Reducing The Cost Of Multi-Material Lightweight Joining & Forming: Created Specifically For The Manufacturing Job Functions REDUCING COSTS. REDUCING CYCLE TIME. JOINING MIXED MATERIAL IN HIGH VOLUME. Regardless of how different the vehicle design is, how advanced the manufacturing plant is and how large the budget is, every large scale OEM in the US, Europe and Asia is working towards every single one of these goals. Every OEM is researching and testing and piloting to figure out three key things: Which joining and forming techniques deliver the highest performance at the lowest costs on different advanced lightweight materials In which parts of the vehicle can these techniques be most cost effectively applied How can they be implemented quickly and cost effectively into the production line Everyone has their own answers, but with technology and understanding advancing at break neck speed each year, what was the best today is rarely the best tomorrow. THE US-WIDE WEIGHT REDUCTION DRIVE ADVANCES AT PACE The U.S. Environmental Protection Agency (EPA) and the Department of Transportation's National Highway Traffic Safety Administration (NHTSA) are issuing final rules to extend the National Program to further reduce greenhouse gas (GHG) emissions and improve fuel economy for model years 2017 through 2025 light-duty vehicles. These are projected to result in an average industry fleet wide level of 163 grams/mile of carbon dioxide (CO2) in model year 2025 (equivalent to 54.5 mpg vs. 29 mpg in 2013). With these regulations in place, OEMs are under increasing pressure to further explore all possible methods and strategies that will help ensure these stringent standards are cost effectively met. OEMs have ranked "meeting of the fuel efficiency and emission targets" as the top challenge that they presently face. THE INTEGRAL OEM-LED JOINING AND FORMING KNOWLEDGE EXCHANGE RETURNS TO DETROIT - 2ND YEAR RUNNING After resounding success in its launch year, Lightweight Vehicle Manufacturing: Joining & Forming Focus 2015 is returning in its second year to equip joining, forming and manufacturing engineering professionals with the very latest case-study based knowledge and shared advanced practices. The carefully selected expert OEM speakers will critically inform delegates about selecting the most suitable methods for joining and forming parts and components made from mixed materials, and how to efficiently and cost-effectively introduce them into the assembly lines.

1. Reducing The Cost Of Multi-Material Lightweight Joining & Forming:
Created Specifically For The Manufacturing Job Functions
Demonstrating The Very Latest OEM Case Studies And
Technical Advances Being Applied To
Reduce The Costs And Cycle Times Of
Mixed Material Joining And Forming To
Enable The Implementation Of Lightweight
Materials In High Volume Vehicle Production
DesignedSpecificallyForJoining,Forming&ManufacturingEngineeringProfessionals:
April 14-15 | Detroit | Michigan, USA
Mark Keller
Manager of Truck Body Structures and
Closures Department
Ford
Over20OEMLedCaseStudiesPresentedBytheLeadingExperts
BasedOnTheMostAdvancedManufacturingPractices
M Follow us @AutomotiveInnov
www.global-lightweight-vehicle-manufacturing.com
Register By Friday
February 27, 2015
SAVE
$400
• JOINING ALUMINUM & ALUMINUM: Determining the most cost effective methods
for joining aluminum to aluminum based on joint: strength and load carrying
capability, fatigue strength, and crash resistance
• JOINING ALUMINUM to STEEL: Reviewing welding methods for joining aluminum
with conventional and new grade steels to determine which technology is most
effective - cost, corrosion risk and volume capability
• CORROSION PROTECTION & COATINGS: Understanding which corrosion
mitigation processes are being used to maximize long-term performance of joints in
lightweight vehicles
• MATERIAL CHARACTERIZATION: Evaluating properties of the new grades of UHSS,
aluminum and composites to determine their influence on the selection of multi-
material joining and forming technologies
• PROCESSING ADVANCED COMPOSITES: Understanding how costs and cycle
times are being reduced to speed up composite forming to justify the business case
for their use in mass produced vehicles
• AUTOMATION: Hearing how OEMs are automating typically manual processes to
improve cycle times and reduce costs of lightweight vehicle production
• UPCOMING TECHNOLOGICAL ADVANCES AND THE NEXT STEPS IN
LIGHTWEIGHTING: Examining the very latest joining and forming innovations
that could revolutionize costs and discussing what needs done as an industry to
reduce costs in the next 3 years
Robert Saje
Design Engineer for Structures
Cadillac
Fei Xiong
Technology Director of Material
Engineering R&D Centre
Geely
Pete Edwards
R&D Leader for Joining
Honda Engineering North America,
Inc.
Gregory E. Peterson
Senior Technology Specialist
Lotus Engineering
Michael Danyo
Aluminum Technology Launch Supervisor
Ford
Surender Maddela
Senior Research & Development Engineer,
Materials Engineering
Nissan Motor Corporation
Organized By:
Mark Voss
Engineering Group Manager Body
Advanced Technical Works
GM
EXCLUSIVE
VEHICLE MANUFACTURER
RATES AVAILABLE

2. Register By Friday
February 27, 2015
SAVE
$400
Regardless of how different the vehicle design is, how advanced the manufacturing plant is and
how large the budget is, every large scale OEM in the US, Europe and Asia is working towards
every single one of these goals.
Every OEM is researching and testing and piloting to figure out three key things:
• Which joining and forming techniques deliver the highest performance at the lowest costs
on different advanced lightweight materials
• In which parts of the vehicle can these techniques be most cost effectively applied
• How can they be implemented quickly and cost effectively into the production line
Everyone has their own answers, but with technology and understanding advancing at break
neck speed each year, what was the best today is rarely the best tomorrow.
The US-Wide Weight Reduction Drive Advances At Pace
The U.S. Environmental Protection Agency (EPA) and the Department of Transportation’s
National Highway Traffic Safety Administration (NHTSA) are issuing final rules to extend the
National Program to further reduce greenhouse gas (GHG) emissions and improve fuel
economy for model years 2017 through 2025 light-duty vehicles. These are projected to
result in an average industry fleet wide level of 163 grams/mile of carbon dioxide (CO2) in model
year 2025 (equivalent to 54.5 mpg vs. 29 mpg in 2013). With these regulations in place, OEMs
are under increasing pressure to further explore all possible methods and strategies that will help
ensure these stringent standards are cost effectively met. OEMs have ranked “meeting of the
fuel efficiency and emission targets” as the top challenge that they presently face.
The Integral OEM-Led Joining And Forming Knowledge Exchange Returns To
Detroit – 2nd
Year Running
After resounding success in its launch year, Lightweight Vehicle Manufacturing: Joining &
Forming Focus 2015 is returning in its second year to equip joining, forming and manufacturing
engineering professionals with the very latest case-study based knowledge and shared
advanced practices. The carefully selected expert OEM speakers will critically inform delegates
about their expeiences in selecting the most suitable methods for joining and forming parts and
components made from mixed materials, and how to efficiently and cost-effectively introduce
them into the assembly lines.
Meet Decision Makers From:
• Local and International OEMs
• Tier 1 Suppliers
• Material Suppliers
With The Following Job Titles:
Technical Directors, General Managers,
Department Managers, Senior Engineers,
Senior Specialists, Technical Specialists,
Senior Researchers from...
• Joining
• Welding
• Bonding
• Adhesive
• Stamping
• Forming
• Corrosion
• Coatings
• Simulation
• Self Piercing Rivets
• Assembly
• Implementation
• New Technologies
• Fastening
• Technical
• Frame
• Quality
• Sheet Metal
• Manufacturing Engineering
• Project Engineering
• Product Engineering
• Lightweight Engineering
• Operations/R&D Centers
Plus:
• Welding Suppliers (Ultrasonic Welding,
Laser Welding)
• Bonding Suppliers
• Fastening Suppliers (SPRs)
• Adhesive Suppliers ....
• Forming Technology Suppliers
• Coatings/ Corrosion Protection
• Component Suppliers
• Additive Manufacturing For Vehicle
Components/DMLS
• Steel Suppliers
• Aluminum Suppliers
• Magnesium Suppliers
• Advanced Composite Suppliers (i.e.
Carbon Fiber Composites)
• Recycling/Scrap Metal
VENUE INFORMATION
The Westin Southfield Detroit Hotel
1500 Town Center
Southfield, MI 48075, USA
Tel: 1 248 827 4000
Web: www.westinsouthfielddetroit.com
www.global-lightweight-vehicle-manufacturing.com (1) 800 721 3915 info@american-business-conferences.com
Reducing costs. Reducing cycle time.
Joining mixed materials in high volume.
WHO SHOULD ATTEND

3. Tier1 partners must attend this
event to understand what their
customers are striving for as
well as gain valuable network
connections.
Technical Lead - Materials forAdvanced
Technology & Research (AT&R),Volvo Group
TrucksTechnology
Register By Friday
February 27, 2015
SAVE
$400
• “WHY” FOCUSED: All presentations are designed not only to explain which technology
choices have been made in lightweighting, but also, importantly, each presentation will come
with an explanation on why certain decisions have been made, to enable the transferability of
lessons
• “NEXT STEPS” FOCUSED: This conference isn’t a selection of presentations
demonstrating old case studies in lightweighting. It is focused on new, pioneering and
progressive case studies from those who are making the next big steps in lightweight vehicle
manufacturing
• MULTI-MATERIALS FOCUS: Presentations will focus on the most challenging aspect of
lightweighting: optimizing the combined application of steel, aluminum and composites to
enable design of the lowest weight body architecture
• DESIGNED FOR JOINING AND FORMING JOB FUNCTIONS: Due to popular
demand as a part of the GALM series, a very unique niche conference has been developed
to add value to the forming and joining professionals working on the manufacturing side of
the lightweight vehicles production. No similar conference will provide the same depth of
knowledge and level of details to aid the cost effective and process efficient adoption of new
technologies
• OEM LED: Based on the detailed consultation with OEMs, the agenda content is purely
industry driven with the program designed to uncover opportunities with optimizing the
manufacturing process of vehicles from mixed lightweight materials
• FOCUSES ON CASE STUDIES AND PROVEN METHODS: All participants will benefit
from evaluating the most advanced technologies used and assessing the effectiveness of
innovative methods adopted in the lightweight automotive production with a chance to apply
them in their daily operations to maximize output and efficiency
• COST REDUCTION FOCUSED: With the automotive focus on cost competitiveness being
ever more prominent, uncovering areas that could add substantial reductions in manufacturing
costs become an exceptionally appealing angle that will be thoroughly scrutinized during
Lightweight Vehicle Manufacturing: Joining & Forming Focus 2015
www.global-lightweight-vehicle-manufacturing.com (1) 800 721 3915 info@american-business-conferences.com
WHAT’S SPECIAL ABOUT
LIGHTWEIGHT VEHICLE MANUFACTURING: JOINING & FORMING FOCUS 2015
I was attracted by increasing my
knowledge of material choice as
well as discussing in depth issues
such as cost and recyclability.
Good scope of presenters.
Engineer - Roof Systems, Bentley Motors

4. MULTI-MATERIAL LIGHTWEIGHT JOINING TECHNIQUES
Day 1
Tuesday April 14 , 2015
8.30 Chair’s Opening Remarks
KEYNOTE: ADVANCES IN MIXED MATERIAL JOINING
8.40 Showcasing The Cadillac Manufacturing Strategy
That Enabled Blending of Wider Range Of Lightweight
Materials In The CT6 Topping Car Structure: New
Materials Joining Techniques Focus
• Sharing Cadillac’s advancement of the approach to lightweight
materials introduction into the car body as the next phase of
its growing product substance
• Assessing Cadillac’s mixed material architecture strategy to
free engineers to select the optimal material for the specific
purpose in each area of the car
• Introducing new innovative material joining techniques to
enable blending of material usage beyond the traditional
adherence to a primary steel or aluminum structure
• Exploring Cadillac’s new CT6 range-topping car, the first
model to adopt this new design philosophy and outlining
Cadillac’s vision for the future of this advanced technology use
and its further development
RobertSaje,DesignEngineerforStructures,Cadillac
9.10 Question & Answer Session
JOINING METHODS: HIGH VOLUME ALUMINUM
BIW PRODUTION
9.20 Evaluating, Which Joining Methods Were Proven
Most Effective And Cost-Feasible In The Ford F150
Aluminum BIW: Case Study
• Reviewing the pros and cons of the joining methods used in
the high volume aluminum Ford F150 BIW:
• Adhesive bonding
• Self Piercing Rivet (SPR)
• Flow Drill Screw (FDS)
• Resistance Spot Welding
• Laser welding
• Clinch
• Friction spin welding
• Evaluating different joining methods used in F150 to identify
the most suitable one for different materials alloys:
• 5000 series aluminum
• 6000 series aluminum
• 6000 series aluminum post form heat treat (PFHT)
• Steel
• Comparing the methods against the desired design
specification, functional and manufacturing requirements
to learn how the best one was selected for high volume BIW
production
MarkKeller,ManagerofTruckBodyStructuresandClosuresDepartment,
Ford
LeonKaunitz,Lightweight/AluminumBodyStructureTechnicalSpecialist,
Ford
MichaelDanyo,AluminumTechnologyLaunchSupervisor,Ford
9.50 Question & Answer Session
10.00 Morning Refreshments In Exhibition Showcase Area
CASE STUDY: FULL ALUMINUM BODY APPLICATION
10.30 Determining Optimal Technology Selection
Methods When Developing A Full Aluminum Body:
Defining The Most Cost Effective Manufacturing
Processes To Achieve Full Vehicle Structure
Optimization
• Providing an overview of the Geely’s new energy sources
vehicle (PEV) to understand why aluminum was chosen for the
entire body structure
• Sharing the rationale behind launching Geely’s new
energy resources vehicle platform (AMA) and what
it means for the future of the electrical vehicle
weight targets
• Reviewing the aluminum body application in PEV in details to
identify the main challenges being faced:
• Addressing the design challenges based on the extruded
aluminum profile alongside press hardening steel (PHS)
and composite materials (closure)
• Reviewing the selection of manufacturing method (press,
extrusion) and joining techniques (welding, adhesive
joining and riveting) for aluminum engine hood and front
bumper to highlight the reason for their adoption
• Showcasing how the aluminum body structure application’s
feasibility analysis has been performed for the manufacturing
processes such as stamping, painting and joining to achieve
accurate manufacturing cost projection
• Examining how the challenges (tool design, automation of
the press convey system and selection of joining techniques)
for the aluminum body application at Geely’s PEV were
successfully overcome
FeiXiong,TechnologyDirectorofMaterialEngineeringR&DCentre,Geely
11.00 Question & Answer Session
MULTI-MATERIAL JOINING
Assessing Joining Methods For Mixed Materials With Respect
To The Quantifiable Parameters To Extract Practical Benefit
For The Assembly Line
CASE STUDY: JOINING NEW GENERATION UHSS
11.10 Learning How New Generation Steels Are Being
Introduced Into Body Structures To Guide The Selection
Of Cost Efficient High Volume Joining Techniques
• Mapping the thermal properties of new steels to analyze their
impact on the stamping processing and joining methods
• Press Hardened Steel
• Generation 3 Steel
• Boron Steel
• Examining how the OEM integrated this knowledge into a high
volume production cycle system cost effectively
• Assessing the capability of high strength steels to adhere
despite surface contaminants to determine how it impacts
joint strength and the extent to which lubricants may be
needed
• Assessing the long term performance of different joints of new
steel types to determine optimal practice for integration of the
materials into structural and non-structural components of
the car
• Evaluating opportunities for cost reduction with the use of
fasteners that can pierce and clinch new generation UHSS and
other advanced materials while being effectively introduced
into the automotive manufacturing processes
CraigCowan,President,RB&W
11.40 Question & Answer Session
JOINING ALUMINUM WITH CONVENTIONAL STEEL
& UHSS
11.50 Reviewing Methods For Joining Aluminum With
Conventional And New Grade Steels To Determine
Which Technology Is The Most Effective: Cost,
Corrosion Risk And Volume Capability
• Resistance Spot Welding, Friction Stir Welding & Magnetic
Pulse Joining
• Reviewing how each joining technique interacts with
material melting point, thermal conductivity and thermal
expansion to predict joint performance with each
technology and material combination
• Identifying which technology has proven to be the most
effective when joining different alloys of aluminum
• Assessing the corrosion risks on joints made using
resistance spot and friction stir welding to determine
which has the most potential in saving corrosion
mitigation costs
• Comparing the longevity of the performance of joints
using each technology to ensure the safety of the joints
throughout the life of the vehicle
• Clinching, Clinch Rivet, Punch Rivet, Vario Point Clinching,
Special Insertion Fasteners
• Explaining how each joining process works and reviewing
the materials and their thicknesses to identify the best
process for each type
• Discuss joining dissimilar materials with adhesive in
combinations with these joining technologies to evaluate
their effectiveness in terms of performance
• Presenting current applications and highlighting the
advantages and limitations of each process
TroyWaldherr,SalesManager,TOXPressotechnik-NorthAmerica
12.20 Question & Answer Session
ALUMINUM: LASER WELDING FOCUS
12.30 Examining How An OEM Achieved High Volume
Mixed Material Aluminum Joints In Structural and
Non-Structural Parts Using Laser Welding To Draw
Transferrable Lessons On Technology Selection
• Assessing the mechanical and heat spot performance of
aluminum during laser welding when applied in structural
body parts and closures in relation to fatigue limits, humidity
and temperature
• Learning the strategy applied to adjust the assembly lines to
speed up the production process, maximize efficiency and
enable high volume aluminum application
• Hearing a case study on the use of laser welding for aluminum
body and closures to determine where in the vehicle the
technology is most suitable
• Assessing functionality of the laser welding technique to
maximize the performance parameters of Al-Al joint in terms
of strength in the heat affected zone
• Understanding alloy behavior and its implication on the weld
performance during and after the treatment to draw lessons
on which technology works best
1.00 Question & Answer Session
1.10 Lunch In Exhibition Showcase Area
MAGNESIUM JOINING
2.10 Identifying Which Technologies Can Be Used
To Join Magnesium Without Causing Corrosion To
Determine The Potential Of Using It In High Volume
Vehicle Production
• Assessing the feasibility of using different joining processes
for magnesium based on compatibility with its different
mechanical properties and resulting performance of the joint
• Analyzing which factors to consider when joining magnesium
with other materials to aid decisions on bonding/joining
techniques
• Assessing how resistance spot welding can be used to
maximize the strength and performance of magnesium joints
• Examining the possibility of a unique bond for joining
aluminum and magnesium to deliver maximum bond
performance
• Analyzing how can the method of friction stir welding be
improved to optimize the processing cycle time
2.40 Question & Answer Session
FRICTION STIR WELDING DEVELOPMENTS
2.50 Reviewing The Latest Developments In Multi-
Material, Steel And Low-Mg Aluminum Alloy Friction
Stir Welding To Compare Joint Performance With
Traditional Friction Stir Spot Welding
• Reviewing the performance of the friction stir and autogenous
laser welding methods at high travel speed to draw the cold
formability comparison for:
• Low-magnesium aluminum alloy
• Multi-material joint
• Hybrid joint
• Assessing the latest advancements in aluminum to steel
joining using friction stir welding, where the pin tool does not
enter into the substrate, to evaluate the possibility of its wider
adoption
• Analyzing hybrid joining using friction stir welding and a ‘flow-
in’ technique in Al-Al and Al-Steel to understand how the joint
performance is being increased
• Drawing comparisons between friction stir pattern spot
technique at high plunge rate to traditional stir spot welding to
identify the best method in terms of joint performance
FrancoisNadeau,TechnicalLeader,AluminumAssemblingTechnologies,
NationalResearchCouncilCanada
3.20 Question & Answer Session
www.global-lightweight-vehicle-manufacturing.com (1) 800 721 3915 info@american-business-conferences.com

5. Concept directly in line
with challenges I face everyday.
Great to hear other OEMs/Tiers
speaking about these issues
Advanced Materials Research,
Honda R&D Americas
Good combination of OEM
and Suppliers
Chief: Body In White, Ferrari S.P.A
MIXED MATERIAL BONDING & BOLTING
3.30 Appraising The Latest Advancements In Mixed
Material Joining And Bonding And Measuring The
Results Against The Desired Design Indicators To
Determine Which Has Been Proven The Most Effective
• Evaluating the mixed material joining techniques that were
compared for their static and dynamic performance and
failure modes to determine which would yield the highest
performing joint:
• Bonded-only mixed material joints
• Bolted-only mixed material joints
• Hybrid bonded-and-bolted multi-material joints
• Performance: Analyzing the performance results obtained
from joining and bonding aluminum, magnesium and plastics
based on the set design criteria to compare the suitability of
different techniques
• Evaluating the behavior of the joints based on the
environmental conditions to which they have been exposed to:
• Cyclic heat
• Humidity
• Salt spray corrosion
• Nanoparticle Enrichment – Adhesive: Presenting the
preliminary data on nanoparticle enrichment of bonding
adhesive to evaluate its further wide adoption in scale high
volume vehicle manufacturing
Dr.SayedA.Nassar,FoundingDirector,FasteningandJoining
ResearchInstitute(FAJRI)
4.00 Question & Answer Session
4.10 Afternoon Refreshments In Exhibition Showcase Area
Day 1
Tuesday April 14, 2015
www.global-lightweight-vehicle-manufacturing.com (1) 800 721 3915 info@american-business-conferences.com
Continued...
UPCOMING TECHNOLOGICAL ADVANCES AND THE
NEXT STEPS IN LIGHTWEIGHTING
Examining The Very Latest Joining And Forming Innovations
That Could Revolutionize Costs And Discussing What Needs
Done As An Industry To Reduce Costs In The Next 3 Years
LAB BASED INNOVATIONS IN THE PIPELINE:
INTERACTIVE PANEL DISCUSSION
4.40 Exploring The Potential Of Brand New Joining
And Forming Techniques Still In The Testing Phase
That Are Set To Enable Mass Production Within The
Next 3 Years
• Assessing what brand new technological advances currently
still in the testing phase, could help to industrialize
lightweight joining and forming in the next 3 years
• Scrutinizing opportunities in the next generation of hot
stamping processes for UHSSs to identify the potential of
further scaling up the output at the lowest cost
• Exploring opportunities to change vehicle design and adjust
manufacturing process to take a further 10-15kg out of the
vehicle weight with minimum investment required
• Examining which racing and motor-sports joining techniques
are being tested for use and can be potentially adopted in the
consumer vehicle industry
PeteEdwards,R&DLeaderforJoining,HondaEngineeringNorth
America,Inc.
Dr.RichardJ.Gerth,GroundSystemsSurvivability,TankAutomotive
Research,Development,andEngineeringCenter,USArmy-RDECOM
LawrenceE.Brown,ExecutiveDirector,ALMMII
5.10 Question & Answer Session
NEXT STEPS: INTERACTIVE PANEL DISCUSSION
5.20 Determining What The Automotive Industry Still
Needs To Achieve To Enable Lower Cost High Volume
Lightweight Vehicle Production In The Context Of What
Has Already Been Done
• Thoughts On What’s Next: Hearing the thoughts of the
panelists on what the R&D focus should be over the next 3
years in order to make substantial progress in cost reduction
• Recycling: How can recycling processes be designed in a way
to maximize value return on waste and minimize scrap
• Standardization: How can the manufacturing capabilities of
plants in different global locations be standardized to take full
advantage of the economy of scale
• Maintenance: Examining what improvements to the
equipment maintenance process can be made to minimize the
downtime related to the failure of certain parts
SurenderMaddela,SeniorResearch&DevelopmentEngineer,Materials
Engineering,NissanMotorCorporation
5.50 Question & Answer Session
6.00 Chair’s Closing Remarks
6.10 – 7.00 Networking Drinks Reception In Exhibition
Showcase Area
Great start to a communal
effort to establish and
promote manufacturing
considerations related
to lightweight materials
Applications Engineer, Mills Sales
DiverseOEMviewpoints
WeldingTechnical Expert, Ford
A culmination of thought
leaders from OEMs, suppliers
and innovators
COO, Local Motors

6. • Cracking: Analyzing which methods are right for
materials susceptible to cracking
• Thermal Diffusivity, Conductivity & Melting Temperatures:
Identifying thermal properties of new materials and
grades to be able to predict their performance during and
after joining occurs
• Assessing the viability of introducing industry-wide
standards for new and existing lightweight materials
to help bring consistency to joining and forming best
practices
Dr.P.K.Mallick,DirectorofCenterforLightweightingAutomotive
Materialsand Processing(CLAMP),UniversityofMichigan-Dearborn
2.00 Question & Answer Session
CORROSION PROTECTION
2.10 Environmental Durability Of Aluminum Adhesive
Joints And Corrosion-Sensitive Aluminum Alloys:
One More Step Toward A More Reliable Laboratory
Evaluation Of In-Service Performance
• Establishing cyclic corrosion tests and electrochemical
procedures to mimic the performance of coated corrosion
sensitive aluminum alloys exposed to harsh road conditions
• Developing non-destructive inspection techniques for in situ
monitoring of adhesive joint health exposed to road conditions
during the development step of surface pretreatments
• Determining laboratory testing procedures for reliable in-
service performance of adhesive joints
• Accelerated evaluation of corrosion assisted fatigue and stress
corrosion cracking behavior of high strength and corrosion
sensitive aluminum alloys
DanickGallant,ResearchAgent,NationalResearchCouncilCanada
2.40 Question & Answer Session
2.50 Afternoon Refreshments In Exhibition Showcase Area
INFRASTRUCTRE AND LIGHTWEIGHT
TECHNOLOGY INTEGRATION
Assessing How Existing Infrastructure Can Be Most Cost
Effectively Adjusted To Optimize Lightweight Vehicle Output
And Enable Mass Production
OPTIMIZING EXISTING PLANT INFRASTRUCTURE:
AUTOMATION
3.20 Hearing How OEMs Are Automating Typically
Manual Processes To Improve Cycle Times And Reduce
Costs Of Lightweight Vehicle Production
• Assessing how joints can be best designed for automation to
maximize the applicability of automation technologies
• Hearing the amount of time that was saved per joint when the
OEM switched to automation to help justify the business case
for new applications
• Understanding in which areas of the manufacturing process
automation has proven most successful to determine which
processes could benefit most from its application
3.50 Question & Answer Session
4.00 Chair’s Closing Remarks And End Of Conference
Day 2
Wednesday April 15, 2015
www.global-lightweight-vehicle-manufacturing.com (1) 800 721 3915 info@american-business-conferences.com
8.30 Chair’s Opening Remarks
HIGH VOLUME FORMING
Examining The Forming And Processing Technologies That
Are Being Used For New UHSS, Carbon Fiber And Other
Advanced Composites To Identify The Most Sound Method To
Use In High Volume Production
PROCESSING CARBON FIBRE COMPOSITES
8.40 Understanding Mechanical Properties And
The Processing Issues Related to The Advanced
Composites To Evaluate Feasibility Of Use In High
Volume Lightweight Manufacturing
• Learning the pros and cons of different forming options for
CFC (closed vs. open forming, orientation layout) to assess
whether mass production of CFC units will be viable in the
future
• Investigating ways to speed up the process of producing and
manufacturing CFC components while ensuring the quality
and solidity of the unit
• Analyzing ways to process advanced composites while
maintaining strength of the joint and part performance
requirements
• Assessing the finishing performance, paintability, mechanical
properties and appearance of advanced composites and their
ability to be bonded and fastened
• Understanding the role of the supplier in speeding up the
production of CFC, allowing OEMs to securing wider scale
availability
MarkVoss,EngineeringGroupManager,BodyAdvancedTechnical
Works,GM
9.10 Question & Answer Session
9.20 Morning Refreshments In Exhibition Showcase Area
ADVANCED CARBON FIBER COMPOSITE FORMING
9.50 Understanding Tried And Tested Ways Of Forming
Carbon Fiber To Justify The Business Case For Its
Application In Automotive Vehicle Production: RAD’S
Car Beast Case Study
• Evaluating various methods to make carbon fiber to
understand how its use can be justified as a value added in
regards to the weight/performance ratio
• Comparing costs and benefits of the various methods
for carbon fiber production to evaluate the pros and cons
associate with their use in car body
• Wet layup using vinyl ester or epoxy resin
• Wet layup with vacuum bagging using vinyl ester or epoxy
resin
• Pre-reg carbon heated in autoclave
• Evaluating ways to cost effectively manufacture carbon fiber
parts yet maintain strength with the best proven one for RAD
being wet layup with outer and inner panel
• Investigating how to design carbon fiber elements to help
obtain and retain parts strength:
• Showing how to line up waves in the most effective
manner
• What is the optimal number of layers required
• Why wet layup using epoxy is being selected as preferred
method
• How having inner and outer panel helps to obtain
maximum strength
KamHosn,Co-Founder,RADCars
10.20 Question & Answer Session
JOINING CFC
10.30 Evaluating The Performance Of Techniques
For Joining CFC Parts In Low to Medium Level
Production In Relation To Speed Of Production, Cost
and Cracking Risk
• Debating how to join low to medium volume of CFC units in a
single facility while controlling the quality of the unit to draw
transferrable lessons for other OEMs
• Exploring different assembly strategies and techniques that
could be adopted for CFC to allow the assembly output to
reach medium volume of output at the reasonable cost
11.00 Question & Answer Session
ADDITIVE MANUFACTURING
11.10 Assessing the Potential of Direct Metal Laser
Sintering (DMLS) To Reduce The Costs Of Lightweight
Vehicle Components
• DMLS vs. Traditional Metal Forming: Examining advantages
and disadvantages of DMLS vs. current metal forming
processes to understand the most appropriate criteria
to consider when designing parts for volume production
including:
• Cost: Assessing the cost per DMLS-produced part in
both medium and high volume component production to
determine whether this method is economically feasible
for global companies
• Volume: Assessing how many parts per day can be formed
to determine the speed capability of DMLS process and
whether it can support high volume production
• Expanding the boundaries: Identifying newer potential uses for
additive manufacturing of lightweight parts, beyond the typical
applications
• New Advances: Evaluating work being conducted to improve
the capability of additive manufacturing in supporting high
volume applications with considerations to costs and cycle time
GregoryE.Peterson,SeniorTechnologySpecialist,LotusEngineering
11.40 Question & Answer Session
PROCESSING NEW GENERATION STEELS
11.50 Examining The Behavior Of New 3rd Generation
Advanced And Ultra High Strength Steels During And
Post-Forming To Determine Which Method Has The
Lowest Costs Per Part
• Cracking Propensity: Analyzing the performance of new steels
vs. conventional steel during various forming processes to
map their formability, propensities to cracking and thermal
diffusivity
• Costs: Comparing the cost and speed of forming new steels
(Gen 3 Advanced and UHSS, TWIP) to identify which are
optimal in terms of required performance
• Melting Temperatures: Comparing the melting temperatures
of the steels to understand the impacts of using them in
different parts of the vehicle
• Heat Balance: Understanding the performance of boron
steel parts after the hot stamping process has been applied
to derive methods for improving control over thermal stress
concentration
12.20 Question & Answer Session
12.30 Lunch In Exhibition Showcase Area
MATERIAL CHARACTERIZATION & CORROSION
MITIGATION
Analyzing How The Properties Of New Grades Of Lightweight
Materials And Composites Define The Selection Of Optimal
Joining And Forming Techniques And What Are The Latest
Advancements In Corrosion Mitigation
MATERIAL CHARACTERIZATION: MANUFACTURING
IMPLICATIONS
1.30 Evaluating The Properties Of The New Grades Of
UHSS, Aluminum And Composites To Determine Their
Influence On The Selection Of Joining And Forming
Technologies
• Defining the properties of the new lightweight materials to
draw the comparison of their performance during joining and
processing against the major criteria:
• Tensile Strength, Ductility, Spring Back: Examining which
joining techniques are most appropriate for processing
materials with different ductility, strength and spring back
• Galvanic Corrosion & Fatigue: Examining how OEMs are
using data on corrosion and fatigue to aid the selection
of joining techniques to be capable of high volume
production
HIGH VOLUME FORMING & INTEGRATING NEW LIGHTWEIGHT TECHNOLOGIES INTO THE PLANT
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February 27, 2015

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