LFTs | TECHNOLOGY


Right: Lanxess and Kautex Textron


developed this demonstrator EV battery housing fo prove the feasibility of LFT


construction


to demonstrate the advan- tages of technical thermoplastics over metals in terms of weight and cost reduc- tion, functional integra- tion and electrical insula- tion behaviour. Based on a battery housing for a C-segment electric vehicle, the demonstrator part consists of a housing tray with crash structure, a housing cover, and an underrun (under- body) protection. The housing components are produced in a single-stage LFT-D moulding process using an optimised Durethan B24CMH2.0 PA6 from Lanxess that is compounded with glass fibre rovings by Kautex Textron. Local reinforcement of the housing structure is carried out during the production process using Tepex continuous fibre-reinforced thermoplastic composites, also from Lanxess. Currently housings for high-voltage batteries are primarily made of extruded steel or aluminium profiles. Depending on the vehicle class, housing length and width dimensions can be more than 2,000mm and 1,500 mm, respectively. The size and the number of components and manufacturing and assembly steps involved make metal housings very costly. In addition, the metallic components must be protected against corrosion in an addi- tional process step, using treatments such as cathodic dip coating. Lanxess and Kautex Textron say that by using plastics and integrating functions such as fasteners and thermal management components, the number of individual components in a battery housing can be greatly reduced, which simplifies


assembly and logistical effort. Plastics are also


corrosion-resistant and electrically insulating


(the latter ensuring reduced risk of the system short-circuiting) while their lower density provides weight savings to help


extend vehicle range. Tier One supplier Röchling Automotive is also developing light- weight structural designs using LFT-D materials


for replacing heavy metal solutions in battery applications as well as body-in-white components. The company says LFT technology offers significantly better design and integration options while the lightweight designs support the strengths of alternative drive systems. Target applications include load-bearing tubs and troughs, battery covers and under-ride guards, and other structural components. The company cites front-end carriers as an


example where, through functional integration, the quantity of individual parts has been reduced. Lamps, sensors and active grille shutters can be directly integrated and installed at the factory, making handling easier and minimising production costs. The lower weight of the components also extends the range of electrically powered vehicles or reduces fuel consumption and carbon dioxide emissions. Röchling is currently conducting research on


further increasing the strength and stiffness of LFT designs through the use of continuous fibre reinforcement tapes. These allow reinforcing elements, which consist of continuous glass or carbon fibres embedded in a plastics matrix, to be placed into components along the load paths. This is said to ensure optimum use of materials to create higher performing components at a relatively small cost premium.


Left: Röchling says new LFT opportunities in EV vehicles include production of load bearing storage 38 COMPOUNDING WORLD | March 2022


CLICK ON THE LINKS FOR MORE INFORMATION: � www.ami.international/cons � www.rtpcompany.com � www.avient.com � https://www.polyplastics-global.com � www.arburg.com � www.dieffenbacher.com � www.leistritz.com � www.lanxess.com � www.kautex.com � www.roechling.com


www.compoundingworld.com


IMAGE: RÖCHLING AUTOMOTIVE


IMAGE: LANXESS


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