influence product weight, e.g. maximum payloads in civil engineering. Concept
LWD targets the reflection on component boundaries, e.g. aiming for functional
integration [7].
LWD requires the joint consideration of all lightweighting strategies. The
interplay between material selection and geometrical conceptualization is a major
interface in LWD. Material selection based on material performance indicators, e.g.
specific stiffness, shows major drawbacks. Those approaches often assume large
cross-sections and thin-walled structures without any space restrictions. This is why
the theoretical weight reduction numbers are hard to achieve in practice. In contrast
to that, Wanner considered the boundary condition of limited installation space [8].
Additionally, automotive component development requires to strictly meet cost
restrictions. Kleemann et al. as well as Fröhlich et al. discuss the dependencies of
mechanical performance, weight and costs for an automotive roof structure [9]. The
manufacturing of lightweight structures requires adaption of existing and qualification of new manufacturing processes, as summarized e.g. in [10]. Manufacturing
routes that enable the realization of hybrid designs combine process technologies
from the metals, plastics and textile industry. The integration of new processes in
current process chains requires the development towards competitive cycle times,
the qualification for sensitive process steps, e.g. the cathodic dip painting, as well as
the consideration of additional invest volumes as exemplary shown in [11]. The
variety and complexity of LWDs and manufacturing suggests to jointly elaborate
the potentials and obstacles of a large-scale manufacturing from a design and
manufacturing perspective.
2.2 LCE for Automotive Lightweight Structures
Several research papers discuss the topic of LCE in automotive engineering. Three
constituting aspects of LCE are distinguished as derived from [12]. First, the need
for an evaluation method, which enables to assess environmental impacts of
products and processes, second the incorporation of a life cycle perspective and
third the methods and tools required to achieve the consideration of those aspects in
the engineering of products and processes. Life Cycle Assessment (LCA) according
to ISO 14040 serves as an established evaluation method enabling the analysis and
interpretation regarding different environmental impact categories. As illustrated in
Fig. 2, the consideration of the entire product life cycle is crucial within the
engineering of lightweight structures. Compared to conventional (steel) designs,
lightweight structures often show higher environmental impacts from raw materials
extraction. In order to enable eco-efficient LWDs on a product level, use phase
energy savings need to compensate those burdens. In addition, potential efforts in
the end-of-life phase occur, as conventional processes are not suitable for hybrid
components and new processes lack maturity compared to the steel reference.
Figure 2 schematically shows the influence of two lightweight alternatives on the
environmental impacts of a vehicle component manufacturing in comparison to a
184
A. Kaluza et al.
LWD targets the reflection on component boundaries, e.g. aiming for functional
integration [7].
LWD requires the joint consideration of all lightweighting strategies. The
interplay between material selection and geometrical conceptualization is a major
interface in LWD. Material selection based on material performance indicators, e.g.
specific stiffness, shows major drawbacks. Those approaches often assume large
cross-sections and thin-walled structures without any space restrictions. This is why
the theoretical weight reduction numbers are hard to achieve in practice. In contrast
to that, Wanner considered the boundary condition of limited installation space [8].
Additionally, automotive component development requires to strictly meet cost
restrictions. Kleemann et al. as well as Fröhlich et al. discuss the dependencies of
mechanical performance, weight and costs for an automotive roof structure [9]. The
manufacturing of lightweight structures requires adaption of existing and qualification of new manufacturing processes, as summarized e.g. in [10]. Manufacturing
routes that enable the realization of hybrid designs combine process technologies
from the metals, plastics and textile industry. The integration of new processes in
current process chains requires the development towards competitive cycle times,
the qualification for sensitive process steps, e.g. the cathodic dip painting, as well as
the consideration of additional invest volumes as exemplary shown in [11]. The
variety and complexity of LWDs and manufacturing suggests to jointly elaborate
the potentials and obstacles of a large-scale manufacturing from a design and
manufacturing perspective.
2.2 LCE for Automotive Lightweight Structures
Several research papers discuss the topic of LCE in automotive engineering. Three
constituting aspects of LCE are distinguished as derived from [12]. First, the need
for an evaluation method, which enables to assess environmental impacts of
products and processes, second the incorporation of a life cycle perspective and
third the methods and tools required to achieve the consideration of those aspects in
the engineering of products and processes. Life Cycle Assessment (LCA) according
to ISO 14040 serves as an established evaluation method enabling the analysis and
interpretation regarding different environmental impact categories. As illustrated in
Fig. 2, the consideration of the entire product life cycle is crucial within the
engineering of lightweight structures. Compared to conventional (steel) designs,
lightweight structures often show higher environmental impacts from raw materials
extraction. In order to enable eco-efficient LWDs on a product level, use phase
energy savings need to compensate those burdens. In addition, potential efforts in
the end-of-life phase occur, as conventional processes are not suitable for hybrid
components and new processes lack maturity compared to the steel reference.
Figure 2 schematically shows the influence of two lightweight alternatives on the
environmental impacts of a vehicle component manufacturing in comparison to a
184
A. Kaluza et al.