From lightweight aluminium bodies to ultra-high strength steels via hemp, wood and other natural fibres, a variety of new materials and manufacturing techniques are enabling the automotive industry to replace traditional parts with lighter alternatives.
One of the most significant materials developments is the arrival of carbon fibre reinforced plastic (CFRP) in mainstream cars. The recent launch of the BMW i3 marked the first large-scale series production run of the material, bringing it out of the realms of the supercar and within reach of the car buying public.
Paying LIPA-service to CFRP
CFRP is of huge interest to stakeholders at every stage of the automotive supply chain, from vehicle manufacturers down to the materials suppliers. One such materials supplier is DSM, the Heerlen, Netherlands headquartered global diversified group which delivers materials to the health, nutrition and materials sectors. DSM’s interest in CFRP led to the company becoming the plastics materials supplier for LIPA, a European consortium of industry and academia formed to develop and validate mass-production process technology for plastics composites.
LIPA – “Lightweight Integrated Process Application” – has resulted in the development of an automated manufacturing process for automotive thermoplastic composites. This involves preheating a preform of thermoplastic impregnated continuous fibres, known as an organic sheet, transporting it robotically to an injection mould, and overmoulding it with thermoplastic to create the final part.
However, despite the use of CFRP in a €35,000 (US$49,000) BMW, it is essential that projects like LIPA continue to research ways of reducing CFRP’s high manufacturing costs to make it a truly viable consideration. Although CFRP offers several advantages, such as high stiffness-to-weight and strength-to-weight ratios, its use in the automotive industry will remain limited until manufacturing costs can be reduced, believes Keith Siopes, Automotive OEM Manager at DSM.
“CFRP composites will likely have limited mainstream usage until the price of carbon fibres, and the manufacturing costs, come down to a level that make them commercially viable versus alternatives, or until all other alternatives to achieving regulatory mandates have been exhausted,” Siopes tells Megatrends. “Until then, there will likely be several niche opportunities for high performance platform derivatives and special cases.” DSM, he says, is evaluating a variety of combinations of alternative base resin, filler, design and processing to optimise performance, weight and costs.
Efficiencies in cost and manufacturing
DSM is primarily a plastics supplier; while its participation in LIPA is for a future role in automotive CFRP, the company already offers a wide variety of products for the automotive industry, the three key ranges being Stanyl, Akulon and EcoPaXX.
Almost all OEMs use Stanyl resin in timing chain systems, says Siopes. “In some systems, it has shown fuel economy improvements of 1% and CO2 emissions reductions of 2-3g/km.”
The second key product range for DSM is Akulon polyamide 6, which is used to help reduce the weight and cost of oil sumps. “The new Mercedes S-Class features a breakthrough oil sump made from our unique Akulon Ultraflow polyamide 6, which weighs 50% less than its metal equivalent, while meeting every performance criteria.”
Another resin, used as an alternative to metal for weight reduction purposes, is EcoPaXX. Siopes explains: “This high performance, bio-based polyamide 410 resin is made principally from castor beans. It’s the material of choice to replace metal for weight reduction in many demanding automotive applications.” These include high temperature applications such as engine and crankshaft covers.
Exterior parts and lighting
A glance at DSM’s product range suggests that much of what it offers is targeted at improving the vehicle’s efficiency through under-the-hood products, but Siopes is keen to emphasise that DSM also offers products for visible areas of the vehicle. “We currently supply Akulon resin for many exterior trim applications, including roof racks, door handles, grille opening reinforcements, exterior mirrors and cowl vent grilles. In many of these applications, Akulon UV has helped reduce costs by eliminating the need for painting.”
Lighting is another area with potential for innovation in thermoplastics. “It is one of the most demanding automotive areas when it comes to thermoplastics, but also one of the most potentially rewarding,” says Siopes. “There is huge potential for next-generation plastics that combat outgassing and encourage miniaturisation. Thanks to their ability to operate at very high temperatures, they can also contribute to increasingly bold new designs. We offer materials that address these complex demands in a wide range of applications.” Siopes lists a number of lighting product lines, including front light frames, bezels, lens holders, daytime running lights and park and turn lights, lamp holders and sockets, and thermal conductive plastic solutions for new LED systems.
Agility to satisfy emerging requirements
With a range of products reducing weight, cost and manufacturing complexity, the role of a materials supplier like DSM is dictated by the needs of each customer. “Our value propositions vary, depending on the needs or issues to be addressed by customers at different stages of the value chain,” says Siopes. “For example, Akulon Ultraflow is a robust technology that we developed and applied to our Akulon PA6 product line several years ago. It offers the superior flow, good aesthetics and fast injection moulding process cycles versus alternatives. For injection moulders, Akulon Ultraflow enables higher manufacturing throughput, and in some cases, it has helped streamline the manufacturing process by eliminating the need for post-moulding shrink fixtures to attain flat parts.”
This, Siopes explains, enables OEMs and suppliers to expand the design pallet for ‘difficult to mould’ designs, and enables cost and weight reduction. He adds that it may also lower tooling investment because faster cycles translate to fewer tools required for high volume programmes.
“As the technology in vehicles becomes more complex, there’s an alphabet soup of needs and developments stewing,” grins Siopes. These needs require numerous combinations of thermo-electro-mechanical performance, coupled with long-term resistance to various oils and chemicals. The trick, he says, is to be adept at anticipating these emerging needs. “Companies that develop and commercialise products, processes and designs, to meet one or more of these needs, at the right time and at the right price, will earn preferred supplier status with the OEMs,” Siopes summarises. “At DSM, we’re committed to earning and maintaining preferred supplier status through ongoing partnering, needs assessment and customer-focused solutions development.”
