INSIGHT: Composites to replace more materials in autos
Al Greenwood
17-Nov-2016
By Al Greenwood
HOUSTON (ICIS)–Huntsman and other companies are making
rapid advances in composites by reducing the cure times of
their resins and removing the barriers that kept them out of
mass-produced automobiles.
Composites are attractive to automobile makers because they
can reduce the weight of their vehicles and increase their
fuel efficiency.
These materials can reduce the weight of vehicles by 50%,
which would translate into fuel savings of 25%, said Craig
Blue, director of energy efficiency and renewable energy
programmes at the Oak Ridge National Laboratory, the largest
science and energy lab of the US Department of Energy.
Composites are made of reinforcing agents and resins. The
reinforcing agent can be carbon or glass fibre. The resin can
be a thermoplastic or a thermosetting resin.
These thermosets can be epoxy resins, polyurethanes or
unsaturated polyester resins (UPRs).
The thermoset producers have sought to bring cure times for
their resins down to three minutes or less for high-volume
applications, Blue said.
In the past couple of years, Huntsman has made advances that
achieve that benchmark. Those three minutes are important
because anything longer can make the resins
impractical for many high-volume parts.
Huntsman has been reducing cure times by adapting the
chemistry and formulations of its resin systems, said Scott
Wright, president of Huntsman’s Advanced Materials
segment.
These systems include more than just the resins. They also
include catalysts and curing agents. Huntsman makes amine
curing agents, formulates polyurethane systems and produces
epoxy resins, so it has working knowledge of both the resins,
the curing agents and the formulations.
By adjusting chemistries and formulations, Huntsman can do
more than just reduce cure times. It can also make its resin
systems amenable to different processing technologies. These
different technologies can also reduce time and costs.
“As you look forward, companies are looking even further down
the road to things like wet pressing,” Blue said.
In all, the cost and efficiency of making composite
automobile parts have improved by several orders of
magnitude, making them more attractive to automobile
producers.
“It’s really an exciting development in the last 12 months,”
Wright said. “We’re not finished yet.”
Huntsman displayed the advances it has made in composites
during a press tour of its technology centre in The Woodlands
near Houston.
The composite materials were not in prototypes or concepts.
They were in actual automobiles that are being sold.
A 2017 BMW i3 electric automobile on
display has a composite passenger-cell made of carbon fibre
and Huntsman’s epoxy resin.
The photo below illustrates the composite part.
(Image source: Al Greenwood)
Because of the strength of the carbon-fibre passenger
cell, the vehicle lacked the support pillars that are
typically found between seats of a sedan, said Kourtlen
Thomas, a product specialist at BMW. The automaker calls such
specialists geniuses, and they know many of the details of
their vehicles.
The composites helped reduce the weight of the vehicle
to 2,700 lb or a little more than a tonne, Thomas said. These
weight savings brought the range of the vehicle to 118-215
miles (190-346 km), depending on the battery package of the
automobile. Prices for the vehicle start at $42,000
Huntsman also displayed the Zenos E10 sports car, which has
a polyurethane-based chassis that the company developed
with Bright Lite Structures.
The polyurethane technology, Huntsman’s VITROX HC
98010 Polyol with SUPRASEC 9801
Isocyanate, was among the three finalists for this
year’s Polyurethane Innovation Award, given during the
Polyurethanes Technical Conference of the Center for the
Polyurethanes Industry.
Because of the specifications needed for the chassis of the
Zenos E10, the cure time for the polyurethane was
eight minutes. For other applications, it can be even
shorter, at less than three minutes. The price for the
Zenos E10 starts at £26,995.
The photo below shows the sports car.
(Image source: Al Greenwood)
While Huntsman and other companies make advances on resins, other groups are cutting costs for carbon fibre, the other component for several types of composites.
Carbon fibre is made from polyacrylonitrile (PAN). Oak Ridge is developing carbon fibre from textile-based PAN instead of costlier high-end PAN, Blue said. Production costs are less than half that for traditional manufacturing methods for carbon fibre.
Last month, LeMond Composites reached a licensing agreement to bring the
technology to the market.
Both Blue and Wright of Huntsman expect automakers to use
increasing amounts of composites in the next five to 10
years.
However, don’t expect all-composite vehicles any time
soon.
Wright expects adoption to be gradual. As automobile
producers introduce new platforms, the vehicles will use
increasing amounts of composites.
Blue said, “The thing to keep in mind is it’s going to be a
multi-material solution.” For example, the use of a composite
in one part of a vehicle could allow automakers to use less
steel in another part.
In fact, companies cannot substitute materials in isolation.
Automakers view their vehicles as a system and not as a
collection of individual parts. New materials require
different paint, different joining technology and different
finishing technology.
Supply chains also need to evolve, Blue said. While the
composite industry has been around for decades, it is still
relatively small. “So a high volume vehicle, if you put just
a modest amount of carbon fibre, it would completely eat up
world supply,” he said.
The automotive
industry is a major global consumer of petrochemicals which
contributes more than a third of the raw material costs of an
average vehicle. ICIS tracks the movement of petrochemical
raw material costs in auto production both globally and
regionally with the weighted ICIS Basket of Automotive
Petrochemicals (IBAP).
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