An ultra lightweight concept car from Toyota is making its North American debut this morning at the 2008 Chicago Auto Show. The body frame is made from carbon-fiber reinforced plastic (CFRP), the same material used in the Boeing Dreamliner fuselage and wings. Toyota says the CFRP material “is lighter and stronger than traditional metals, creating a shock-absorbing like structure with cross-sections that help absorb energy during an impact.” Its curb weight of 926 pounds is one-third the weight of the Prius hybrid. Metal is also replaced in the roof of the concept car. The 1/X is made from a bioplastic derived from kenaf and ramie plants. “The result is a roof that improves heat insulation, emits less carbon dioxide, increases the amount of light entering the cabin, and reduces noise,” says the Toyota announcement. Ramie is a fibrous plant native to eastern Asia. This is the first time I’ve heard of it being used in plastics. Kenaf has been under study as reinforcement in plastics for more than a dozen years. Toyota has been a leader in developing biplastics in recent years, but the 1/X announcements leaves many questions unanswered. What is the plastic used in the “bioplastic”? kenaf and ramie are reinforcing and filler media. Is it PLA, a PLA hybrid, or something else? What are the body panels made of? Is CFRP practical as a material of construction in cars, or is this just a great PR model? High cost and tight supplies of CFRP could limit its widespread use in cars. Are there any unique glazing concepts in the 1/X?
A recent report sponsored by the American Chemistry Council (ACC) focuses on emerging gasification technologies for converting waste into energy and fuel on a large scale and saving it from the landfill. Some of that waste includes non-recycled plastic.
Capping a 30-year quest, GE Aviation has broken ground on the first high-volume factory for producing commercial jet engine components from ceramic matrix composites. The plant will produce high-pressure turbine shrouds for the LEAP Turbofan engine.
Seismic shifts in 3D printing materials include an optimization method that reduces the material needed to print an object by 85 percent, research designed to create new, stronger materials, and a new ASTM standard for their mechanical properties.
A recent study finds that 3D printing is both cheaper and greener than traditional factory-based mass manufacturing and distribution. At least, it's true for making consumer plastic products on open-source, low-cost RepRap printers.
For industrial control applications, or even a simple assembly line, that machine can go almost 24/7 without a break. But what happens when the task is a little more complex? That’s where the “smart” machine would come in. The smart machine is one that has some simple (or complex in some cases) processing capability to be able to adapt to changing conditions. Such machines are suited for a host of applications, including automotive, aerospace, defense, medical, computers and electronics, telecommunications, consumer goods, and so on. This discussion will examine what’s possible with smart machines, and what tradeoffs need to be made to implement such a solution.