In a move that clearly signifies increasing use of composites in car manufacturing, General Motors has signed a pact with Teijin to co-develop carbon-fiber technologies for potential high-volume use in mainstream GM cars and trucks. The technologies aim at reducing vehicle weight for better fuel economy.
Teijin, a Japanese producer of carbon fibers and composites, has invented a compression molding process that speeds the production of carbon-fiber-reinforced plastic (CFRP) and makes it more efficient for mass production. The two companies' co-development efforts will be based on this process, which has cycle times of less than one minute, within the window for tact time required by automakers for mass-produced vehicles. This short time period also enables rapid production of prototypes and performance evaluation tests. The process won the Frost & Sullivan 2011 Global Automotive Carbon Composites Technology Innovation Award, and the ICIS Best Product Innovation award, as well as being the overall winner of the ICIS Innovation Awards 2011.
Teijin's mass production compression molding process solves one of the two main problems of applying carbon-fiber composites to highly automated, high-volume automotive manufacturing. This is the long, five-minute molding times required by the thermosetting resins used in traditional CFRPs. Instead, Teijin's process uses the company's proprietary carbon-fiber composite material based on thermoplastic resins. The other main problem has been the high cost of these materials, but to some extent, this has been a consequence of their low volumes.
To support the effort, early next year Teijin will establish a technical center, the Teijin Composites Application Center, at an undisclosed location in the northern part of the US.
"Our relationship with Teijin provides the opportunity to revolutionize the way carbon fiber is used in the automotive industry," says Steve Girsky, GM's vice chairman, in a press release. "This technology holds the potential to be an industry game changer and demonstrates GM’s long-standing commitment to innovation."
David, you captured what I think some of us meant (at least, I did) about how the high volumes of automotive carbon composite manufacturing and repair can help move the whole industry forward, for automotive and aircraft uses alike. Of course, the specific apps are different, but many of the basic manufacturing and repair problems are similar, and some of such knowledge can be horizontally portable.
I recognize that automotive and aerospace requirements differ substantially.
That being said, as the automotive manufacturers provide a big push on carbon graphite, after intial price spikes from demand, the economy of scale should eventually bring the cost of the raw fibers down. This lower raw material cost could help it be a more financially attractive option; even if, many other applications still require thermosets.
Additionally more thermoplastic carbon graphite may find uses in more climate controlled applications such as seat or interior pieces of aircraft.
Furthermore, as more research and techniques for repair are developed, it opens the door for more maintanance friendly repair. Clearly, this is still not a well defined path . . . yet.
There is an increasing demand that vehicles are designed with end-of-life recycling as a main driver. Europe is aiming at 95% recovery (by weight) by 2015. I am not a plastics expert so how does the carbon composite fit in here? Is it a recyclable material?
Chuck, I agree, I just noted in a different article's thread that It seems everyone I'm talking to lately, whether composite makers, adhesive makers, coatings suppliers or even machine vision hardware vendors, are mentioning this as the driving force behind the trends impacting their products. And I think this time the automakers really mean it.
Please don't comment on this subject regarding aircraft and autos in the same breath. What works for cars at ground level doesn't always work for multi-passenger aircraft at 30,000 feet and above! Although thermoplastic vs themoset has advantages, the fibres being built into the matrix are the strength carriers....thermoplastics will become brittle at low temperatures and high altitudes, both circumstances that simply don't exist in the automobile use.Besides aircraft users are looking at 25 years minimum lifespan and a lot of pressurizing and depressurizing takes place over that period of time.
Corporate Average Fuel Economy (CAFE) has got to be a big part of this. Reaching 54.5 mpg by 2025 means automakers need to to squeeze every thing they can out of a gallon of gas.
TJ, I couldn't agree more. The potential volumes achievable from automotive manufacturing should help catapult carbon fiber composites into the mainstream for several industries, with potential applications in aerospace, military and naval vehicles and aircraft.
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