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1,250kg weight. BMW has applied systems analysis to mass produce the i3’s panels, traditionally produced in an artisanal process.
Low weight the key “The key to reaching our range and performance targets, as well as having a vehicle that is fun to drive, is to get low weight, because we had to compensate for the battery,” says Carsten Breitfeld, head of the i project. “It was a question of how to optimise carbon fibre production. This is territory where no car manufacturer has ever been before; we are redefining automobile construction.” Actually, i3 production is more of a refinement than a redefinition, with
Battle for sustainability honours
BMW claims its forthcoming i3 four-door hatchback will also be the world’s most sustainable car – built at the world’s most sustainable, wind-turbine powered, carbon-neutral car plant near Leipzig, Germany; although Renault-Dacia might dispute that claim (see Automotive Design January- February 2013). The i3 has an extruded and cast aluminium chassis, which carries the
suspension, steering and driveline, but the passenger cell is made of resin- transfer-moulded (RTM) carbon fibre, with plastic polycarbonate body panels hung on the outside. The carbon fibre is the key to the i3’s low
ZF has developed a plastic engine mount that is 25% lighter than comparable rubber-metal designs and 100% recyclable. Manufactured from fibre-glass reinforced polyamide, its modular construction allows it to be used with various engines in different cars. It is already being produced in six model-specific versions for small and compact cars, as well as
Renault-Nissan EVs. Four-way cat for petrol engines
BASF has introduced an innovative four-way conversion catalyst (FWC) for petrol engines. The single-component FWC technology can remove PM (particulate matter), as well as CO (carbon monoxide), HC (hydrocarbons) and NOx (nitrogen oxides) from gasoline-engine exhaust, helping OEMs meet strict new emissions regulations, including Euro 6. The traditional three-way catalyst (TWC) used with gasoline engines removes CO, HC and NOx. In order to remove PM, a separate gasoline particulate filter can be added. However, this can increase back pressure and requires additional space. The FWC addresses this challenge, creating a single-component technology solution, states BASF. “Close collaboration between catalyst developers, substrate suppliers and OEMs will be required to bring the full potential of the FWC to market,” said Xavier Susterac, BASF’s vice president, Mobile Emissions Catalysts Europe. “BASF will continue to drive this process, leveraging our industry- leading innovation capabilities, and our proven emissions control and catalysis manufacturing expertise, to help move the industry forward.”
BMW streamlining every production stage to remove small amounts of time, expense and waste. It ‘bought into’ the sourcing process, with a joint venture with carbon specialists SGL Automotive Carbon Fibres to weave carbon thread into flat, dry mats at its hydro-electric-powered plant at Moses Lake, Washington State, USA. The mats contain a binder agent and, when they arrive in Leipzig, are
pre-formed, using ultrasound to set the binder agent and retain the shape. Each body side uses nine separate preformed panels, with the excess trimmed, recombed and used to make the i3’s roof. The preformed mats are hand placed in the mould, which is held partly open while injected with resin at 80bar, then closed and heated to 100ºC to speed setting. The panels are then trimmed, cleaned and the required holes cut, using water jets. The body is assembled by robots to ensure accuracy, using 160 metres of Dow Corning two-pack polyurethane adhesive. Key body assembly processes are carried out by 160 robots in the assembly hall to reduce the risk of contamination. It’s slower than
No more whining
The latest generation of downsized, 2-, 3- and 4-cylinder engines, with 5- speed transmission and 6-speed ‘boxes on the increase, present their own unique set of noise, vibration and harshness (NVH) issues, claims TrelleborgVibracoustic, often demanding the use of a secondary damper at extra cost and weight. TrelleborgVibracoustic has combined its expertise in both powertrain
mounting solutions and mass damper technologies to produce a gear¬box mount with an integrated mass absorber, eliminating the need for the secondary damper, and creating significant weight and cost savings. What's more, the mount can be readily tuned to tailor it to specific frequencies, making it suitable for multiple applications, says the company. “The essential feature of the product is the rubber lobes that sit on
either side of the main spring. Using advanced design tools, we are able to tune the thickness and height of these lobes to target multiple frequencies” says Enrico Kruse, director of product inno¬vation. “Gearbox whine is a growing phenomenon, and our customers are increasingly asking for innovative, cost-efficient solutions. This new mounting design can be tuned to combat specific frequencies and, at the same time, eliminates the need for additional components.”
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www.automotivedesign.eu.com
May/June 2013
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