Elizabeth, I think one of the things that makes it hard to wrap one's head around what this technology does, and can do, is calling it "printing." That label was applied for perfectly good reasons--the use of inkjet technology for laying down the layers--but it's also become confusing to many. OTOH, when I saw the first 3D models being made back in the late 80s, it was like looking at sci-fi ideas come alive. And that sense of wonder remains.
Jack, the main use for 3D technology in auto production began with making one-off parts for high-end racing and/or classic cars. That's where this technology has been proven out for automotive uses. The main issues now are figuring out how to make machines that can participate in the high-speed, high-volume production environment of mainstream car manufacturing. The links at the end of this article will tell you more.
Really, Ann? That's incredible...but I guess I should't be so surprised...there is a lot of investment in this technology these days. We've certainly come a long way form the days of the dot matrix!! (Sadly, I am old enough to remember!)
Just read anuother article someplace else that alluded to the use of 3D printers for autos. In that case, they were using them to make one-off parts for classic cars where you could no longer obtain the original.
Cabe, thanks for the input. This is definitely a high-end machine, not a competitor with Formlabs. I doubt the 1000R would be useful or cost-efficient for renting out to multiple users: it's a capital equipment purchase. Generally, owners of, say, semi fab equipment systems don't rent those out, either, even if they could be kept constantly running, and even if they were experienced EMS houses like Flextronics. However, that might be possible after a few more generations of this 3D technology, and after the system itself had been redesigned to accommodate that targeted use.
I am sure this is not priced for the hobbyist market. If one of these 1000R could be set up to print constantly for smaller projects, the individuals out there who need something made, could it be cost effective? Or is it just for printing high markup items, price intangibles.
Once litigation is over, Formlab's 20 micron printer may give this a run for its money, literally.
Charles' observation was the first thing that came to mind when I read this article's headline. However, even in mass production, the casting process is quite involved, requiring multiple steps. While the lost-foam casting has reduced the time considerably, the foam patterns themselves must be manufactured first, and then the sand poured around them to create the casting mold. When all the steps are added up, I wonder what the total time to cast a part is versus using rapid prototyping.
Another side benefit may be an environmental one - the sand used in metal casting usually absorbs toxic residue and must be treated before being disposed of. I do not know what is involved in this step, but do know that here in the North and South Carolina area, a company had to pay upwards of a half a billion dollars to clean up the waste sand that it unknowingly donated for projects around this region.
Chuck, Daimler's original intent was to replace die-casting and sand-casting of big metal components and prototypes. Apparently, the consistency of material properties between parts made with casting methods wasn't high enough. Neither is the part size: Daimler also wants to increase it, while maintaining light weight, by using this printer. That second reason is a pretty classic one in 3D printing of functional production parts.
I'm amazed by this. Automakers have always used high-volume production techniques for a good reason -- the auto industry is all about high volume. That's why engineers have always been willing to put up with the two- or four- or six-week timeframe that's required to build tooling. When the tooling is completed, they can build 400 or 500 parts an hour. Thousands of parts a day. I wonder what kind of parts Daimler plans to build with this technology?
As the 3D printing and overall additive manufacturing ecosystem grows, standards and guidelines from standards bodies and government organizations are increasing. Multiple players with multiple needs are also driving the role of 3DP and AM as enabling technologies for distributed manufacturing.
A growing though not-so-obvious role for 3D printing, 4D printing, and overall additive manufacturing is their use in fabricating new materials and enabling new or improved manufacturing and assembly processes. Individual engineers, OEMs, university labs, and others are reinventing the technology to suit their own needs.
For vehicles to meet the 2025 Corporate Average Fuel Economy (CAFE) standards, three things must happen: customers must look beyond the data sheet and engage materials supplier earlier, and new integrated multi-materials are needed to make step-change improvements.
3D printing, 4D printing, and various types of additive manufacturing (AM) will get even bigger in 2015. We're not talking about consumer use, which gets most of the attention, but processes and technologies that will affect how design engineers design products and how manufacturing engineers make them. For now, the biggest industries are still aerospace and medical, while automotive and architecture continue to grow.
More and more -- that's what we'll see from plastics and composites in 2015, more types of plastics and more ways they can be used. Two of the fastest-growing uses will be automotive parts, plus medical implants and devices. New types of plastics will include biodegradable materials, plastics that can be easily recycled, and some that do both.
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