Lincoln - MKX - Workshop Manual - 2010 - 2010

The All New Lincoln Continental Shawn Morgans Technical Leader & Front End / Under Body Applications Manager - NA Ford Motor Company 1 Agenda • History / Background • Platform Lineage • Material Usage • Design Concepts • Functional Performance - Static Stiffness - Dynamic Stiffness - Safety 2 History / Background 3 Evolution of the Continental 4 Platform Development CD Sedan CD SUV / CUV D Sedan Taurus (AP) Fusion Edge (NA) Edge (AP) Continental MKZ S-Max Galaxy MKX 5 Design and Manufactured in Michigan Engineering: Dearborn Manufacturing: Flat Rock, MI 6 Materials 7 Body In White Materials • • • • • Increase in DP600 to offset increase in vehicle mass compared to other platform derivatives Yield Strength increase on Pan stampings Significant increase in use of DP800 over previous models Boron / Martensitic steel usage is aligned with current strategies Average BIW Yield Strength ≈ 340 MPa 8 Closures Materials • • Continued use of Bake Hard 240 for outers to meet gauge minimums Increased use of aluminum adding fender and deck lid 9 Design Concepts 10 Package Comparison Continental – Blue MKZ – Green Key Dimension Changes: • Continental wheel and tire sizes increased to 20” • Unique suspension with an increased tread (27mm frt / 63mm rr) • Continental is 150mm longer in the wheelbase versus the MKZ providing a significantly improved 2nd row legroom 11 Platform Development • • • Rear of the Front Floor Pan is extended 134 mm to adjust for a portion of the wheel base increase Sled Runners and Tunnel Runners extended to match the length of the Front Pan Remainder of the vehicle length increase is accounted for in the all new Rear Pan Assembly 12 Front Rail Design Front Structure is based on the Fusion design and uses an S-Brace Rail section angles toward the rocker as it transitions under the dash for improved load path. Y-Brace replaces the typical Torque Box to distribute load to the rocker and the sled runners Hexagonal front rail section for improved axial crush performance 13 Front Rail Design Front Rail geometry is the common with the Fusion • Cross section identical except for local differences driven by package conditions • Length of Rails are identical Rail Inner material grade changed to DP600 to manage the energy associated with the higher vehicle mass 14 Shared Design Strategies Advantages associated with the performance of continuous closed sections: • Enabler for use of AHSS • 25% Reduction in Variable Cost • 9% Reduction in Mass Integrated into the rail section for optimal load transfer to improve joint stiffness – elimination of flange flex Improved joint resulted in the following improvements in BIW torsional stiffness by13% Local and equivalent stiffness for Sub-frame and Shock attachments were increased 10% 15 Platform Mass Savings – Floor Pan • Rear pan utilizes a laser welded blank to: • Consolidate parts and reduce tooling • Utilize grades and gauges were required • Increased YS of center section of the floor pan from 140 MPa to 210MPa resulting in about a 1kg reduction in mass • Tire tub area uses mild steel for improved stamping performance Increased YS of the Front Pan from 140MPa to 210MPa • Improved performance during high strain events • Gauge reduction over typical standard resulting in a 3% mass savings 16 Rear Rail Fusion Continental Fusion Rear Rail section is comparable to the section of the Fusion • Increased material grade from DP600 to DP800 • Material change allowed for a gauge reduction of 6% despite the increased vehicle mass Combined with the gauge reduction in the Rail Cap also achieved with the use of DP800, a total of 3.5 kg were removed Continental 17 Front Bumper Beam • • Front Bumper Beam plays a major role in Small Offset Rigid Barrier Performance Extensions engage the barrier and perform two tasks: 1. Initiate rotation of the vehicle about the barrier 2. Engage the Front Rail to absorb energy HSLA 420 DP600 DP800 DP600 18 Back Panel Design Y=0 Section Double Cell Back Panel construction provide the following benefits: • Improved stiffness at the Deck Lid Latch • 128% improvement in lateral stiffness • 44% improvement in vertical stiffness • 29% increase torsional rigidity • Reduced intrusion during rear impact • Improve Tire Tub durability 19 Kick Up Cross Member Typical joint between the Kick Up Cross Member and the Rear Rail is made on the inboard side of the Rail Continental construction moves the joint to the outboard side of the Rail providing: • Increased rigidity by minimizing the rotation at the joint • Improved side impact performance due to early engagement of the cross member 20 Package Tray Enhancements Misalignment between Package Tray & Shock Tower Holes in Strainer Conventional Package Tray Cross Member Section Align Package Tray Cross Member with the Shock Mount Curved Strainer Conventional Package Tray True “Box Section” Simple “Z-Member” for Additional Stiffness Angled Strainer for Improved Load Transfer All Unnecessary Holes Removed Elimination of Holes in the Cross Member Continental Package Tray Cross Member Section Continental Package Tray 21 Package Tray Enhancements System Response to Subwoofer Input • • • • Simplified stamping geometry Reduced assembly complexity through part elimination Mass reduction of 8.5kg Improvement in torsional stiffness of 205 kNm/rad 22 Joining - Welding Laser welds are used in the Body Side for joining of reinforcements and Body Side Outer to the hydroform A-Pillar / Roof Rail • Combination of stitch and “C” welds • Average length of laser welds is 25 mm • Total laser weld length approximately 6.1 meters GMAW are only used in areas critical areas where two sided access is not available System Spot Laser GMAW Nut Stud Body Side 394 210 2 54 4 Framing 900 34 14 Under Body 1105 N/A N/A 17 52 Front Structure 409 N/A N/A N/A N/A Total 2808 244 16 71 58 2 23 Joining - Bonding • • • • 23 meters of adhesive in the BIW primarily in the platform Material used to improve stiffness and NVH performance Added between Body Side Outer and the Hydro-Form A-Pillar / Roof Rail to augment welding Additional adhesive used in the closure hems 24 Static & Dynamic Stiffness Performance 25 Static Stiffness Performance - Bending Bending Stiffness (kN/mm) 15 14 13 12 11 10 Predecessor Continental Bending Stiffness (kN/mm) 12 11 10 9 8 Base Roof Moon Roof 26 Static Stiffness Performance - Torsion Torsional Stiffness (kN m/rad) 1900 1700 76% Increase 1500 1300 1100 900 700 Predecessor Continental Torsional Stiffness (kN m/rad) 1900 1700 1500 1300 1100 900 700 Base Roof Moon Roof 27 Dynamic Stiffness – Vertical Bending Vertical Bending (Hz) 45 4% Increase 40 35 30 Predecessor Continental Vertical Bending (Hz) 45 40 35 30 Base Roof Moon Roof 28 Dynamic Stiffness – Lateral Bending Lateral Bending (Hz) 40 35 30 25 20 Predecessor Continental Lateral Bending (Hz) 40 35 30 25 20 Base Roof Moon Roof 29 Dynamic Stiffness - Torsion Torsion (Hz) 40 35 30 25 20 Predecessor Continental Torsion(Hz) 40 35 30 25 20 Base Roof Moon Roof 30 Safety Performance 31 Load Path: Front End Hydroformed A-Pillar provides load path to the upper structure Front Rail load distributed to the sled runner, hinge pillar, and rocker. Press Hardened Floor Side Inner and the martensitic steel Rocker Reinforcement provides strength to manage high axial loads Tire loads transferred to the base of the Front Hinge Pillar Sub-Frame provides a lower load path into the structure Bumper Extensions added to engage the Small Offset Rigid Barrier 32 NCAP Frontal Barrier 33 NCAP Frontal Barrier 34 Frontal Offset 35 Frontal Offset 36 Frontal Offset Data represents internal test performance 37 Small Offset Rigid Barrier 38 39 Small Offset Rigid Barrier 40 Small Offset Rigid Barrier 41 Small Offset Rigid Barrier Data represents internal test performance 42 Load Path: Roof Strength and Side Impact Hydroformed A-Pillar distributes load to Headers, Hinge Pillar, and B-pillar Press Hardened floor cross-member and AHSS Headers provide paths for cross vehicle load sharing Press Hardened B-Pillar provides resistance to buckling due to lateral and axial loads Martensitic steel Rocker Reinforcement provides transverse load distribution 43 Roof Strength Performance 44 Roof Strength Performance 45 Roof Strength Performance 46 Side Impact Performance 47 Thanks for you attention 48