The UK Government is committed to targets for 2010 of reducing deaths and serious injuries from road traffic accidents to 40% of the 1994 to 1998 average levels. Development of materials and structures which are effective in mitigating the effects of accidents to both those inside and external to the vehicle is seen as one of the enablers to achieving the target, in conjunction with measures aimed at reducing the likelihood or severity of accidents (see also the ASSET technology theme). A combination of passive and active safety systems are required, taking into account forecasts of future mobility requirements and vehicle types.
0-5 years
5-10 years
10-20 years
Increased concentration on the engineering and material choice
Active safety systems begin to appear. New standards and assessment on how to test
More widespread use of UHSS steels (e.g. TRIP) in auto structures – better energy absorption in crashes
Most vehicles have active safety systems to agreed standards but differing across regions
Smaller, lighter cars drive safety standards Materials of structures work matched with joining technologies development
Smart compliant structures
On board system performance monitoring.
Harmonised active and passive safety standards
Flimsy vehicles for (only) urban operation.
Product Configurability and Flexibility
A growing demand for greater product variety is anticipated to meet consumer requirements in terms of lifestyles and demographics. This is reflected in the trend towards greater configurability and flexibility, with modularisation being important in providing multi-platform capability in parallel with the reduction of manufacturing costs and development time.
0-5 years
5-10 years
10-20 years
Modularisation
Multi-function structures – integrated electronics, switchable pigments etc More integration into component design Aim to develop multiple body configurations on single platform basis foolproofing for user changeover
Design and simulation tools required, eg for durability, fatigue etc
New and developed materials require cost-effective structural joining processes Design for manufacture to incorporate new technology benefits at an earlier stage of project.
Short term reconfiguration (leisure use etc) Long life vehicles.
Re-manufacture/refurbishment of suitable/rare material intensive parts.
Upgradeable vehicles to reduce waste Integral noise dampening.
Economics
Structural systems and materials form a significant proportion of vehicle cost, in terms of raw materials, production, and disposal and recycling costs. Advances in materials technology, and the associated design and manufacturing processes, also provide significant potential for enhancing vehicle performance and adding value. The economics associated with structures and materials need to be considered in terms of the full vehicle lifecycle: design, manufacture (including the tradeoffs between volume and cost of production), re-use and recycling.
0-5 years
5-10 years
10-20 years
Increased common platform/component/system sharing – cost down
Develop cheaper, more ‘manufacturable’ low weight structural materials
