AUTOMOTIVE INDUSTRY SPECIAL FOCUS
EPOXY RESIN USED FOR NEW BMW I3
The BMW Group has specified an epoxy resin system from Huntsman Advanced Materials to produce the side frame as well other composite parts which are then assembled to form the BMWi3’s ‘life module’, or ‘passenger cell’. The car has two main elements: the
aluminium Drive module incorporating the powertrain, chassis, battery and structural crash functions; and the life module made from carbon fibre- reinforced plastic (CFRP). According to the company, the LifeDrive concept and use of CFRP allows production time to be cut by half compared to those required for an equivalent car built along conventional lines. Structural body components on the
i3 are being manufactured using the high pressure RTM (HP-RTM) processing method. This involves making 3D dry carbon stack preforms using Araldite LT 3366 as a binder powdered on the surface of the reinforcements, which helps to maintain correct fibre alignment and geometry during automated manipulation and positioning of the dry preform into the mould. Huntsman’s epoxy RTM system
Araldite LY 3585 / Hardener XB 3458 is then injected at high pressure into the mould. These are fast reacting and can cure in just five minutes at 100°C, enabling BMW to produce finished parts quickly and cost-effectively. The Araldite resin system is said to
enable the automotive industry to produce large CFRP composite components as a viable commercial proposition for the first time. Huntsman’s materials will also be
used on the larger i8 sports coupe which goes into production this year.
Huntsman Advanced Materials
www.huntsman.com
Enter 225 SOLUTIONS FOR ALL-ELECTRIC AND HYBRID VEHICLES
A series of innovations have been developed by Schaeffler that are contributing to the further development of engine start-stop systems. These include the optimisation of components to accommodate the significant increase in the number of start procedures, as well as solutions for start-stop systems such as non-contact sensors, optimised bearings, specially-coated components, electro-mechanical camshaft phasing units, latching valves, and components for belt-driven starter generators and permanently-engaged starters. As the market for hybrid vehicles continues to grow, a new field is emerging: 48-volt
solutions. Vehicles with this second low-voltage on-board electrical system can already offer several driving characteristics that were previously only possible with hybrid vehicles, including moving off using only electric power, ‘boosting’ during driving operation, and ‘crawling’ in stop-and-go traffic, as well as energy recovery during deceleration. Schaeffler’s portfolio also includes hybrid modules and multi-gear drive elements. The company also offers innovative solutions for fully hybrid vehicles –
from hydraulic clutches and corresponding actuators to hybrid modules and modular electric axles. This family of disc-shaped, compact hybrid modules is designed for use in vehicles of various performance classes and is installed between the engine and transmission. The range encompasses hybrid modules for passenger vehicles up to 280Nm to models with more than 780Nm. Schaeffler also offers an electric axle suitable for all-wheel drive hybrid vehicles. Its range covers
electric drives, transmissions and differentials, which can be connected to its eDifferential multi-gear electric drive axle with two electric motors.
Schaeffler
www.schaeffler.co.uk Enter 226 FUEL-EFFICIENT HYBRID CAR ACHIEVES 313MPG
The design brief for the new Volkswagen XL1 was to produce a ‘one litre’ car – or a car that uses one litre of fuel per 100km, equivalent to 282 miles per gallon. The resulting vehicle, however, uses just 0.9 litres per 100km, or 313mpg, which correlates to a carbon dioxide emissions value of just 21g/km. To achieve this, the XL1 was aerodynamically
optimised, with a ‘tear drop’ shape and small cameras called e-Mirrors which transmit exterior images to interior displays rather than traditional wing mirrors. With a drag coefficient of 0.189 the XL1 can maintain 100km/h on a level road in still air using just 8.4 PS. Its drivetrain melds a two-
cylinder 48 PS 800cc diesel engine with a 27 PS electric motor. Power is served through a seven-speed triple clutch transmission. In addition, it is just 1282mm high and features scissor-opening wing doors. For the required combination of lightness and strength, its body is made largely of carbon-fibre reinforced polymer. The XL1, which has been described as ‘the world’s most fuel-efficient hybrid car’, is on display at the Design
Museum (
www.designmuseum.org) in London until August 25th. Volkswagen
PROCESSING AUTOMOTIVE COMPONENTS
Sumitomo (SHI) Demag has developed the SL (Spiral Logic) plastification system, which enables processors of automotive components to overcome a number of issues, such as burning or yellowing, and moisture in moulds, reducing scrap by up to 90%. These incidents can often arise during high precision injection moulding of gears, lenses and other automotive parts. A low compression SL screw is at the heart
of the system. This has no compression zone, which minimises thermal degradation, and it also prevents resin from stagnating on the screw surface and overheating by shearing. In operation, a loading system feeds resin to the screw at a constant rate. It does this by
matching the speed of the loading system to the speed of the screw via an electrically driven and closed loop control system. In addition, the dosing screw incorporates a switchable non-return valve for preventing back-flow of material up inside the barrel. Controlled feeding of pellets prevents friction
in the feeding zone of the plastification unit, which is a principal cause of wear and tear to the barrel, plus a reason for material overheating. This constant rate of supply and the absence of a compression zone also avert high-pressure peaks and blockages from unplasticised material in the feed zone. Both these issues can occur when conventional
/ DESIGNSOLUTIONS
screws are used, in particular when processing semi-crystalline plastics. The added granulate is melted almost exclusively by cylinder heating of the plastification screw. Sumitomo’s newest innovation has a shorter length barrel which delivers enhanced heat transfer performance and more accurate temperature control.
Sumitomo (SHI) Demag
http://uk.sumitomo-shi-demag.eu Enter 228
DESIGN SOLUTIONS | APRIL 2014 31
www.volkswagen.co.uk Enter 227
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