The ACOMPLICE consortium headed by Umeco is examining the use of robotics to speed up part production rates. It may also look at methods for positioning plies faster and more accurately than humans can, as in this close-up showing automated ply application.
I read with interest the threads on CF –I am involved with many companies worldwide regards CF composites and what I am seeing is new CF material formats combined with new and modified process and polymers that are opening up a significant potential for auto applications. Aluminium's, steels, titanium and magnesium will never compete with a material format that can be moulded with variable thicknesses – strategic laminate direction and can be combined with many other materials. You will see a greater use of glass CF hybrids in the future. Regarding recycling – with the greater acceptance of TP polymers and their increase performance the recycling issue goes away!! so yes the use of CF is inevitable !!
Archie, I think the fascination with carbon fibers is the environmental factor. However, the steel folks argue that the front end of the carbon fiber process eats up considerable energy -- plus, they argue that steel is very easy to recycle.
Why the fascination of carbon fibres. The same techniques can be used with glass fibres which are cheaper. This can create as light structures which are, admittedly, less stiff but no less strong. The main importance is correct fibre orientation and high fibre density, i.e. squeezing out the resin. The same techniques can be applied to glass as carbon.
The high fibre density is cheaper in materials, lighter and less brittle.
Rapid curing is generally a result of using an appropriate resin - plus the use of heat. The advantage of applying heat is that a slower mix can be used but rapid curing applied once the shell or component is fully laid up. The safest method would be to use hot water. Possibly a water jacket could be applied using the water to squeeze the shells to get high compaction and then the cold water could be run out and hot water inserted to accelerate the cure.
@Ann: Titanium is not expected to play a big role in automotive lightweighting, but magnesium is. The Department of Energy's Vehicle Technologies Program forecasts that magnesium will make up 12% of a vehicle's weight by 2035 (compared to <1% today). They have been doing a lot of work on magnesium casting techniques. This would make a good topic for a future article.
This seems like an interesting element in the "lightweighting" game. As ratkinsonjr points out, sometimes a process development is needed before materials become cost effective. Who knows, perhaps converting automatic knitting machines to make cloth "shapes" for the automotive industry is the sort of cross-pollination of technologies that could make carbon fiber cost effective as a solution. Glad to see a consortium working on this. Thanks for the story.
BMW has already incorporated more than 10,000 3D-printed parts in the Rolls-Royce Phantom and intends to expand the use of 3D printing in its cars even more in the future. Meanwhile, Daimler has started using additive manufacturing for producing spare parts in Mercedes-Benz Trucks.
Researchers have been developing a number of nano- and micro-scale technologies that can be used for implantable medical technology for the treatment of disease, diagnostics, prevention, and other health-related applications.
SABIC's lightweighting polycarbonate glazing materials have appeared for the first time in a production car: the rear quarter window of Toyota's special edition 86 GRMN sports car, where they're saving 50% of its weight compared to conventional glass.
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