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For the vehicle case studies under consideration, FRV is within the range 0.159 0.237 and 0.252 0.477 l/100 kg*100 kg respectively for mass reduction only and secondary effect.
The risk of mass enlargement was globally elevated (65%) and progressive up to 80 months but similar to that for mass reduction over time.
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However, based on a study by Arrigoni et al. (2015), a thermophilic process is not a guarantee for higher mass reduction (see Table 2).
For the mass reduction scenarios considered in this work, results indicate that the greatest life cycle energy and GHG emissions reductions occur when steel is replaced by aluminum.
A newly designed hot-stamping steel alloyed by chromium (Cr) and manganese (Mn) without boron (B) addition was developed for automobile mass reduction.
This article reviews a spectral forward gravity field modelling method that was initially designed for topographic/isostatic mass reduction of gravity data.
Polymer matrix composites are seeing increased use in the automotive industry due to their significant potential for vehicle mass reduction, but are hampered by the lack of sufficient material models to predict their plastic deformation.
In Figure 2C, we show the theoretical prediction for body mass reduction if CR starts after the adult mass is reached.
Based on the workspace analysis, a scenario is compiled for considering a mass reduction, and a ratio between the design parameters and the workspace, with constraints on the workspace margins.
As previously observed for other WAT mass reduction models, the circulating level of leptin, secreted by white adipocytes, was significantly reduced in mice treated with D-WAT.
The paper discusses the general influence of lightweight design approaches on energy efficiency in machine tools and restrictions on the maximum mass reduction for structural components.
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