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Supported by the UK Department of Trade and Industry

TRENDS IN HYBRID METALLIC,

POLYMER AND COMPOSITE

AUTOMOTIVE STRUCTURES

The Findings from a UK Technology Mission to Germany and SwitzerlandFebruary 2003

CONTENTS

Whilst every effort has been made to ensure the accuracy and objective viewpoint of this report, information is provided in good faith and no liability can be accepted for its accuracy, or

for any use to which it might be put. The views expressed in this report represent those of individual members of the mission team and should not be taken as representing the views of

any other member of the team. Comments, views and opinion attributed to organisations that were visited in the course of this mission were those expressed by personnel interviewed

and should not be taken as those of the company as a whole. Extracts from this report may be reproduced provided the source is acknowledged and the extract is not taken out of context

1 ForewordJohn Wood, Managing Director, MIRA Ltd

2 Executive Summary

3 Introduction

4 Organisations Visited

6 The Mission Team

7 Recycling and End of Life Vehicle IssuesJohn Monk, Knibb Gormezano & Partners

8 Composites Manufacturing ProcessesJohn Savage, Hamble Structures

9 Thermoplastic Composites and HybridsMike Birrell, BI Composites

10 Validation, Testing and ModellingJohn Batte, MIRA

12 Joining and DisassemblyGordon Bishop, NetComposites

14 Future Trends in Technologies for Automotive StructuresAndrew Mills, Cranfield University

16 Education and TrainingSue Panteny, Faraday Advance

18 Opportunities for UK CompaniesMartin Kemp, International Technology Service

20 Conclusions

20 Acknowledgements

21 Appendix 1:Contact Details of Organisations Visited

22 Appendix 2:Contact Details of Mission Participants

23 Appendix 3:Glossary of Terms

For further information, pleasecontact:

Faraday AdvanceBegbroke Business & Science ParkSandy Lane, YarntonOxford OX5 1PF UK

T +44(0)1865 283763F +44(0)1865 484790www.faraday-advance.net

Sue PantenyResearch Managersue.panteny@materials.ox.ac.uk

Outstanding research has always been founded on a clear understanding of what has gonebefore and of what has been done or is being done by other people. Equally, in theautomotive field, benchmarking is universally accepted as a key mechanism for target settingand as the basis for effective product development. Thus this Technology Mission can beviewed both in its contribution to our research agenda and in its value to UK productengineers. The essence of good engineering is not so much ‘what you know’, but ‘knowingwhere to find it’.

Business success is a return for investment. But investment can be uncertain during times ofchange. We are in an age of continual change and, indeed, one in which the pace of changeis ever accelerating. That, in a sense, presents both threats and opportunities, not least ofwhich is the challenge to develop new technologies, new processes and product. There ispressure to be more competitive, more innovative, to have a higher degree of technologicalcapacity. We have a track record of successful achievement in technology where the UK hasproved world class not least in leading edge automotive engineering such as Formula One.But, as this report shows, it is foolish and arrogant in the extreme to become complacent. Asound understanding of what is being achieved elsewhere is the first step towards achievingand maintaining a leading position.

This report is a valuable review of developments in a key area for the automotive industry andI welcome the opportunity to commend it.

John Wood

1

FOREWORDJohn Wood, Managing Director, MIRA Ltd

John Wood, Managing Director, MIRA Ltd

The automotive industry is facing ever more difficult challenges, being forced to balanceissues such as vehicle weight, crash performance and emissions with those of recovery andrecycling. In an attempt to meet these conflicting demands there is a strong trend to uselighter weight composites and combine these with more conventional materials to givehighly efficient hybrid structures.

Our understanding, prior to the mission, was that Germany is leading Europe in the adoptionof new technologies to enhance vehicle performance and reduce weight, and thatSwitzerland was an important supplier of technology and components.

A team of UK organisations was therefore brought together to undertake a DTI sponsoredmission to Germany and Switzerland, to exchange ideas on the future directions ofcomposite and hybrid material structures for automotive applications with some of the keyEuropean industrial and research organisations working in this area. The mission took placefrom 4-8 November 2002 and visited the following organisations:

• Alcan Technology, Neuhausen, Switzerland• BMW R&D Centre, Munich, Germany• DLR, Stuttgart, Germany • Ford R&D Centre, Aachen, Germany• Horlacher, Möhlin, Switzerland• IKV, Aachen, Germany• IKA, Aachen, Germany • Rieter Automotive Management, Winterthur, Switzerland

This report details the main findings of the mission and gives an overview of developmentsin hybrid metallic, polymer and composite structures within the German and Swissorganisations that were visited.

Overall, we found that the use of composites and metal/composite hybrids in automotivestructures is still generally at an early stage, with a wide variety of potential material andprocess types being evaluated and developed. The focus of development is on efficientmaterials, manufacturing, joining and crash performance to give cost-effective vehicle weightreductions.

There are many similarities in the programmes and work being carried out in Germany,Switzerland and the UK, and on balance it does not appear that there is a significant gap intechnology development between the UK and the organisations that we visited.

However, there does appear to be a significant gap between Germany, Switzerland and theUK in the implementation of these technologies, with the application of composite andhybrid structures much further ahead than in the UK.

2

EXECUTIVE SUMMARY

The automotive industry is facing a numberof serious challenges. To achieve reducedemissions and lighter weight, carmanufacturers have been investigating thereplacement of steel with aluminium,magnesium, polymers, polymer compositesand hybrids. In parallel with this, therecycling and recovery of End-of-LifeVehicles (ELVs) places a significant burdenon vehicle manufacturers, involvingrecycling and recovery targets of 85% and95% for ELVs by 2006 and 2015respectively.

These conflicting requirements havefocused the spotlight even more intenselyon the justification for changing from steelto alternative materials. The technologiesfor designing, forming, assembling,disassembling and recycling alternativematerials all need to be taken intoconsideration to enable the realisation ofhybrid structures. Alongside these technicalissues, there are a number of relatedproblems to overcome, including:

• Interaction between different disciplinesand industries

• Effective modelling, especially forcrashworthiness and processing

• The infrastructure needed for disassemblyand recycling of separated parts

• Life-cycle orientation and end-of-lifeimpact

• Awareness and training

It is against this backdrop that this DTIbacked technology mission emerged, toexplore the challenges and applications ofhybrid materials and structures that arebeing considered by key players in theEuropean automotive industry.

Initial ObjectivesOur understanding, prior to the mission,was that Germany is leading Europe in theawareness of industrial impact on theenvironment and is dominating theadoption of new technologies to enhancevehicle performance and reduce weight.Switzerland was also felt to be animportant player in the supply ofaluminium and polymer components to theEuropean, and in particular to the Germanautomotive industry.

The overall objective of the mission was toidentify and understand the industry trendsand drivers for the use of hybrid metallic,polymer and composite structures. Specificobjectives were to:

• Identify and assess technology andresearch requirements

• Understand the materials, processingand assembly technologies envisaged

• Explain the UK’s work so far in thistechnology area

• Determine the obstacles to exploitation • Appreciate how environmental and

legislative issues are changingrequirements

• Understand how relevant education andtraining needs are being addressed

• Explore areas of potential collaboration

The dissemination of this knowledge to UKcompanies will to enable them to identifytechnology gaps, focus developmentprogrammes and initiate potential supplyagreements.

The MissionThe mission took place from 4-8 November2002 and visited a cross section of OEM,Tier 1 and research organisations:

• Alcan Technology, Neuhausen,Switzerland

• BMW R&D Centre, Munich, Germany• DLR, Stuttgart, Germany • Ford R&D Centre, Aachen, Germany• Horlacher, Möhlin, Switzerland• IKV, Aachen, Germany• IKA, Aachen, Germany • Rieter Automotive Management,

Winterthur, Switzerland

Each member of the mission teamapproached the series of meetings from adifferent perspective, looking at a specifictechnology or business area. Thoseperspectives are reflected in this report.

3

INTRODUCTION

Preforming Equipment at DLR

Much of the activity for new automotivematerials, particularly hybrid structures,thermoplastics and composites has been ledfrom Germany and Switzerland.

Germany is leading Europe in the awarenessof industrial impact on the environment andis dominating the adoption of newtechnologies to enhance performance andreduce weight. Germany dominates the useof high volume composite productiontechnologies such as SMC/GMT materials.

Switzerland is advanced in the use ofaluminium and polymer components forthe European automotive industry (inparticular Germany), with majororganisations such as Alcan supplyingcomponents for primary structures andlooking to hybrid technologies for thefuture.

The potential host companies were selectedto give a cross section of OEM, Tier 1 andresearch organisations.

AlcanAlcan Technology & Management LtdIn October 2000 the former Alusuissemerged with Alcan, forming a strongglobal force in aluminium, and aluminiumalloy supply.

There are 170 employees at the AlcanTechnology Centre in Neuhausen, situatedon the Rheinfall, a third being techniciansand engineers. At Neuhausen, one of thecore competencies is compositesdevelopment (15% composites, 14%automotive) and there is closecollaboration with Alcan Airex wherecomposite products for primary structuresin transport applications are developed andproduced.Alcan have built a centre for compositemanufacturing in pilot series and prototypework, with major R&D facilities. Thecompany also designs, develops andmanufactures structural composite parts forrail, air freight and road transportapplications.

Alcan are investing substantially incomposites production facilities and have alarge research team investigatingmanufacturing technology for lightweight

composites. They have productionised bothRTM and vacuum infusion technology forseveral transport applications. They appearto have established themselves as the mainEuropean centre for lightweight compositecomponent production and have manycollaborative partnerships investigatingnovel materials and manufacturingtechnology, particularly thermoplastic RTM.

BMWBMW Forschungs- undInnovationszentrum (FIZ)The BMW Research and Developmentcentre in Munich employs 6,500 people.BMW produced 900,000 cars in 2002, fromthe ‘Mini’ to the 7 Series; the 7, Z and X5Series, together with some ‘Mini’ variants,are produced at below 50,000 units perannum.

BMW have been proactive in thedevelopment of composites in vehiclestructures and presented the Z22 vehicle,which gave a 50% weight reduction oversteel for a carbon fibre body side structure,albeit too expensive for volume production.However, the Z22 gave them anunderstanding of the weight saving,manufacturing cost and technologylimitations using carbon/epoxy compositesand this has led to new strategicpartnerships for carbon fibre compositecomponent development.

DLRDeutsche Forschungsanstalt für Luft-und Raumfahrt (DLR) DLR is a German non-university researchestablishment with a total of 4000employees. The primary task of the DLR isto establish a scientific-technical basis for

the development and utilisation of futureaircraft and spacecraft. We visited theStructures and Design department of DLR,located in Stuttgart. This group has longterm activities in crashworthiness designand numerical crash simulation which havefocussed primarily on aeronauticalcomposite structures, fuselage structuresand helicopters. It also has extensiveexperience of dynamic and impact tests oncomposite materials and structures, andsome work has been undertaken andapplied in the area of automotivestructures.

Alongside their long established work onstructural analysis and performancesimulation, the DLR has recentlyestablished a new research centre, theInstitute for Vehicle Concepts. Its objectiveis to develop novel vehicle systems, whichwill be ultimately emission free. The firstvehicle developed at the Centre is theHylite, which uses conventional batteries,but future versions, to be built in 2004,will use a fuel cell with hub electricmotors. This vehicle uses a steel frame anda carbon and glass fibre body module.

FordFord Forschungszentrum Aachen – FFAIn 1994, the Aachen Research Centre wasfounded to expand Ford’s global researchactivities and further raise standards inthese areas. Ford at Aachen employsaround 150 people in research with afurther 700 at Dearborn in the USA.

Ford’s strategy is based around volumeproduction, building half a million vehicleplatforms with flexibility to accommodate70,000 - 200,000pa variants. No variantsare expected to 50,000pa. Ford’s strategy isthat 90% of body-in-white will be in steelfor the next decade for vehicle builds over100,000pa and this has led to furtherheavy investment in steel research andproduction.

Ford has no current in-house activity inlightweight structures development inGermany, with new research fundingfocussed at Dearborn. Within the FordPremier Automotive Group, the AstonMartin Vanquish is used as a technologyproving vehicle for composite structures in

4

ORGANISATIONS VISITED

Rheinfall at Alcan

low volumes, but as yet there is noevidence of transfer to higher volumevehicles. The focus of Ford’s polymers andcomposites development is on assemblycost reduction through polymer injectionmoulding with steel inserts for attachmentand stiffness.

HorlacherThe department of vehicle constructionwithin Horlacher AG pursues structural anddesign development aspects of lightweightvehicles, for electrical and/or alternativedrivetrain vehicles. In addition, Horlacherpartners with other organisations toprovide a range of solutions in:

• Composite material technology• Drive and battery technology• Mechanical and technical engineering• Passenger security• Vehicle design and aerodynamics

Max Horlacher is pursuing low emissioncars as a personal mission. Over the pastcouple of decades, he has produced manycomplete composite bodied demonstrators,some of which have been produced in lowvolume – around 20 in total. Most havebeen battery powered, but one successfullyused a small diesel powerplant.

Horlacher are not specifically developingnew materials or process technologies, buthave successfully demonstrated the use ofcomplete GRP and CFRP body structuresusing a modular design for very fastassembly technology. The vehicles arefunctional but have very simple systems,produced to demonstrate the concept ofcomposite modules. Horlacher is interestedin catalysing development in the industry,but not in large-scale production itself; theyare looking for external companies that willcontinue development for large-scaleproduction.

IKAInstitut für Kraftfahrwesen The Institut für Kraftfahrwesen in Aachenhas the overall mission of ‘Teaching,Research & Development for InnovativeMobility’. It was founded in 1902 and hasabout 250 employees in total, with morethan 55 scientists

It undertakes 30% of its research anddevelopment work for OEMs in Europe,USA and Asia as well as worldwide tier onesuppliers (43%). It also undertakes publicfunded research (24%), with the remainderof its business coming from generalindustry (3%).

IKA is closely affiliated to Aachen Universityand is concerned with motor vehicles,including passenger cars, trucks andmotorcycles as well as associated topicssuch as traffic and environment. Thescientific research work falls broadly into 6main areas:

• Traffic • Acoustics• Electronics• Drivetrain• Body• Chassis

Our contact was with the BodyDepartment.

IKVInstitut für KunststoffverarbeitungSince it was founded in 1950, the Institutfür Kunststoffverarbeitung (IKV) hasundertaken practical research, innovationand technology transfer in the area ofplastics technology. The Institute is run byan Association of Sponsors, which currentlyhas a membership of 300 companies fromthe plastics sector worldwide. The membersof this Association of Sponsors benefit fromtheir cooperation with the Institute by beingable to exploit advantages from innovativedevelopments at a particularly early stage.

Professor Michaeli is Director of theInstitute and Managing Director of the

Association of Sponsors. He is alsoProfessor of Plastics Processing at theFaculty of Mechanical Engineering atAachen University.

The Institute’s work encompasses researchin the field of plastics technology,education for students of the University ofAachen and training in plastics processing.At present, the Institute has a staff of140, including 80 scientists, who areengaged in research, development andtraining.

The underlying objective being pursued byall the working groups within theDepartment of Composites/PU Technologyis the exploitation of the full potential offibre-reinforced plastics. A new compositesfacility has recently been set up to providemore laboratory and office space. A veryextensive range of projects was evident,covering both high volume thermoplasticcomposites processes and thermoset liquidmoulding processes.

RieterRieter Automotive Management AG Rieter is a Swiss corporate group operatingon a global scale. Its systems and servicesfor the textile, automotive and plasticsindustries are acknowledged as leaders intheir field. The group is organized in thetwo divisions of Rieter Textile Systems andRieter Automotive Systems.

Rieter Automotive Systems develops andmanufactures systems, noise control andthermal insulation products and interiortrim from fibres and plastics for theautomotive industry. They have a networkof over 40 manufacturing plants, 8 productdevelopment centres and 10 acoustic labsin Europe, North America, South Americaand Asia.

Rieter’s core business is in acoustics withvehicle comfort seen as the major growtharea. This has led to developments inPP/glass composites, especially forintegration into complex modules such asheadliners and floor components.

5

IKA

The UK mission participants werechosen to make up a well-balancedteam of automotive suppliers andindustry specialists able to make acontribution to the mission. In creating the proposed team, wedeliberately avoided the inclusion ofhigh-volume OEMs to maximise thelikelihood of open conversations withBMW and Ford.

Alex AuckenAutomotive Segment ManagerAdvanced Composites Group A leading composite materials supplier intothe motorsport industry, focused ondeveloping higher volume automotiveapplications.

John BatteTechnical Manager, Components and Body& Trim European Test OperationsMIRA LtdMIRA is a leading independent provider ofengineering development & researchservices to the worldwide automotiveindustry.

Mike BirrellBusiness Development DirectorBI Composites A first and second tier supplier ofautomotive interiors and exterior parts inthermoset and thermoplastic composites.

Gordon BishopManaging Director, NetCompositesA research, development and consultancycompany that also has a strong presenceon online news and information, its goal isto advance the use of composites throughdevelopment and exploitation of newtechnologies.

Dr Martin KempInternational Technology Promoter,Performance Engineering – EuropeInternational Technology ServiceA DTI initiative managed by Pera, the ITPProgramme focuses on emergingtechnologies through a network oftechnology transfer specialists to liaise withthe world’s major investors in research anddevelopment.

Andrew MillsHead of Centre for Lightweight Composites Cranfield UniversityOne of the UK’s foremost centres forlightweight composites, working with mostof the UK’s aerospace and performance carcompanies towards the goal of affordablelightweight structures.

John MonkPractice Leader, Lean MethodologiesKnibb Gormezano & PartnersKGP is a specialist automotive consultancyfocussing on analysis, forecasts & strategiesfor technology based markets.

Sue PantenyResearch ManagerFaraday AdvanceFaraday Advance (The Faraday Partnershipin Automotive and Aerospace Materials)consists of Oxford, Oxford Brookes andCranfield Universities, MIRA Ltd, TheOxford Trust and Business Link and aims tofacilitate industrial-academic collaborativeresearch and technology transfer. FaradayAdvance was the lead body for thismission.

John SavageTechnical Authority CompositesHamble StructuresEstablished in the design and manufactureof aerospace composite structures, theyhave recently established a new facility forlow volume manufacture of automotivecomposites.

6

THE MISSION TEAM

The Mission Team at Ford

The recycling and recovery of End-of-LifeVehicles (ELVs) places a significant burdenon vehicle manufacturers involvingrecycling and recovery targets of 85% and95% for ELVs by 2006 and 2015respectively.

The technologies and infrastructure tomeet these challenges is a matter ofconcern within the industry, even whenconsidering the prevailing materials andmethods of construction of the currentgeneration of vehicles. This was thereforeconsidered to be an important topic for thismission to explore with respect to likelyissues relating to greater exploitation ofcomposites in vehicles of tomorrow.

General Observations on Progresstowards Compliance As might be expected, the views andobservations of the vehicle manufacturerswe visited were of most interest, and clearlyreflected the importance that they give tothis subject. At the same time, it wasinteresting to note the subtle differences inattitude conveyed by BMW and Ford.

Both companies expressed no doubts ontheir ability, and the necessity, to complywith the requirements of the Directive,certainly for the 2006 target. Thisconfidence stemmed in part from the factthat Germany, in particular, has led the wayin developing the technologies andinfrastructure of recycling (as exemplifiedby the ERCOM project and others). Alliedto this, public awareness and support forgreen issues was strong and willprogressively influence attitudes to theautomotive industry and its products.

Compliance was viewed primarily as a costdriven issue. Actual and potential revenuestreams from recycling were central to thedevelopment of their policies, affectingmaterial selection, design for recycling,recycling network optimisation and otherrelated topics. BMW were using product lifecycle energy cost calculations to arrive attheir strategies and decisions. It washighlighted that, from 2007, vehiclemanufacturers must bear the full cost oftaking back ELVs.

Both Ford and BMW agreed that therecould be problems and delays with the fullintroduction of the ELV Directive acrossEurope, and thought that if this occurred itcould have the effect of putting up the costof implementation to the vehiclemanufacturer. Ford thought this situationmay prolong the use of steel for vehiclestructures.

One point of divergence noted was thatFord sees itself committed predominantlyto steel for body in white for theforeseeable future, BMW was moreproactive in searching for solutions usingnew materials.

The remainder of organisations we visited,with the exception of Alcan, were notworking actively on recycling issues, buthad a watching brief while leaving thework to others in the field.

Alcan, having a long history of providingmaterials and technology support for theiraluminium products, take the view that theymust do the same for their offerings in thecomposite field. Know-how and advice onrepair and dismantling is seen to be part ofthis service, and is reflected in their researchand development activities. They expressedthe view that today, for hybrid compositestructures, repair is the biggest problem tobe addressed. It was stated that they arecurrently leaving recycling research to others.

Possible Impact on LightweightVehiclesBoth Ford and BMW viewed an aluminiumrecycling revenue stream as intrinsicallyhigher than that of steel, and this added toits attraction as a lightweight material forbody components. Ford envisagedaluminium closure parts such as doors,bonnets, and boot lids, even for theirrelatively high production volumes.

While Ford would appear to have a primaryfocus on the evolving relationship betweensteel and aluminium, BMW were moreinterested in how the competition betweenaluminium and composites was likely toevolve. They felt that carbon fibrereinforced composites had a higherpotential recyclate value than glass fibrereinforced materials, but that only post-

production residues could be expected tobe viable, as distinct from residues fromused components.

At a more detailed level, we were also toldby BMW that the cost for recycling is anobstacle to more extensive use of theexisting ERCOM route. On a more positivenote, from 2006 in Germany they will beable to use un-dismantled post shredderpolymer fractions in a process for methaneproduction. This would significantly reducethe cost burden currently faced withERCOM. In Germany, polymer compositeswith natural fibres do not count towardsthe thermal recycling quota, and can bethermally treated without penalty.

As part of their design for recycling studies,BMW had a standard procedure to assessdisassembly technique, time and difficulty,which could be provided as an input to thedismantling industry.

SummaryWe found considerable commonground on views and concernsregarding the introduction of the EUELV Directive. In particular, doubtsregarding the development of aneffective pan-European infrastructure tocarry out the requirements of theDirective were shared. On the otherhand, we found evidence of confidence,commitment, and advancing preparationto meet the Directive’s recycling targetsamong the manufacturers we visited.

In terms of recycling issues relating to theprospects for increasing use oflightweight composite materials in bodystructures, we saw no real evidence tosuggest that vehicle manufacturers willsignificantly alter their attitudes towardscandidate materials for future use as aresult of the requirements of the ELVDirective. However, it should be notedthat recycling is a cost driven issue forthe vehicle manufacturer. Since recyclingrevenues for steel and aluminium areeasily quantifiable and positive, it may beargued that this could have an impact ofslowing the rate of penetration of newermaterials with a less clear technologicaland economic case for recycling.

7

RECYCLING AND END OF LIFE VEHICLE ISSUESJohn Monk, Knibb Gormezano & Partners

The applications discussed during themission can be broadly split into structuraluses, where composite components formpart of the main load bearing structure ofthe car, and other less structuralapplications such as exterior bodywork. Themain driver in both cases is reduced weightcompared with traditional fabricated steelstructures.

In addition to the type of application, theother main factor governing choice ofmanufacturing methods is the productionrate. Current automotive applications ofcomposite materials are generally nichemarket vehicles with production ratesbelow around 500 units per year,employing labour-intensive manufacturingmethods that are cost effective at thesevolumes. However, these manufacturingmethods may not be suitable for higherproduction rates greater than 5,000 to50,000 per year.

Manufacturing of Structural Parts The challenge for manufacturing structuralautomotive composites at higher volumes(5000 units/year and above) is to combinethe benefits of lower material costs withprocesses that allow low labour costs andfast cycle times.

Processes that meet these criteria are lesswell developed than for low volumeapplications but there was evidence ofconsiderable development work to addressthese issues. In particular, Alcan inSwitzerland had a number of developmentprogrammes on composite manufacture forhigh volumes with a focus on resin transfermoulding (RTM). RTM processes involve themanufacture of a dry carbon preform andits placement into a closed mould followedby resin injection and cure.

The preform manufacture can be done off-line from the mould tool and lends itself toautomated methods using roboticassembly/stitching. Work on the

automation of preform manufacture wasobserved at the DLR, Stuttgart, whererobotic methods were being used forpreform build-up.

Typical medium service temperature epoxyresins require resin injection / cure cycles ofa few hours thereby limiting cycle time.However Alcan demonstrated a pillar/sillsection component with foam core usingan epoxy system that had been cured inaround 4 minutes and this was an area thatthey were continuing to develop. They alsodescribed a composite spoiler for Porschemade by RTM, using a chopped glasspreform and epoxy resin, currently inproduction at a rate of 5,000 per year.Alcan was the main developer and supplierof composite parts, including a carbon RTMside frame for the BMW Z22 prototypevehicle.

Alcan also described work underwaylooking at thermoplastic RTM systems usinglow viscosity monomers that are ideallysuited to the RTM process but which curerapidly to form tough thermoplasticpolymer composites.

Body Panel ProductionThere was little evidence of much work onexternal body panels at the companiesvisited on the mission with most of theemphasis being on more structuralelements. This appeared to be becausemost of the projects discussed were at afairly early stage of development.

For example at Horlacher, developers oflightweight electric vehicles, the emphasiswas on the vehicle design rather thanmanufacturing methods. The body panelson the demonstrator vehicles in both glassand carbon fibre had all been made bystandard wet lay-up methods withmanufacturing methods for productionvolumes still to be defined.

Carbon composite automotive exteriorbody panels are generally fairly thin(around 2-3mm) and have, until recently,been produced by the normal aerospaceroute (hand lay-up of prepregs andautoclave cured to produce a reasonablesurface finish). Considerable developmenthas taken place over the last 12-18 monthsby the major UK material suppliers todevelop car bodywork systems based onvacuum bag / oven curable ‘semi-pregs’with fast lay-up times. This technologyproved to be of interest to a number of thecompanies visited, including Rieter, withfurther dialogue likely.

SummaryThe main emphasis observed was arequirement for the development ofmanufacturing processes and materialssuited to the production of automotivecomposite components at high volumes(up to and over 50,000 units per year).

This requirement was being activelypursued, in particular by Alcan (withcustomers including BMW and Porsche),whose R&D efforts were being directedat RTM processes for high volume. Thiswas alongside considerable work onsimulation modelling and resindevelopment for rapid processing withboth thermosets and thermoplastics.

8

COMPOSITES MANUFACTURING PROCESSESJohn Savage, Hamble Structures

BMW Z22 Prototype Vehicle

The past decade has seen an increased useof thermoplastics in semi structuralapplications, but slow movement of thenewer, continuous fibre reinforcedmaterials for structural applications. Rawmaterial suppliers and processors have longextolled the virtues of a light weight,damage resistant and recyclable material,but this has been countered by concernsover paintability, dimensional stability andcost for volume production.

Short-Fibre Thermoplastics (Semi-Structural)During recent years GMT has been aleading thermoplastics contender for semistructural applications, but Ford rejectedGMT for spare wheel wells on cost versussteel. However, it was felt that fendermodules and possibly roof modules wouldbe thermoplastic. Land-Rover, Jaguar andVolvo were used for pilot developments.

Ford highlighted the recycling of materialsand ‘life cycle’ cost. Whilst thermoplasticscan be recycled, the Ford definitiondemanded that materials be easilyseparated in 30 minutes and economicallyre-cycled. This, they said, precluded unitssuch as headlamps, where twothermoplastics are bonded together.

IKV have developed a novel process forprocessing polypropylene/glass co-mingledyarn. Similar to the PU ‘InterWet’/’LFI’process, the yarn is chopped and spreadonto a vacuum assisted mould. This allowsa controlled distribution of fibres forpreforms and could compete with GMT insome applications.

Rieter have their own design house in Italyand have worked in materials integrationusing polypropylene/glass in combinationwith acoustic and heat shield materials forunder floor applications. The Rieter

developments were cost driven for highervolume production. Initial work withpolypropylene GMT had given way to LFT,where Rieter produces its own GMTmaterial. In turn this was being supersededby direct LFT where extruded material is cutand automatically fed into the press. Thefurther use of compression and compressioninjection moulding allowed longer fibrelengths and improved impact performancein the polypropylene/glass matrix.

Continuous Fibre Thermoplastics(Structural)A further driving force for thermoplasticcomposites was forthcoming EC legislationon pedestrian impact. Various work wasbeing carried out with sandwich structuresusing honeycombs and foams, but therewas keen interest in UK developments incontinuous unidirectional glass reinforcedpolypropylene. BMW had some reservationsover ‘A’ class finishes on PP and adhesion,which seemed to have been overcome inthe UK.

IKV demonstrated a diaphragm mouldingprocess which could produce panels with a2 minute cycle time. 0.5-1.0mm thicksilicone sheets were used with a positive 7bar pressure into a ‘female’ tool. We werealso shown samples of woven commingledpolypropylene/glass in sandwich structuresand with foil finishes.

Much of the Alcan compositesdevelopment has been based onthermoset materials with RTMpredominating. However, they have beenundertaking research spanning severalyears to address volume/cost withdevelopments in thermoplastic RTM tosatisfy 100,000+ pa vehicle builds. Thedevelopments initially focussed on PA12systems but have more recently movedtoward cyclic polymers.

Hybrid StructuresBMW believed that weight reduction wascurrently more important than re-cyclingand saw significant growth inmetal/polymer hybrid combinations. BMWpredicted a significant growth inthermoplastic composites in their vehiclesduring the next decade with a trendtowards total modules in hybrid materials.

IKA have undertaken a significant amountof work with hybrid plastic/steeltechnology. Primarily developed for frontend modules, using steel and glass/nylon,the concept was being extended to hoods.This is similar to developments usingcontinuous fibre composites asreinforcement to injection mouldings.

DLR were developing the over injectionmoulding of continuous fibre thermoplasticcomposites as demonstrated by technicalfascias. Hybrid structures with foam coreswere also seen to be important at Alcan.

SummaryIt was surprising that there was a lackof new technology applicable tothermoplastic composites in volume carproduction. Much of the work carriedout verged on aerospace technologywithout addressing the need forfast/cheap processing of automotivecompetitive materials.

Perhaps the best summary was DLR’shonest view of development strengths,highlighting German supremacy inproduction, whilst they felt that the UKleads with technology.

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THERMOPLASTIC COMPOSITES AND HYBRIDSMike Birrell, BI Composites

Vehicle validation traditionally used tomean an extensive, physical testprogramme. There had to be a high degreeof confidence before a design was frozen,and this had to be prior to the productiontooling phase. However, increasingcompetition is forcing vehiclemanufacturers to reduce the time of vehicledevelopment programmes from 5 years to1.5 years and current development cyclesdo not allow for repeated design,prototyping and testing. Parallelengineering is therefore required betweenthe stages.

An industry target is that prototypes areused for validation only (right first time),and sufficient confidence is obtained frommodelling combined with limited testing ofcomponents and sub-systems.

There is a trend in the automotive markettowards niche vehicles, increased reliability,improved efficiency, recycling, reducedweight and improved fuel consumption. Allof these factors may make the use ofalternative materials viable (or desirable)and demand accurate modelling of bothconventional and new materials.

Modelling is supported very strongly bycomponent testing and vice versa, both tomeasure basic material properties as inputto models, and to correlate components(such as crush boxes, which form a largeproportion of their work) with models.

Modelling ApproachVehicle manufacturers differed in theirapproach: Ford take the view of evolutionrather than revolution, whereas otherswere moving faster into non-steel vehicles.Ford expected to use composites forclosures first, with 90% steel structuresremaining for some time. They are pilotingaluminium structures at lower volumeswith Jaguar. In terms of modelling, Fordwere working hard to achieve virtual

vehicle development, but were alsoworking on wider pollution issues such asair quality modelling (climatic conditionsand climatic air flow).

IKV have developed and now marketed theEXPRESS simulation package forcompression and injection/compressionmoulding of thermoplastics and somethermosets. As well as prediction of in-mould flow, mixing and witness marks, it isbeing used to predict properties such asfibre orientation in moulded products. Thisallows virtual development of the mouldingprocess (in extended 2D, rather than full3D).

IKA were working more specifically onvehicle development. The modellingpackages used included CATIA, IDEAS,ADAMS, SIMPACK andMATLAB/SIMULINK.

Rieter were modelling sound insulation.Again, the approach taken was to buildfrom basics. Knowing the characteristicsand the problems with the vehicle, multi-layer sound insulation solutions were builtlayer by layer. Performance characteristicsfor the various materials were measuredand stored in a database. In-housedeveloped modelling techniques wereused. The modelling software interactedwith the database, assessing multipleoptions to obtain a preferred shortlist ofsolutions. Good modelling capability wasclaimed over the range 100Hz-5kHz.

As an example, for a rectangular plate withan average sound deadening coating of2mm, modelling was used to re-distributethe coating thickness into five discreet padsup to 4mm thick. This gave a 10dB noisereduction. CFD and computational thermalanalysis were also used for thedevelopment and prediction of thermalinsulation packages.

DLR is further investigating manufacturingtechniques, and has modelling departmentsfor Computer Supported Component Designand Structural Integrity. Typical examples ofdesign optimisation were shown, withmodelling approached on three scales:

• Microscale – fibre/matrix models, topredict ply elastic properties anddamage.

• Macroscale – layered shell model basedon linear elastic plies using standard FEcodes for global in-plane failure models.Ply degradation, delamination, and ratedependence were not included.

• Mesoscale – for crash and impactsimulations with ply damage –continuum damage mechanics, includingdelamination and rate dependence.

At Alcan, there was significant effort incrash modelling, one application being thedesign of constant force crash structures.They were also developing simulation toolsto optimize RTM resin injection and curing.

10

VALIDATION, TESTING AND MODELLINGJohn Batte, MIRA

Modelled and Tested Structures at DLR

Testing CapabilitiesIn terms of testing, most companies visitedhad various standard-type materials testmachines to measure basic materials data,both at room temperature and at high andlow temperatures in climatic enclosures.Although no test facilities were seen ordescribed at Ford or BMW, both haveextensive test laboratories and aredeveloping test machines and techniquesto make laboratory testing more realistic.This includes the simultaneous applicationof realistic service loads and climaticconditions (particularly important for non-metallic structures).

DLR had a special Instron-Schenck high-ratemachine. The capacity of this was 1,000kNand 20m/s, using special specimens withlong tails. The tail slips through the lowerjaws whilst the machine accelerates up tospeed, then the jaws grip the remaining tailso that the strain test is carried out entirelyat the high speed.

Several institutes have general servo-hydraulic laboratories for structural anddurability testing, with actuators that canbe configured on bedplates intocustomised test rigs. IKA had a vehicle 4-poster rig, a K&C (kinematics andcompliance) rig for suspensionmeasurement, a rolling rig formeasurement of tyre characteristics, and afull-size vehicle crash laboratory (barrier,pole, Euro NCAP, etc).

Dynamic crush rigs featured at mostlaboratories. Two were drop towers, typicallyup to 5m and 500kg (at IKA) or 800kg(DLR), whilst catapult or gas-poweredsystems were used at DLR to achieve highervelocity. All are used for crash modellingvalidation and generating materials data.

In terms of acoustics, there was a semi-anechoic chamber at IKA, and Rieter had agood range of test facilities. These includeda 4 wheel-drive semi-anechoic chassis

dynamometer (with rough road surface onrollers), binaural head, reverb chamber,Isokell noise transmission suite, shakers andaccelerometers used to determine materialproperties (for the acoustic modellingdatabase), climatic enclosures for thematerials test machines, various HPanalysers and B&K shaker controllers.

IKA have extensive equipment for dataacquisition from vehicles (both handlingtests and for road load data).

SummaryIt was clear throughout that extensivemodelling of major structures,components and processes is beingused. In most cases, this was supportedby extensive component testing tomeasure data for use in models.Simulation was being applied not just tosave time, but also to improve qualityand reliability.

The general impression obtained wasthat there were many similarities in theprogrammes and work being carried outin Germany, Switzerland and the UK;generally, the UK was not laggingbehind, but is leading in some areas.This applies both to modelling work andin test facilities.

11

To gain further advances in vehicle weightand structural performance, there is a verystrong trend to combine materials ratherthan use them alone, in a synergisticintegration of different materials andprocessing technologies.

This enables the production of highlyefficient hybrid structures that make use ofthe best properties of each of the differentmaterials, reducing the weight of thevehicle and increasing its structuralperformance at the same time. This trendtowards hybrid structures was seenthroughout our series of visits, with thepossible exception of Horlacher.

In hybrid structures, the successful use ofdissimilar materials relies on effectivejoining technology to ensure that loads aretransferred between the materials.However, at the other end of the vehiclelife, these hybrid materials must somehowbe separated again so that the componentmaterials can be recovered or recycled.Allied to this is the issue of repair duringthe life of the vehicle.

Trend to Hybrid StructuresIn the Focus front end module, Fordarguably has the most high-profile hybridstructure currently in production. Ford isactively looking at other hybrid solutions,including the cross-car beam as anintegral part of the cockpit. Modularity iskey to Ford but there are otherrestrictions that prevent this, includingissues such as repair, and they felt that itwas not straightforward to go to a highdegree of modularity at the front end ofthe vehicle.

BMW were particularly interested in usingsimple metal parts in hybrid structures togive complex designs and weightreduction. The materials of interest to themwere:

• Steel• Aluminium• PA6, 30% glass reinforced (standard and

Impact modified)• Polypropylene, 30% glass reinforced

(long and short fibres)• Thermoplastic elastomers

BMW were considering either in-mouldassembly, over-injecting and joining in onego, or in post-mould assembly. Applicationsof primary interest were the front end,door module, cross-car beam and seatframe, and they indicated that anintegrated front end module was likely tobe present in a future car. However, theyfelt that there were quality risks in complexpre-assembled parts, especially delicate andpainted parts such as bumpers, intransporting them from suppliers.

DLR have been integrating compositematerials and steel in crash structures, sothat in a crash situation the folding steelcrushes a composite material, rather thanjust collapsing in air. They saw a strong linkbetween steel and thermoplasticcomposites to get the required balance ofweight and stiffness.

Joining TechniquesDLR has investigated a range of joiningtechniques for thermoplastic composites,including:

• Riveting• Press Welding• Vacuum welding• Heating and vacuum• Heating and pressing• Co-moulding

Resistance welding involved the use of ametal mesh or carbon fibres and used anadditional polymer layer to give therequired bond. This has been applied witha PEI film on a carbon/PEEK composite.

DLR has also used a dog-bone joiningconcept to bring together a number of smallpressure vessels in a single structure to givethe best possible pressurised volume in asmall package. This idea has been developedfor compressed natural gas tanks running at250bar or hydrogen tanks pressurised to750bar, but at the moment it is thoughtthat this technique will be too expensive inproduction to be economically viable. In thelonger term the idea was for the tank toalso act as a structural part of the vehicle.

Alcan were especially active in studying thejoining of carbon fibre and aluminiumstructures for automotive applications. For

12

JOINING AND DISASSEMBLYGordon Bishop, NetComposites

Coloured Roof on the New Mini

aluminium, the techniques beinginvestigated were MIG welding, laserwelding, laser MIG welding and MIGtandem welding. They are also interested inbrazing techniques for joining steel toaluminium. MIG brazing of steel was alsotested at Ford to try and avoid damage tothe zinc coatings on the steel. BMW arealso actively looking at weldingtechnologies for dissimilar structures.

For joining carbon fibre and aluminiumstructures together, Alcan have developeda technique which uses aramid fabriclooped through the aluminium structureand bonded within the composite part,likened to a safety belt. A coupling sheetwas also used between the aluminium andcarbon fibre parts, both to accommodatethe thermal expansion mismatch andovercome galvanic corrosion. A similartechnique has been used with steel andcomposite structures, but the surfacepreparation of the steel proved moredifficult. In this case, standard automotivesteel grades, rather than high-strengthsteel, were used.

Alcan have also used self-piercing rivets incombination with bonding, to hold thecomponents in place during the bondingprocess, allowing the joined part tocontinue to the next stage in productionwithout having to wait for the adhesive toharden.

As a technology demonstrator, Horlacherhave designed a very simple car forassembly by 2 people in less than 2minutes, with almost all of the partsbonded in place, the exception being thebumpers which are held in place by the

headlamps to allow for easy disassembly inthe case of replacement. This technology,called Modultec, has been used to build asmall driveable city car.

The use of adhesives in structural joints hasalso been adopted by BMW in the newMini. For the Mini, where the roof is adifferent colour to the remainder of thevehicle, they have moved to the approach ofusing coil-coated steel rather than maskingand painting on-line. The coil-coated steelroof is joined to the rest of the vehicle afterthe painting process using a combination ofclinching and an adhesive layer.

In joining plastic and composite parts tosteel, BMW were investigating fast-cureadhesives, stud welding and the adaptationof function-carrying elements, such asclinching.

Disassembly and RecyclingIn the recycling of hybrids, BMW’s decisionwas based on the whole life impact of theparts and materials, rather than just theirimpact at the end of the vehicle’s life.Disassembly and recycling criteria wereintegrated into the product developmentcycle at an early stage. It is their opinionthat recycling of hybrids and compositesmight be economically viable for productionresidues, although not for used car parts.

For BMW, shredding seems to be the mostlikely solution for dealing with hybridstructures. Because shredding is alreadyconsidered as the primary solution, there islittle need to design for disassembly. Inturn, this makes the design process and thecomponent cheaper and simpler.

Similarly, Alcan have not accounted fordismantling in their design processes. Thisis most likely linked to BMW’s thoughtsthat shredding is the most effective routefor hybrid structures, and with Alcan’s closesupply and development links to BMW.

In contrast, it was felt at Ford that therewas a strong need to design for recyclingand disassembly, and they were looking forproven technology for any hybrid material.For disassembly to be viable, one criteriongiven by Ford is that a component can beremoved from the vehicle and dismantledwithin an hour.

RepairThe issue of composite and hybridstructure repair was raised a number oftimes during our visits, and Alcan statedthat repair was the most critical issuefacing the materials.

From discussions with the variouscompanies, it appears likely that the mosteffective repair scenario for composite andhybrid structures would be to follow thelead of Audi in the repair of aluminiumstructures. In this case the repair isassessed and classified in an Audidealership; minor repairs can be dealt withby authorised Audi dealer repair centreswhilst more major damage is returned toGermany for repair. A similar scenario canbe easily envisaged for composite andhybrid structures, although theinfrastructure was a long way from beingin place.

SummaryThere was a very strong trend towardsmulti-material cars. However, all of thefocus with hybrid materials andstructures was on efficient joiningtechnologies, optimisation of integrationand weight reduction, with almost nowork being undertaken on theseparation of the different materials atthe end of vehicle life. Shredding wasthought to be the most effective way ofdealing with hybrid structures at the endof the vehicle life, although thisphilosophy may be forced to changewhen the proportion of hybrid structureson a vehicle increases significantly.

13

Pressure Vessel Concept from DLR

The British auto industry has an establishedculture of technology adoption for fastroad cars. Companies such as Lotus, AstonMartin, Caterham and others havedeveloped innovative approaches tolightweight structures, both from in houseinnovation and through the adoption ofaerospace composites technology. This hasresulted in a clear world lead inlightweight automotive structures.However, no UK manufacturer has thecapability to produce vehicles at a greaterannual volume than around 2000 usingcomposite materials for the primarystructural components.

It was therefore important to establish thestrategy, objectives and results of recentand current development projects of theGerman car manufacturers for extendingthe use of composite materials into highervolume applications, either as main bodystructures or as structural components.Particular areas of interest were:

• Body structure developments• Challenges to be overcome for

thermoset and thermoplasticcomposites in low and mediumproduction volumes

• New reinforcement forms, preformingand impregnation technology for liquidmoulding processes

• New thermoplastic materials andprocesses appropriate to structuralapplications

• Assembly technologies for compositebody components

• Future structural applications

Body Structures Development ProjectsAt BMW, the most notable componentdevelopment was for a future technologyassessment / demonstrator car, the Z22.

The use of conventional closed tool RTMwith carbon fibre non-crimp fabricpreforms produced complete sideframes forthe car, with a 50% weight reduction,including inserts and fixing points. Twobenefits were identified: a reduction inparts (to one), and the ability to providemore complex geometry. A floor structure,roof, doors, bumper support, bulkheadsand boot lid were also produced. Fournegative points were identified:

• Materials cost• Dimensional tolerance problems (warpage) • Complication of wiring and systems fitting • Reduction of interior space as deeper

sections are used than for steel

Alcan were partners in this project andproduced the sideframe components.They reported that carbon fibre NCF wasused for preforming and impregnatedwith a two part, low viscosity epoxy resinwith a high-pressure on-line mixingpump. The frame core was producedusing salt-based wash out mandrels andpolystyrene. Point loads for the sideframeare introduced using aluminium fittingsbonded into holes drilled by CNC intolocally thickened areas of the frame.Alongside this project, Alcan worked on alarger demonstrator project, the EUFramework 5 project, TECABS. Acomplete floor structure was producedfor a carbon fibre composite variant ofthe VW Lupo.

Alcan have set up several productionfacilities for various mouldingtechnologies. One for very low volumeproduction (150) of large structures suchas train cabs using vacuum infusion withfoam cores, glass fabrics and gelcoat. Forsmaller, higher volume productioncomponents, RTM technology wasimplemented for bus roll bars, withbladder moulding technology to producea hollow section. A higher productionvolume facility for RTM produces smallercomponents such as the spoiler for somePorsche models, using a melt out waxcore for the cavity. A solid aerofoilbonded to this was compression mouldedusing SMC.

The DLR has investigated manyautomotive applications usingthermoplastic composites. These includedoor frames for BMW using hotstamping, suspension arms using CF andPEI resin compression moulded in a hotpress – a 60% weight saving wasachieved. Complex shape parts withcomplex loads, such as door fittings, weredesigned using CF Peek, long fibre for themain load path with short fibre materialinjection moulded around it. A 28%weight reduction was achieved comparedto thermoset CF composite.

DLR have characterised and developedlightweight composite crash structures formany applications. These combine loadedstructures and crash elements through theuse of inbuilt triggers and cruciformprofile stiffeners, such as ply drops atstiffener centres, to cause internal failureand crushing which avoids compressionbuckling. Carbon epoxy tubes withundisclosed textile reinforcement havebeen successfully used in Mercedes CLKtype DTM series racing cars. For highvolume cars, a structure mountedbetween the bumper and body, either sideof the radiator was developed with atapered thickness, conical shape usingbraided glass and polyethylene, DyneemaSK 60 fibre to hold the structure together.The geometry provided high levels ofenergy absorption up to 30 degrees offaxis. An application for the BMW 7 serieswas a collapsible steering wheel column,using aramid fibre and epoxy resin, withtrigger mechanisms.

Challenges to CompositesBMW consider the barriers for the use ofcomposites in body structures to be cycletime (several minutes maximum for largeparts) and crash performanceunderstanding. These are being addressedin a project at the Landshut facilitystarting in March 2003, the focus ofwhich is a floor structure. A feature of thisstudy is supplier partnerships, the mainone being with Zoltek, the US carbon fibreproducer. For BMW, the main currentdevelopment focus was productiontechnology for assembly cost (time)reduction, particularly to improvetolerance such that fit and joining is fast.Weight saving was not seen to be a keytechnology driver.

Ford saw their main requirement as havingmuch greater volume flexibility than isprovided by metal pressing. Their targetwas for 70000 – 200000 pa bodies to behandled in the same plant efficiently.

Horlacher considered glass fabric / polyesterresin to be suitable for low volumeproduction but highlighted a requirementfor automated preform lay up and alightweight in-mould coating to eliminatethe costly painting process.

14

FUTURE TRENDS IN TECHNOLOGIES FORAUTOMOTIVE STRUCTURES Andrew Mills, Cranfield University

Technology for ThermosetsFor lightweight components, high strength(standard performance, low cost) carbonfibre supplied in multi-layer warp knittedfabric form (NCF), impregnated with epoxyresin, appeared to be the acceptedmaterial. The acknowledged effectiveprocessing route for minimised cycle timewas high-pressure resin transfer moulding.No preforming technologies for thesematerials were presented.

The IKV has been investigating resininfusion technology, and have conceived anovel, closed tool system, using an indentedrubber sheet and vacuum separator sheet,to provide a flow enhancement layer, whichwere reusable. The process is termed Lovarisince it is a low waste process. However, itsuse is probably restricted to flat panelsowing to tooling and preforming costincreases, which resulted from a solid uppertool. For moulding hollow hat stringers byresin infusion, solid rubber mandrels havebeen shown to be effective

New Thermoplastic Materials The IKV has been active in this field formany years. Three novel technologies werepresented.

• High speed deposition of glass fibre /polypropylene roving, Vetrotex Twintexusing a chopper and blower system. Theresultant components would have a verylow fibre volume fraction (around 25-30%)which would limit its use to covers, interiorpanels and other low stiffness parts.

• Diaphragm forming technology forshaping thermoplastic/glass sheet materialswithout wrinkling. This achieved 2 minuteforming cycle with heated silicone rubberdiaphragms and cold tools at 7bar. Therewas a problem of finish because of the useof 0.5-1mm disposable membranes.

• Sandwich structures could be producedusing a closed cell polyurethane foamapplying pressure by gas injection.

To overcome the cycle time restrictions ofepoxy RTM, Alcan were developingthermoplastic RTM. Thermoplastic monomercould be injected in two very low viscosityhighly reactive streams. High fibre fraction

preforms could be impregnated and curedin several minutes. The work started with aSwiss company EMS Chemie, but theirpolyamide systems needed fast heating andcooling of the tool. A US company, CyclicsCorp, developed a PBT system with anisothermal cure resulting in a fast process.

A generic B pillar / roof rail section wasbeing investigated, as was the TECABSLupo floor. This technology appears to havevery strong potential for volume car bodystructures, although the behaviour of thesematrix systems in structural applicationsthrough the vehicle life needed to beconsidered. It was unclear whether creepdeformation will prevent the material’s usein highly loaded areas.

Assembly TechnologiesThrough developing complete compositebodied cars, without metal frames,Horlacher has established a very fastassembly technology termed Modultec.Around 10 hand lay-up, low performance(glass fabric / polyester resin / heavilypainted) sections each with a 70mmbonding flange were assembled withmastic type adhesive. Panels were 5mmthick GRP and 2mm thick for CFRP models.Total body weights were between 120kgand 150kg, but the use of battery powerresulted in high total vehicle weights of450kg – 500kg. An 800cc diesel versionachieved 300 mpg (1 litre/ 100km). Frontalcrash performance was demonstrated up to40 mph and the CFRP car has particularlystrong acceleration.

The DLR has developed a novel rapidbonding technique for epoxy or PEEKmatrix using strips of PEI for hot presswelding and resistance welding using CFstrips to weld PEI film.

Future Structural Applications Ford openly discussed their views on futureapplications for composites. Candidatenear term applications were considered tobe roof structures and bumper structures. Itwas considered that below 50000components per annum was a sensibletarget for composite components since setup costs for steel is uneconomic below thisvolume. It was considered that complete

carbon fibre composite structures would betoo costly, but that carbon fibre could beused selectively, particularly in strips tolocally stiffen panels or convertible bodies.

BMW held the view that composite bodieswould become established once low cycletime moulding technologies have beenestablished and materials cost wasacceptable. They did not consider recyclingas a barrier to the volume manufacturingof composite body vehicles provided thewhole life energy costs were positive.

SummaryLightweight composites were beinginvestigated for future use, in thefollowing sectors:

• Novel powertrain vehicles with lowemissions, requiring complementarylightweight bodies.

• High performance cars with reducedmass to meet future emissionrequirements.

• Prestige cars, which need to meetmaximum weight and emissiontargets.

BMW, Horlacher and DLR wereaddressing the first of these, whilst BMWwas addressing the second and thirdaspect with support and expertise fromAlcan, DLR and IKV.

Lightweight bodies did not yet appearto be under development for highvolume vehicles as a result of materialscost and production technologylimitations. Current and proposedprojects were addressing materialsdevelopment, manufacturingtechnologies for and the structural /crash performance of large carbon fibrecomposite reinforced components.

The challenge for the exploitation ofcomposites in body structures wasclearly materials cost (and price stability)and cycle time. It was expected that newthermoplastic matrix composites wererequired, with higher elastic modulusthan current systems, and which can beprocessed with several minutes cycletimes at high volume fraction.

15

UK companies in the automotive industryrequire professional and skilled employeesfor the manufacture and processing ofhybrid materials and composites. The trendto higher volume production of thesematerials is expected to lead to complexautomated production techniques and anincreased requirement for skilledprofessional engineers. Thus education andtraining in composites and hybrid materialsis critical to the health and growth of theindustry.

In the companies visited in Germany andSwitzerland, personnel were generallyrequired to be skilled in understandingdesign data, the design and manufacturingprocess as well as the materials used andrecycling issues. Modelling and simulationdevelopment for designing and predictingcomposite behaviour was also ofimportance.

In Germany and Switzerland, education isprimarily a responsibility of the states orcantons, and the educational system mayvary from state to state and there is lessfederal educational control and uniformitycompared to the UK. Students are notcharged tuition fees for universities inGermany and Switzerland, while in the UKtuition fees are currently £1100 per year.Graduating qualifications are similar to theUK.

GermanyStudents generally go to university at 21yrs,leaving school at 18-19yrs and spending atleast a year (normally two) in industry.More than 30% of students now go on tocollege, where 12 years ago it was lessthan 15%. This has caused overcrowdingand overburdened the entire Germanuniversity system. There is now less fundingfrom the government in real terms thanthere was 12 years ago and more contractwork is undertaken with industry asGerman universities and technical colleges,faced with a growing budget shortfall, lookfor new funding streams.

Three of the organisations visited wereassociated with a university or were part ofa university. The Institutes IKV and IKAform part of Aachen University whilst FKA(the industrial part of IKA) carries out work

that is similar to that of MIRA Ltd in theUK, but on a smaller scale. DLR is anInstitute that forms an industrial part ofStuttgart University. These parts of theuniversities form a much stronger link withindustry than generally enjoyed by UKindustries.

Although industry benefits greatly from thislink, the perception from the institutes isthat greater scientific research can beundertaken in the UK where there is notsuch a strong industrial bias. This is,however, mainly perception, as in realitythere was a good balance betweenindustrial led research of hybrid materialsand manufacturing processes and longterm, generic innovative technology.

These institutes can be seen as playing asimilar role to the UK RTO, but linked to auniversity from which they obtain most oftheir engineers and scientists. Theassociated university also benefits as theinstitutes are used to give industrial trainingto their undergraduates and may offeremployment on graduation.

IKV is sponsored by 320 members (a thirdbeing foreign) consisting of raw materialsuppliers, machine manufacturers, plasticsprocessors, research institute andassociations. There are approximately 80scientific employees and 60 employees inworkshops and administration withapproximately 250 students, working parttime, and applying knowledge directly tostudy. Training is offered for part-timestudents and qualified staff for industry,promoting innovation by means of researchand technology transfer from research toindustry. Research consists of cooperativeindustrial research, contract research, jointresearch and basic research. 52% of projectsponsorship is via the public purse, 10% isinstitutional sponsorship from the publicpurse and 38% is research sponsored byindustry.

IKA is has less public funding at 24% bypublic research and more from industry,43% from suppliers, 30% OEM’s and 3%from other industry.

All DLR graduates are from StuttgartUniversity and are mainly aeronauticalengineers, not materials or composites

specialists, and DLR relies on the Universityfor this expertise. DLR has found itincreasingly hard to maintain the widerange of research because of a decrease infunding in real terms, and so havediversified into vehicle transport concepts.50% funding is from government and therest is found from industry.

At DLR, as at the other institutes, therewere an approximately equal number ofgraduate engineers to technicians. Indesign and simulation this was skewed tothe engineers and scientists because of thetechnical content of the work. Althoughthere were separate graduate andtechnician grades, movement could bemade from one to the other, unlike in theUK. Also as long as it was within budget, itwas possible for a manager or director toemploy people without the jurisdiction ofthe human resources / accountsdepartment.

As in the UK there was a flat managementstructure within the German companies.The perception was that there was little tozero opportunity for progression – whenvacancies occur, recruitment tended to befrom outside and promotion is rare frominside. This was felt to be broadly similarto the trends that have occurred in the UKover the past twenty years. Both BMWand Ford invested in qualified professionalstaff undertaking in-house training;technical staff at BMW were mainly fromGermany.

Remuneration for qualified graduatescientists and engineers at 27-28yrs is on apar with the UK when taking into accountthe different taxation systems and the latergraduation age in Germany.

SwitzerlandThere are three official languages, German,French and Italian. The SwissConfederation is made up of 26 cantonsand has 26 different educational systems,although vocational training for industry isunder national legislation and also hasfunding from the private sector. Theprofessional associations are involved indefining the professions and trades,drawing up training programmes andorganising examinations.

16

EDUCATION AND TRAININGSue Panteny, Faraday Advance

Compulsory education lasts to the age of15 or 16. Students can then attendschools that offer a broad generaleducation and access to a universityeducation. In general, these schools arevery selective and schooling, which isaimed specifically at the school-leavingcertificate, lasts at least 4 years. As withGermany and the UK the number ofstudents going to university has doubledin the last twenty years. At university level,there are nine cantonal institutions andtwo Federal Institutes of Technology. TheFederal Institutes of Technology focus onthe exact sciences, engineering andarchitecture. Unlike the UK, there is nocentral university admissions board soeach student enrols directly at theuniversity.

A quarter of the student population enrolfor a non-university course of higherstudies. These cantonal institutes oftechnology produce three times moreengineers than the Federal Institutes ofTechnology. The non-university highereducation sector offers courses which aremore practical than theoretical, and mostof the colleges would be categorized asuniversities (or polytechnics) in the UK.This is one of the reasons why, accordingto statistics, Switzerland has a lownumber of university graduates and a veryhigh number of people with diplomas.

The Swiss system of vocational training issimilar to the German system, being a‘dual’ system, the apprentice’s trainingdivided between the employer and thetechnical college. This form of full-timevocational training takes two, three of fouryears with the employer teaching theapprentice practical skills while the collegeteaches the necessary theory as well asmore general subjects. In this system, theapprentice does not pay any college fees,and goes to college one or two days perweek for 40 weeks of the year duringtraining. The federal diploma (CFC)awarded after a successful final exam isrecognised all over the country.

Entrance in higher vocational trainingschemes requires at least two years ofpractical professional experience followingthe Federal Qualification Certificate. Thepeople in charge of the apprentices for

their practical work must have severalyears’ experience in their trade and take aspecial course for training apprentices,organised by the professional associationsor the cantons.

The importance of education and trainingto the companies visited variessignificantly. Horlacher employs 35 peoplebut no engineers and graduates, while themajority of the workforce at the Alcanand Rieter technical centres wereprofessional engineers. Horlacherpersonnel were trained in-house with thedesign and styling of their vehicleprototypes provided by Max Horlacherhimself.

Rieter viewed training and education asessential to ensure that the nextgeneration of qualified employeesmaintain the pace of technologicaladvance. Rieter invested inapprenticeships and provided theirapprentices with a sound basic training inmechanics, drawing, electronics andclerical work. In addition to theoreticalinstruction at the vocational collegesmany apprentices program their ownmachine-tools, write on modern textprocessing equipment or exercise theirdraughtsmanship on the CAD screen.Being a global company, Rieter’sgraduates came from the worldwidemarket, for example 15% of developmentwork is being carried out in thermalmanagement with 40 engineers andtechnicians from 14 different nations.

There were 170 employees at the AlcanTechnology Centre, Neuhausen, and athird were technicians and engineersworking in the laboratories. Alcan placedpriority on its business interests andinvested in education by funding specificinstitutions and specific projects, ratherthan subsidizing operating expenses orunspecified outlays. Priority was given totechnical or specialized programmeswhere Alcan aimed to recruit graduates,and general and specialized programmes were adapted to the specificneeds of Alcan business centres andprojects that sustain partnership relationsbetween Alcan and institutions involvedin technical research and upgradetraining.

SummaryAlmost all the organisations visitedplaced importance on the quality of theeducation and training, perceiving thatthe impact on the industry is high.

One of Germany’s strengths in thisrespect were the strong partnershipsbetween educational institutions andindustry. As in the UK, reducedgovernment funding has led toacademia struggling to meet costs. Theinstitutes visited were similar to UK RTO,but more strongly linked to a specificuniversity from which they obtainedmost of their engineers and scientists,and which provided further significantinnovation and technology to industry.The university associated with aninstitute benefited by obtaining linkedindustrial training for theirundergraduates and eventualemployment.

17

The automotive industry is facing a seriesof major changes in the way cars areconstructed, powered, anddecommissioned. The number and speedof new developments presents UKindustry with a major challenge and theinnovation which has helped maintain thesuccess of the industry has a finiteresource. Furthermore, the scale ofresearch funding worldwide on emergingtechnologies, and the increase incompetition, has increased the risk ofdeveloping new products.

From the evidence gained from thismission, there appear to be a number ofareas where the related UK materials,processing and structural technologies aremore advanced than that of Germany orSwitzerland. On the other hand wereturned with good evidence that there ismuch serious activity going ahead in thesecountries to make sure that hybridcomposite systems will be increasingly exploited by their leadingplayers.

Since the trend is for OEMs to look to thesupply chain to develop new processes andmaterials, it is of paramount importancethat the UK supplier base takes a lead indeveloping hybrid solutions to offer to themajor OEMs. Partnership and researchcollaboration are ideal mechanisms to takethis forward, and hence it is recommendedthat UK industry actively seeksopportunities to network with Europeancounterparts and also to take theopportunities offered by the Framework 6programme to participate in futuredevelopments.

A wide range of mechanisms are availableto UK companies which support and assisttheir involvement in the processes ofcollaboration, partnership andnetworking. These will be discussed brieflyunder direct and indirect supportmechanisms.

Direct Support for Research Collaborative research is the norm forgovernment funded and internationalresearch, with unique fundingopportunities presented by variousinitiatives.

December 2002 marked the first call forproposals for the Framework 6 programme(FP6). This 4-year programme has a totalbudget of €17.5bn and comprises sevenmajor priority themes covering:

• Life sciences• Information Science Technologies• Nanotechnologies & Nanosciences• Aeronautics & Space• Food Quality & Safety• Sustainable Development, Global

Change & Ecosystems• Citizens & Governance.

The calls for proposals in many of theseareas were published on 17 December2002 (www.cordis.lu/fp6) and manyconsortia will be looking for additionalpartners. This shared cost programmeoffers UK organisations a uniqueopportunity to get involved in the nextgeneration of research, and companies canregister on the partnering database(www.cordis.lu).

Within FP6, the Craft scheme offers EUfunding for SMEs to gain access to researchprovided by a research organisation, incollaboration with other industry partnersfrom other countries.

Eureka is a funding opportunityindependent of FP6, and is aimed atdeveloping near-market technologies intomarketable products. Each project needs anon-UK European partner, and funding foreach partner is from their owngovernment. The project is managed by DTIon behalf of UK participation.

These types of projects normally fund 50%of the project costs, so are a favouredmechanism for many large and smallEuropean companies, in comparison to self-funded research.

Indirect Support for InternationalCollaborationThe International Technology Service (ITS)of DTI manages a number of initiatives toassist UK industry to collaborate with orlearn from leading organisations aroundthe world in order to improve theircompetitiveness at home and abroad, asfollows:

• International Information ServiceUp to date information on technologicaldevelopments, new products andpotential new markets is essential to UKindustry. The DTI has set up aninternational information serviceproviding access to science andtechnology news from around the world,which is updated daily. This service isaccessed via a web portal(www.Globalwatchonline.com) andincludes technology information, countryinformation, events and a search facility.

• International Technology Promoters The International Technology Promoters(ITP) programme is a network of 16technology transfer specialists tasked withfinding opportunities for technology-basedpartnerships between UK clients andorganisations in the world’s leading R&Dinvestor countries. ITPs seek out key areasof technology of interest to UK industry,and investigate the centres of excellence inoverseas countries which might be open tocollaboration. The main activity ofmatchmaking technology includesproviding assistance in: setting upcollaborative research initiatives;technology licensing; investment and jointventures.

• International MissionsInternational missions funded by ITS areshort fact-finding visits by small groups oftechnical experts (UK companiesaccompanied by a leading academic). Theobjective is to identify and learn from thebest practice and technologicaldevelopments in leading companiesoverseas. This report is the type of outputgiven by a UK mission, feeding backfindings to UK industry to improvecompetitiveness and identifyopportunities for internationalcollaboration.

• International SecondmentsSecondments allow for temporarysecondment of a staff member from onecompany to another (inward or outward)for a period of 3-12 months. Theobjectives are to enhance performance bylearning from technology or best practiceof leading companies overseas, and todevelop links and understand overseasmarkets.

18

OPPORTUNITIES FOR UK COMPANIESMartin Kemp, International Technology Service, DTI/Pera

Mechanisms of CollaborationNumerous mechanisms are available to UKindustry to facilitate internationalcollaborative research, technology transfer orknowledge transfer. These present uniqueopportunities and support for companieswith the foresight to develop new productsto meet future market needs, whilstprotecting their market and reducing the riskassociated with self-funded research.Involvement in pre-competitive research canalso provide advance information on futuremarket needs, as well as providingmarketing exposure to potential customers.

Setting up an international researchcollaboration with a company or researchorganisation such as those visited on themission can be approached from severaldirections, but the ‘route map’ to achievingthe outcome typically follows the followingsequence:

• Define your objectives• Assess the funding routes and select the

best option• Define who would be the ideal partner(s)

and produce a shortlist • Interview and select the partners(s) • Sign non-disclosure and collaboration

agreements• Write work proposal and submit to

external funding body as relevant

Assistance may be sought from the ITPsduring these stages and in partner selection.

The project leader will undertake writingthe proposal, which is both timeconsuming and costly. Numerousconsultancies now offer their services forbid writing and bid management, and seeka fee from the consortia or from thefunded project for project management.Certain regional development agencies inthe UK offer grants to cover bid writingcosts, although this seems very localised.Considerable assistance is available forcompanies wishing to participate in FP6.The DTI funds national contact points forFP6 which are based at NPL, and alsoadvisory services provided by BetaTechnology. The Innovation Relay Centres(IRCs) in UK can also help in findingpartners, partly through the IRC networkacross Europe, which are normally linked toregional development agencies.

SummaryThere appear to be a number of areaswhere UK materials, processing andstructural technologies are moreadvanced than those of Germany orSwitzerland, although there is muchserious activity in these countries on thepractical exploitation of these materialsand structures.

Where the UK technology is moreadvanced than that of Germany orSwitzerland, there is a significantopportunity for UK companies todevelop partnerships to supplymaterials, technology or components tothe German and Swiss automotiveindustries. However, time is likely to beof the essence as, if we do not exploitthis potential quickly, they have the willand resources to develop without us.

There are numerous supportmechanisms which have been set up tosupport and assist UK industry indeveloping an international researchcollaboration strategy, and toimplement that strategy. There are alsounique opportunities now available forsubsidising European research, whichcan give an insight into futuredevelopments and provide an ‘insidetrack’ for product development andmarket share.

19

This report gives an overview ofdevelopments in hybrid metallic, polymerand composite structures, following visitsto a number of organisations withinGermany and Switzerland. The companiesvisited represented a cross-section ofapplications from major OEMs such asBMW and Ford to small scale R&Dapplications such as lightweight electricvehicles at Horlacher.

In all of these organisations the use ofcomposites and metal/composite hybrids inautomotive structures is still generally at anearly stage, with a wide variety ofpotential material and process types beingevaluated and developed. Thedevelopment focus is on efficientmaterials, manufacturing, joining andstructural/crash performance to achievethe desired weight reductions at the rightprice.

From a materials technology perspective,there were few instances when we wereimpressed with the technologies that wesaw being developed, and it seemed thatthere was generally a lack of newtechnology in thermoset andthermoplastic materials. Whilst there wassome unique work being undertaken inthis area, such as that on thermoplasticRTM at Alcan, this was surprisingly rare.

The main emphasis in manufacturing wasthe development of manufacturingprocesses suited to automotive compositecomponents at high volumes (up to andover 50,000 units per year). Thisrequirement was being actively pursued,again in particular by Alcan, whose short-term R&D efforts were focussed onthermoset RTM processes for highvolume.

Simulation and modelling was a themethat ran through almost all of our visits.Modelling is being extensively carried outon most major structures, componentsand processes, usually supported bycomprehensive material and componenttesting. However, in both modelling workand test facilities, it was not consideredthat there was a significant lead in thefacilities that we visited. The possibleexception to this is the crash performancework being undertaken at DLR.

Significant work is being carried out injoining of dissimilar materials by almost allof the companies that we visited, with arange of different welding, bonding andmoulding processes. Although Ford feelsthat there is strong need to design fordisassembly, we found that little work isbeing undertaken on the separation ofdifferent materials at the end of vehicle lifeby the organisations visited. In the case ofBMW and Alcan however, this is mostlikely an indication that the issues relatingto recycling composite and hybridstructures are over-emphasised and thatshredding is already considered to be aneffective solution. In fact, we found no realevidence to suggest that vehiclemanufacturers will significantly alter theirattitudes towards candidate materials forfuture use as a direct result of therequirements of the ELV Directive.

We did however find a good deal ofcommon ground on views and concernsregarding the introduction of the EU ELVDirective, in particular shared doubts on theability to develop an effective pan-European infrastructure.

Almost all the organisations visited placedimportance on the quality of the educationand training, perceiving that the impact onthe industry is high, and one of Germany’sstrengths was seen to be the strongpartnerships between the educationalinstitutions and industry.

Overall there are many similarities in theprogrammes and work being carried out inGermany, Switzerland and the UK. Whilstthere is a German or Swiss lead in someareas of technology, such as thermoplasticRTM, on balance it does not appear thatthere is a significant gap in technologydevelopment between the UK and theorganisations that we visited. In fact, insome areas, such as in glass/PP roof panelsand thermoset moulding systems, the UKhas a lead.

However, there is a significant gap betweenGermany, Switzerland and the UK in theimplementation of these technologies. Thetypes of components produced by Alcanand the technology demonstrators of BMWshow that the application of composite andhybrid structures is far ahead of that in theUK, notably due to the strong OEM base inGermany.

Finally, where the UK technology is moreadvanced than that of Germany orSwitzerland, there is a significantopportunity for UK companies to developpartnerships to supply materials,technology or components to the Germanand Swiss automotive industries. However,time is likely to be of the essence as, if wedo not exploit this potential quickly, theyare likely to have the will and resources todevelop without us.

Acknowledgements

We would like to extend our deepestthanks to the companies that we visitedfor their openness and generoushospitality, without which this reportwould not have been possible.

We would also like to acknowledge thesupport of the Department of Trade andIndustry in the organisation and fundingof this mission, and to thank thenumerous individuals at the DTI, theGerman Embassy and the Swiss Embassyfor their excellent work and support.

20

CONCLUSIONS

Alcan

Alcan Technology & Management AGBadische Bahnhofstrasse 16CH-8212 NeuhausenSwitzerland

T +41 52 674 9712F +41 52 674 9611www.alcan.com

Markus HenneProgram Manager, Compositesmarkus.henne@alcan.com

BMW

BMW GmbhBMW Forschungs- und Innovationszentrum(FIZ)Knorrstrasse 14780788 MünchenGermany

T +49 89-3 82-0F +49 89-3 82-2 58 58www.bmwgroup.com

Dr Rudolf Stauber Director, Operating Strength and MaterialsDevelopmentrudolf.Stauber@bmw.de

DLR

Deutsche Forschungsanstalt für Luft - undRaumfahrt (DLR) German Aerospace CenterInstitute of Structures and DesignPfaffenwaldring 38-40D-70569 StuttgartGermany

T +49 711 6862 297F +49 711 6862 227www.st.dlr.de/BK

Dr Alastair JohnsonStructural Integrity Departmentalastair.johnson@dlr.de

Ford

Ford Forschungszentrum Aachen GmbH Advanced Material Technologies Süsterfeldstrasse 200 52072 Aachen Germany

T +49 241 9421 228 F +49 241 9421 303www.ford.com

Jürgen Wesemann jweseman@ford.com

Horlacher

Horlacher AGGüterstrasse 9CH-4313 MöhlinSwitzerland

T +41 61 851 21 18 F +41 61 851 32 00www.horlacher.com

Thomas Eflerinfo@horlacher.com

IKA

Institut für Kraftfahrwesen (IKA)Aachen University RWTH D- 52056 AachenGermany

T +49 241 / 80-25 600 F +49 241 / 80-22 147 www.ika.rwth-aachen.de

Flavio FriesenHead of Body Departmentoffice@ika.rwth-aachen.de

IKV

Institut für Kunststoffverarbeitung (IKV)Aachen University RWTH D- 52056 AachenGermany

T +49 241 80 23 884F +49 241 80 22 316www.ikv-aachen.de

Dipl.-Ing. Ingo KlebaHead of Department, Composites/PUTechnologykleba@ikv.rwth-aachen.de

Rieter

Rieter Automotive Management AG Schlosstalstrasse 43CH-8406 Winterthur Switzerland

T +41 52 208 83 30F +41 52 208 85 86www.rieter.com

Dr Markus ZoggInternational Business Developmentmarcus.zogg@rieterauto.com

21

APPENDIX 1: CONTACT DETAILS OF ORGANISATIONS VISITED

Advanced Composites Group

Advanced Composites Group LtdComposites HouseSinclair CloseHeanor Gate Industrial EstateHeanorDerbyshire DE75 7SP

T +44 (0)1773 534599F +44 (0)1773 719289www.advanced-composites.com

Alex AuckenAutomotive Segment Manageraaucken@innotts.co.uk

BI Composites

BI Composites LtdGreen LaneBridgtownCannockStaffordshire WS11 3JWUK

T +44(0)1543 466021F +44(0)1543 574157www.bi-group.com

Mike BirrellBusiness Development Directormbirrell@bi-composites.co.uk

Cranfield University

SIMS B88Cranfield UniversityCranfieldBedfordshire MK43 0AL UK

T +44(0)1234 750111F +44(0)1234 752473www.cranfield.ac.uk

Andrew MillsHead of Centre for Lightweight Composites a.r.mills@cranfield.ac.uk

Faraday Advance

Faraday Partnership in Automotive andAerospace MaterialsBegbroke Business & Science ParkSandy LaneYarntonOxford OX5 1PF UK

T +44(0)1865 283763F +44(0)1865 484790www.faraday-advance.net

Sue PantenyResearch Managersue.panteny@materials.ox.ac.uk

Hamble Structures

Aerostructures Hamble LtdKings AvenueHamble-le-RiceHampshire, SO31 4NF UK

T +44(0)23 80744073F +44(0)23 80744095www.smiths-aerospace.com

John SavageTechnical Authority Compositesjohn.savage@aerohamble.co.uk

International Technology Service

International Technology PromotersPera Innovation ParkMelton MowbrayLeicestershire LE13 0PBUK

T +44(0)1664 501501F +44(0)7005 802411www.globalwatchonline.com/itp

Martin KempInternational Technology Promoter,Performance Engineering – Europemartin.kemp@pera.com

KGP

Knibb Gormezano & PartnersThe Old VicarageMarket PlaceCastle DoningtonDerbyshire DE74 2JB

T +44 (0)1332 856301F +44 (0)1332 856302www.kgpauto.com

John MonkPractice Leader, Lean Methodologiesjohnmonk@kgpauto.com

MIRA

MIRA LtdWatling StreetNuneatonWarwickshire CV10 0TU UK

T +44 (0)24 7635 5000F +44 (0)24 7635 8000www.mira.co.uk

John BatteTechnical Manager, Components and Body& TrimEuropean Test Operationsjohn.batte@mira.co.uk

NetComposites

NetComposites LtdTapton Park Innovation Centre Brimington RoadChesterfield S41 0TZ UK

T +44 (0)1246 541918F +44 (0)1246 563322www.netcomposites.com

Gordon BishopManaging Directorgordon.bishop@netcomposites.com

22

APPENDIX 2: CONTACT DETAILS OF MISSION PARTICIPANTS

AutoclaveA closed vessel for application of pressure and

heat, used for processing composite materials.

Bag MouldingA process in which the consolidation of the

material in the mould is effected by the

application of fluid or gas pressure through a

flexible membrane.

Bulk Moulding Compound (BMC)Thermosetting resin mixed with strand

reinforcement, fillers, and so on, into a viscous

compound for compression or injection

moulding. Often used interchangeably with

Dough Moulding Compound (DMC).

See also sheet moulding compound

Carbon FibreAn important reinforcing fibre known for its

light weight, high strength, and high stiffness

that is commonly produced by pyrolysis of an

organic precursor fibre (often polyacrylonitrile

(PAN) or rayon) in an inert atmosphere.

CFRPCarbon fibre-reinforced plastic

Chopped StrandContinuous roving that is chopped into short

lengths for use in mats, spray-up or

compounds.

CompositeA homogeneous material created by the

synthetic assembly of two or more materials (a

selected filler or reinforcing elements and

compatible matrix binder) to obtain specific

characteristics and properties.

Compression MouldingA technique for moulding thermoset plastics in

which a part is shaped by placing the fibre and

resin into an open mould cavity, closing the

mould, and applying heat and pressure until the

material has cured or achieved its final form.

Contact MouldingA process for moulding reinforced plastics, in

which reinforcement and resin are placed on a

mould, cure is either at room temperature

using a catalyst-promoter system or by heat in

an oven and no additional pressure is used.

Continuous FilamentAn individual, small-diameter reinforcement

that is flexible and indefinite in length.

Continuous RovingParallel filaments coated with sizing, gathered

together in single or multiple strands and

wound into a cylindrical package. It can be

used to provide continuous reinforcement in

woven roving, filament winding, pultrusion,

prepregs or high-strength moulding

components. It also can be chopped (see

Chopped Strand).

Dough Moulding Compound (DMC)Thermosetting resin mixed with strand

reinforcement, fillers, and so on, into a viscous

compound for compression or injection

moulding. Often used interchangeably with

Bulk Moulding Compound (BMC)

See also sheet moulding compound

E-GlassA borosilicate glass; the type most used for

glass fibres for reinforced plastics; suitable for

electrical laminates because of its high

resistivity.

EpoxyA thermoset polymer containing one or more

epoxide groups and curable by reaction with

amines, alcohols, phenols, carboxylic acids,

acid anhydrides, and mercaptans. An

important matrix resin in composites and

structural adhesive.

Fabric, NonwovenA material formed from fibres or yarns

without interlacing (e.g., stitched bonded,

nonwoven broadgoods).

Fabric, WovenA material constructed of interlaced yarns, fibres

or filaments produced by the weaving process.

FabricationThe process of making a composite part or tool.

Fibre ContentThe amount of fibre present in a composite.

This is usually expressed as a percentage

volume fraction or weight fraction of the

composite.

Gel CoatA resin applied to the surface of a mould and

gelled prior to lay-up. The gel coat becomes

an integral part of the finished laminate, and

is usually used to improve surface appearance

and protect the laminate from the

environment.

GFRPGlass fibre-reinforced plastic, polymer or

polyester.

Glass FibreReinforcing fibre made by drawing molten

glass through bushings. The predominant

reinforcement for polymer matrix composites,

it is known for good strength, processability

and low cost.

Graphite FibresThis term is used interchangeably with carbon

fibres throughout the industry.

Glass Mat Thermoplastic (GMT)A ready-to-mould glass fibre reinforced

polypropylene material primarily used in

compression moulding.

GRPGlass-reinforced plastic, polymer or polyester.

Hand Lay-UpA fabrication method in which reinforcement

layers are placed in mould by hand, saturated

with resin and then cured to the formed

shape.

Injection MouldingMethod of forming a plastic to the desired

shape by forcibly injecting the polymer into

the mould.

LaminateA product made by bonding together two or

more layers of material or materials. Primarily

means a composite material system made

with layers of fibre reinforcement in a resin.

Sometimes used as a general reference for

composites, regardless of how made.

Lay-UpThe reinforcing material placed in position in

the mould. The process of placing the

reinforcing material in position in the mould.

The resin-impregnated reinforcement. A

description of the component materials,

geometry, and so forth, of a laminate.

LFT (Long Fibre Thermoplastic)A thermoplastic moulding material,

characterised by long, discontinuous fibres in

a thermoplastic matrix, often compounded at

the mould tool and compression moulded to

avoid fibre damage.

23

APPENDIX 3: GLOSSARY OF TERMS

Low-Pressure MouldingThe distribution of relatively uniform low

pressure (15bar or less) over a resin-bearing

fibrous assembly of cellulose, glass, asbestos,

or other material, with or without application

of heat from external source, to form a

structure possessing definite physical

properties.

Matched Metal MouldingA reinforced plastics manufacturing process in

which matching male and female metal

moulds are used (such as compression

moulding) to form the part.

MatrixThe material in which the fibre reinforcements

of a composite system are embedded.

Thermoplastic and thermoset resin systems

can be used, as well as metal and ceramic.

Non-Woven FabricA textile structure produced by bonding or

interlocking of fibres, or both, accomplished

by mechanical, chemical, thermal, or solvent

means and combinations thereof.

PETPolyethylene Terephthalate (Thermoplastic

Polyester Resin).

Polyamide (PA)A polymer in which the structural units are

linked by amide or thioamide groupings.

Commonly called Nylon.

PolyestersThermosetting resins, produced by dissolving

unsaturated, generally linear, alkyd resins in a

vinyl-type active monomer such as styrene,

methyl styrene, and diallyl phthalate. Cure is

effected through vinyl polymerisation using

peroxide catalysts and promoters, or heat, to

accelerate the reaction. The resins are usually

furnished in solution form, but powdered

solids are also available.

PolymerA very large molecule formed by combining a

large number of smaller molecules, called

monomers, in a regular pattern.

PolymerisationA chemical reaction in which the molecules of

monomers are linked together to form

polymers.

PreformA preshaped fibrous reinforcement formed by

distribution of chopped fibres by air, water

flotation, or vacuum over the surface of a

perforated screen to the approximate contour

and thickness desired in the finished part.

Also, a preshaped fibrous reinforcement of

mat or cloth formed to desired shape on a

mandrel or mock-up prior to being placed in a

mould press. Also, a compact ‘pill’ formed by

compressing premixed material to facilitate

handling and control of uniformity of charges

for mould loading.

PrepregReady-to-mould material in sheet form which

may be cloth, mat, or paper pre-impregnated

with resin and stored for use. The resin is

partially cured to a ‘B’ stage and supplied to

the fabricator who lays up the finished shape

and completes the cure with heat and

pressure.

ReinforcementA material added to the matrix to provide the

required properties; ranges from short fibres

through complex textile complex textile forms.

ResinA material, generally a polymer that has an

indefinite and often high molecular weight

and a softening or melting range and exhibits

a tendency to flow when it is subjected to

stress. Resins are used as the matrices to bind

together the reinforcement material in

composites.

Resin-Transfer Moulding (RTM)A moulding process in which catalyzed resin is

transferred into an enclosed mould into which

the fibre reinforcement has been placed; cure

normally is accomplished without external

heat. RTM combines relatively low tooling and

equipment costs with the ability to mould

large structural parts.

S GlassA family of magnesium-alumina-silicate

glasses with high mechanical strength.

Sheet Moulding Compound (SMC)A ready-to-mould glass fibre reinforced

polyester material primarily used in

compression moulding using matched metal

tools.

Spray-UpTechnique in which fibrous glass and resin is

simultaneously deposited in a mould. Roving is

fed through a chopper and ejected into a

resin stream, which is directed at the mould

by either of a spray system.

ThermoplasticCapable of being repeatedly softened by an

increase of temperature and hardened by a

decrease in temperature. Applicable to those

materials whose change upon heating is

substantially physical rather than chemical and

that in the softened stage can be shaped by

flow into articles by moulding or extrusion.

ThermosetA material that will undergo a chemical

reaction caused by heat, catalyst, etc., leading

to the formation of a solid. Once it becomes a

solid, it cannot be reformed.

Vacuum Bag MouldingA process in which a sheet of flexible

transparent material plus bleeder cloth and

release film are placed over the lay-up on the

mould and sealed at the edges. A vacuum is

applied between the sheet and the lay-up.

The entrapped air is mechanically worked out

of the lay-up and removed by the vacuum,

and the part is cured with temperature,

pressure, and time. Also called bag moulding.

Vacuum-Assisted Resin Transfer Moulding(VARTM) An infusion process where a vacuum

draws resin into a one-sided mould. A cover,

either rigid or flexible, is placed over the top

to form a vacuum-tight seal.

Wet Lay-UpA method of making a reinforced product by

applying a liquid resin system and

impregnating the reinforcement as it is placed

in an open mould. Normally a manual process.

24

GLOSSARY OF TERMS

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Faraday AdvanceBegbroke Business & Science Park, Sandy Lane, Yarnton, Oxford OX5 1PF UKT +44(0)1865 283763 F +44(0)1865 484790 www.faraday-advance.net