Hot Rolled Sheet and Strip, Cold Rolled Sheet
and Coated Sheet, SAE J1392, Society of Automotive Engineers, Inc.,
400 Commonwealth Drive, Warrendale, PA 15096-0001.
4.15 Chemical Compositions of SAE Carbon Steels, SAE J403, Society of
Automotive Engineers, Inc., 400 Commonwealth Drive, Warrendale,
PA 15096-0001.
8-1
8-2