KraussMaffei, which supplied the process development, has extensive experience in numerous production processes for lightweight fiber-reinforced components. Its injection molding compounder was applied to the production cell, so that fiber content and length can be adjusted as each part requires. KraussMaffei's FiberForm process, which is based on SpriForm, offers short cycle times for a fully automated cell. As with typical injection molding, the cycle times (determined primarily by the cooling time required in the mold) are around 60 seconds each. Like the standard thermoforming process, FiberForm can be easily automated and combined with other manufacturing processes.
The SpriForm project's main goals were to develop a process and material handling technology for the organic sheets and to optimize the trimming of geometrically complex components. It also focused on simulating the all-plastic hybrid components. To select the most suitable options for making each part from the large number of available materials and production solutions, costs and number of units of each component must be calculated, and its potential for being constructed entirely from an all-plastic lightweight material must be evaluated.
The partners launched the project because of the growing importance of fiber-reinforced composite technology in lightweight automotive construction and the continuing increase in the proportion of plastics used as automotive materials. It was funded in part by the German Federal Ministry of Education and Research.
By uniting injection molding and thermoforming into one processes, I assume the big benefit to manufacturers is reduced cost. Are there other benefits to producing complex automotive components in this manner?
Ann, thanks for this article. This is a cool process! I can see why simulation of the molded part properties was an important part of the project, since the size, distribution, and orientation of the fibers will be different in the thermoformed areas as compared to the injection molded areas. One slight drawback is that the most reinforcement ends up in the areas which are geometrically easiest to thermoform, not necessarily the areas where the most reinforcement is needed. But still, this is a promising new process. With regard to a discussion going on in another thread, it's interesting to note that the German government supported this development.
Beth, the main benefit seems to be speed of assembly, which in automotive manufacturing means less money.
Dave, thanks for the feedback. I don't read German, so could not get a lot of details on this. I thought it was a cool process, too, and one that seemed terribly obvious--with 20/20 hindsight. And I, too, noticed the funding from the German government in relation to that other thread I think you're referring to. My understanding of the way things work from people I know there is that this sort of effort is part of a much larger level of cooperation than a few government dollars here or there.
This is interesting. Does it mean that the Germans have taken the lead in automotive composites? I ask because there's this, BMW is building a big composites plant in the U.S. (Puget Sound area), and Mercedes is also studying composites.
Hmmm, that's a really good question. That's certainly a possibility, but one would need to do a survey of some kind to learn the answer. One reason why it might not be true is the volumes involved. The US still produces a huge amount of cars, as do the Japanese, I believe. BMW and Mercedes produce cars in much smaller volumes. OTOH, composite manufacturing is highly specialized, and neither BMW nor Mercedes are experts, but their subcontractors are. I'd also wonder what companies in what countries Ford buys from.
The combination of the injection molding and thermoforming has great possibilities. With the addition of the PA elements, you can make large flat strong panels, an the injection molding component would allow for strengthening ribs and possibly mounting lugs on the back side of the component.
Teijin just announced a partnership with GM for high speed production of thermoplastic composite automotive parts but the details are scarce. It is reportedly not injcetion molding but rather some high speed press operation. Do you know how this process works?
Chuck, I didn't see anything about orientation of fibers in the English language information. Dave's feedback below sounds like one might be stuck with the orientation the process provides.
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