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03.15.04

Paintless Composites, s2

Plastics Take the Wheel, s8

Remember the Processes, s12

on the

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M2 MATERIALS SUPPLEMENT 03.15.04 [www.des ignnews.com]

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A developmental method for making automotive body panelsand other large parts employs in-mold-decorating techniques todress up composite parts.

�Glass-mat-thermoplastics (GMT) havebeen around for years now, finding ahome in automotive interiors amongother applications. But these materi-als, which consist of short-glass-fibermat in various thermoplastic baseresins, have not made any headway inexterior automotive componentswhere cosmetic, structural, and pro-duction concerns have so far limitedtheir appeal.

That situation may soon change.Engineers for GE Advanced Materials(http://rbi.ims.ca/3874-621), one ofthe suppliers behind the Azdel Inc.GMT materials, have been workingon ways to extend GMT materialsinto automotive body panels as wellas other demanding large-part appli-cations such as recreational vehicles.In the United Kingdom, GE and BI

Composites recently created a sportscar hood from Azdel Superlite, apolypropylene-based material with aglass content of 42 to 55 percent.This composite hood, which replacedsteel and goes into production in

2004, meets stringent Class A finishrequirements the old-fashioned way-with a polypropylene-friendly primerand a coat of paint. Still, Azdeloffered some important advantages inthis application. The thermoplastic

JOSEPH OGANDO

F U T U R E M A T E R I A L S T E C H N O L O G I E S

FORMING SKILLS. GE Advanced Materials is working on paint-free composites forautomotive body panels. The company’s technology relies on advanced thermoformingmachines that can form the in-mold-decorating films without sacrificing Class A surface quality.


M3[www.des ignnews.com] 03.15.04 MATERIALS SUPPLEMENT

composite hood has about the samestiffness as the steel it replaces butweighs about 50 percent less. It prom-ises a cost edge too, since GMT mate-rials can be formed on lower-pressuresthan steel. “Low-pressure formingreduces the size and cost of processingequipment,” and slashes tooling costs,explains Luca Saggese, a project engi-neer in GE’s Large Part Group.

Looking further down the road,GE has even more ambi-tious plans for GMT. Inthe company’s PolymerProcessing DevelopmentCenter in Pittsfield, engi-neers in the company’sLarge Part Group havedeveloped ways to usecompression-moldedGMT in conjunction witha thermoformed skinmade from the company’sweatherable SLX film.The resulting automotivebody panels, or otherlarge parts, would offer aClass A finish withoutpaint, according to Tom Dunton, wholeads GE’s large part processingefforts. This technology targets notonly vertical panels but also horizon-tal panels, which have more demand-ing thermal and mechanical require-ments. “We’re looking at a total bodysolution,“ Dunton says.

GE engineers have successfullyproduced a variety of test parts onequipment installed in their develop-ment center. But Dunton says there’sstill more work to be done on materi-als and process development beforethis paintless in-mold-decorated com-posite technology is ready to roll.

EVOLVING MATERIALSIn some ways, the materials systemitself doesn’t pose much of a challengefor body panels. SLX, a material basedon polycarbonate, has been developedspecifically to offer the weatherability,high-gloss levels, chemical resistance,surface finish, and scratch resistanceneeded for exterior automotive parts.It recently chalked up an exteriorapplication on the roof module of the

SMART roadster. Andwith its adjustable glasscontent, GMT can attainthe stiffness, impact,strength, and CTE proper-ties needed to meet typi-cal automotive structuralrequirements. “Most ofthese properties dependon the glass,” Duntonnotes.

But the materials sys-tem still has two hurdlesto clear. The first has todo with adhesion betweenthe film and GMT layer.Automotive adhesion tests

designed for paint may not shed muchlight on film’s capabilities. “Paint andIMD film are very different,” saysSaggese, who adds that paints tends tofail in a flaky, brittle manner whilefilms fail by delaminating. At thispoint, it is still unclear just how strongthe bond between film and substrateneeds to be. For now, GE has workedout its own adhesion values to use forthe purposes of application develop-ment.

New materials will doubtless helpwith adhesion. GMT has traditionallybeen based on polypropylene, butgrades based on polycarbonate, PBT,

and combinations of the two are alsoin various stages of development,Dunton reports. In addition to boost-


“Low-pressure

forming

reduces the

size and cost

of processing

equipment.”

—Luca SaggeseProject Engineer in

GE’s Large Part Group

Drying

Insert Film

Trimming

Forming

Injection Molding

Finished Part

SEVERAL STEPS. GE's method for produc-ing composite body panels involves severalsteps, including thermoforming the in-mold-decorating film and then combining itwith the glass-mat-thermoplastic substrateinside a compression tool.

Process Overview


ing the structural properties abovethose of polypropylene-based GMT,these other base resins inherently offera diffusion bond with SLX resin usedin the film. “SLX and these otherresins have similar chemistries,” saysDunton, “so they adhere quite well.”He adds “We’ve been getting excellentadhesion.”

UNDER PRESSURE?Then there’s the cosmetics issue.Freshly extruded SLX film can achievesomething that closely matches apainted Class A finish, but that filmcan easily develop defects as it goesthrough subsequent forming steps.“The real trick is maintaining the sur-face through the entire process,” saysSaggese.

Sophisticated thermoformingcapabilities turn out to be one part ofthis trick. GE forms the decorativefilms only for male tools—so that theshow surface doesn’t come in contactwith the tool surface. And it must useonly the thermoforming tools withcritical surface quality characteristicsto avoid the possibility of read-

through. Thecompany alsoinstalled a high-end Geiss ther-moformingmachine whoseadvanced filmhandling andhigh-frequencyheating systemplay a role inmaintaining thesurface quality ofthe decorativefilms. Not everythermoforming

house has the kind of machines need-ed to make cosmetic skins that are upto automotive standards, Dunton says,“but these capabilitiesare becoming more wide-spread.”

The second part ofthe manufacturingprocess—the compressionmolding—has proven tobe more problematicthan the thermoforming.So far, GE has beenforced to make theselarge in-mold-decoratedGMT parts on a com-pression-moldingmachine so large that ittakes up the space of asmall office building. A40 x 60-inch part, for example,requires molding pressures of roughly4,000 tons. Why so high? Duntonexplains that high pressure contributesto adhesion between the film and sub-strate. The high pressure also helpswith the surface quality by smoothingout any minor defects in the film.Other kinds of GMT parts are already

compression molded at pressures thishigh, but GE engineers want to drivedown the pressures as a way to makethis manufacturing method moreaccessible. “Our challenge is getting agood surface and adhesion with muchlower pressures,” he says.

Dunton believes that with opti-mized materials and more processingknow-how, GE engineers can reducethe required molding pressures by “afactor of 10 or more.” And that’swhere the real cost savings couldcome in. From a capital equipmentstandpoint, that reduction wouldallow smaller, less expensive compres-sion molding machines. Ultimately,Dunton says, the company would liketo develop a process that enables these

GMT parts to be madeeven less expensively onmodified thermoformingmachines, rather than oncompression-moldingpresses. Low pressuresalso could reduce toolingcosts substantially, byallowing the use of alu-minum rather than steeltools or the use of ther-moforming tooling ratherthan pricier compressionmolds.

GE also has to workout a few manufacturingstrategies, like automated

film placement in tools. And it stillhas some design details to work out,such as the best way to encapsulate orhide the edge of the films. ButDunton sounds confident that thecompany will overcome all theremaining barriers. “We’ve alreadymade some parts that would havescared me early on,” he says.


HOOD. GE and BI Composites have already used Azdel Superlite, apolypropylene-based GMT, to make an automotive hood. This one,however, still uses paint rather than the emerging in-mold-decorat-ing technology.

“The real trick is

maintaining the

surface through

the entire

process”

— Luca SaggeseProject Engineer in

GE’s Large Part Group

This instrument housing demonstrates some of the advantages of aluminum extrusion over other

production processes. Its one-piece enclosure, which seals and protects industrial measuring

equipment, replaced a fabricated sheet metal and die cast subassembly of components. Its integrated

screw boss details, circuit board slots, and other features meet extremely tight tolerances. Now a

more durable part is produced faster and more economically than before—through simple extrusion.

With aluminum extrusion from Magnode, complex parts can be produced quickly andinexpensively, while meeting extremely tight dimensional tolerances.

Magnode specializes in producing the components others consider too challenging—includingparts with multiple void hollows and impossibly tight tolerances. And our extrusions can range fromunder 1⁄2" to 16 1⁄2" in circle size. Now the dedicated quality approach at our Trenton division has beenrewarded with the stringent ISO 9002 certification.

Magnode’s vertical integration provides you with a single, accountable source. And we evenoffer extensive fabrication and finishing services.

So before you simply give up on your latest design, ask Magnode about simply extruding it.

simply extrude it.

If complexity is instrumental to your design,

(513) 988-6351 Fax: (513) 988-6357 E-mail: [email protected]




A D V E R T O R I A L • P H I L L I P S P L A S T I C S

MaterialsManagement

OEMs want more from their injection molding suppliers than technical capabilities. They need to know that their suppliers have the skillset to manage the entire program’s process.

Redesigning a LegendHoping to improve the look, feel, and function of its compact power mid-handlecordless drill, a consumer company enlisted Phillips Plastics to redesign a newmodel. The goal was to offer added features, including a fresh, updated look, anew handle, and an adjustable end cap, which would allow the motor to be serv-iced. Because the previous drill was produced using the multi-shot moldingprocess, the company had no reservations about whether to apply the technologyto the updated version. The requirement for the redesigned tool was to producevarious sizes to accommodate different variations of a mid-handle and pistol gripin 12-, 14-, and 18V version drills; as well as a hammer drill used for drilling intoconcrete and masonry. These tools were built to produce the mid-handle and pis-tol grip housings for the drill–identical tools that produced parts in the U.S. and tobe used in a European press. Phillips' team also built multiple sets of tools in-houseto produce the components for the drills. >>>

Imagine the engineering expertise necessaryto manage programs that require the design andcreation of more than 50 tools that will be in pro-duction simultaneously. The programs alsoinclude coordinating more than 20 differentmaterials and communicating with 300 internaland external people dedicate to the project. Alsocrucial is the organization of numerous moldingoperations and the synchronization of multiplesecondary operations so that product is out thedoor on time and within budget.

Now imagine if the supplier of custom injec-tion-molded parts that you chose does not pos-sess the program management experience that'sneeded to meet the demands of a project of this

magnitude. While many molders possess the same injec-

tion molding capabilities, OEMs are now evaluat-ing not only their supplier's technical capabilitiessuch as design, prototyping, tooling, and produc-tion, but also, and, perhaps more importantly,their program management skill level. For theyhave learned that the overall success of theirproduct launch is dependent on working withsuppliers who can manage the entire process.

Following are brief summaries of actual pro-grams whose success was contingent upon theprogram management strength found at PhillipsPlastics. Complete case studies of these pro-grams can be found at www.phillipsplastics.com.



Taking Tooling to the Bleeding EdgeA large medical company developed a vascular closure device to seal arterial punc-tures created during diagnostic angioplasties, helping patients onto the road torecovery faster and more comfortably. Although the company has been using thistechnology for five years, design enhancements–made with the assistance ofPhillips–have made the new device easier to use and more reliable. The two com-panies worked together to make improvements for ease-of-use and to incorporatemulti-shot soft-touch features. In the process, Phillips designed and built a revolu-tionary multi-shot tool to address specific device requirements. >>>

Making the MarkWhen a consumer goods company came to Phillips Plastics, they wanted assistancein creating a two-shot, soft-touch grip for its popular marker. Phillips was up for thechallenge, which included creating a ferrule (grip) that served as both a structuraland functional part with a two-shot overmold. In addition, the grip would provideupdated styling features, allowing the user to hold the pen easier and a newstreamlined look and feel capable of competing with some of the more modernmarkers on the market. In order to keep costs down and manufacture a large quan-tity of parts on time, Phillips' in-house toolroom created a 32-cavity, 64-core tool toget the parts out on schedule and within cost targets. >>>

Made of MetalMetal injection molding (MIM) continues to be one of the hottest manufacturingprocesses, as measured by interest generated and use of the technology by cus-tomers in virtually every market. Knowing this, a telecommunications company driv-en to reduce costs found Phillips Plastics' MIM capabilities to be an economicalsolution for the manufacture of its network and telephone maintenance tools. Thetighter tolerance control provided by MIM technology allowed the elimination ofsecondary operations, which had been necessary when the customer was using theinvestment casting process to produce the same parts. >>>

Technology on WheelsTo design and create a DVD player for use in automobiles, a large consumer elec-tronics customer requested design and production assistance from Phillips Plastics.Phillips created prototype parts to allow the customer to prove-out the design andtest functionality before they committed to production tooling. During the pro-duction phase, Phillips was able to reduce the overall time it took to produce theparts by standardizing a number of components within the DVD player. The com-plete package, which is manufactured in both a high- and low-volume version ismolded, painted, laser etched, assembled, and delivered by Phillips directly to thecustomer. >>>

Designing for SuccessKnowing the value of early supplier involvement, a global leader of automobile sys-tems came to Phillips to design a private label remote keyless entry device. Phillips'design team generated preliminary sketches and concept ideas, created computerrenderings to demonstrate assembly methods, and developed prototype foammodels to show the size and ergonomics of the part. As a result, the design teamwas able to develop a visually unique product in terms of overall look, feel, and fin-ish as well as transfer the concepts into an optimum design for manufacture. >>>

For more information, go to http://rbi.ims.ca/3874-101




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Engineering plastics are pushing in more demanding automotiveapplications—among them are new under-the-hood and exteriorstructural applications

JOHN H. DAY

�Automotive plastics have come a longway from their early days in the car’sless-than-critical components. Andtoday, plastics routinely see use in vitalunderhood or structural applicationswhose mechanical or thermal require-ments would have called for a metalnot so long ago. Materials advancesover the years have helped propel plas-tics into this growing role.

And the materials available to aut-motive engineers just keep getting bet-ter and better. Based on modified ornew formulations, the latest automo-tive plastics have been optimized forparticular tasks or harsh environments,allowing them to reach into a variety ofnew applications that can take advan-tage of molded plastics’ well-knownability to consolidate parts as well asreduce costs.

OIL PANBASF Corporation (hhttp://rbi.ims.ca/3874-622), for example, is leveragingwork done by its parent company inGermany on an oil pan for heavytrucks. For the North American market,BASF is developing an oil pan module

that will integrate a windage tray andpickup tube. Advanced DevelopmentGroup Manager Scott Schlicker saysthe firm’s ultimate goal is to combineall oil systems functions into a singlemodule, “but that would require signif-icant changes in engine architecture.”

“We looked at converting a non-structural metal composite pan for a V-8 engine to a BASF Ultramid® nylonmodule,” Schlicker notes. He estimatesthat the cost saving from consolidatingthe windage tray, oil pick-up tube and

pan into one module at 15-20 percentand the weight reduction at 30-50 per-cent less than oil pans currentlyinstalled. “There will also be an addi-tional assembly savings captured at theengine plant, as well as reduced inven-tory/tracking costs at the OEM leveldue to the reduction in parts,” he adds.

Schlicker says the Ultramid nylonoil pan module will be sealed with apress-in-place gasket—a technology sim-ilar to that used in plastic air intakemanifolds. “The pan must be leak freeat temperatures of 140-150C with peaksto 170C for 5,000 hours,” he reports.Durability testing typically includesvibration, long-term heat aging, impacttesting and static load testing to with-stand the weight of the engine, withspecific requirements likely to varyfrom one OEM to another.

A European grade of nylon 66 wasused for the project in Germanybecause of the material’s long-termmechanical properties and its heatresistance. “In the North Americanmarket, we are looking at using a simi-lar grade, but one that is more widelyused here,” Schlicker says. “Our testing

SLICK COMBINATION: BASF engineershave been working to develop a nylon oil-pan module that integrates a windagetray and pickup tube, saving assemblycosts and weight.




indicates that it will perform well inthis application, and selecting amore widely used grade allows us toleverage our economies of scale.”

Meanwhile, inside the passen-ger compartment, Schlicker’s teamis exploring opportunities to replacemetal in second- and third-row seat-ing structures. “These seats are typi-cally are made of steel stampingsthat require additional pieces to bewelded to complete the assembly,”Schlicker explains. “The seats typi-cally fold, and because they move alot, extra bushings are required toeliminate squeak and rattle. Thesefeatures can be molded into theplastic seat pan.”

Schlicker says that in one appli-cation the total number of parts wasreduced from 39 to 18, whichresulted in a 50 percent weight reduc-tion—from approximately 10 lb to 5 lb.

“A plastic cushion pan offers addi-tional savings through inventory reduc-tion and ease of assembly,” he explains.“The assembly is easier because theinjection molding process results in asingle-molded pan instead of a multi-piece steel pan, and bushings are typi-cally eliminated. The assembly alsoimproves worker safety since there areno sharp edges, and the plastic seat panis more dimensionally consistentbecause it’s a one-piece pan.”

RUNNING BOARDSRunning boards may seem a bit prosa-ic. But according to Barry Kellar, aglobal market director for automotivecomponents with GE AdvancedMaterials—Plastics (http://rbi.ims.ca/3874-623), they have structural andcosmetic requirements that aren’t soeasy to meet. Take the running boardson the 2004 Dodge Durango, forexample. Made from GE’s Verton, along glass fiber-reinforced polypropy-

lene material originally developed byLNP Engineering Plastics Inc.(http://rbi.ims.ca/3874-624), the run-ning boards have to deflect less than100 mm against one 300-lb load or two500-lb loads.

The material also has to meet cos-metic goals. “In most glass-filled appli-cations, pieces of glass sporadically riseto the surface of a part, resulting in anon-uniform texture that has to bepainted,” says Kellar. “The process weuse for manufacturing Verton allowsthe glass constituents to be encased inthe resin, which gives us the smooth,consistent surface appearance thatautomakers want, and eliminates theneed for painting.”

Kellar adds that thematerial meets

OEM

weathering requirements related tocolor shift. “Our color componentmeets the accelerated test specifiedin SAEJ-1960, for <3.0 Delta Ecolor change and also meets extend-ed weathering requirements,” hesays. Potentially, the material canalso be used for roof luggage racksand to replace filled nylon. “Wehave the ability to do dark colorsother than black, which is a chal-lenge for nylon,” he says.

VALVE COVERSMinlon® EFE6053 BK413, a miner-al-reinforced nylon resin fromDuPont Engineering Polymers(http://rbi.ims.ca/3874-625), isbeing used in thermoplastic valvecovers for 2004 Chrysler Town &Country, Dodge Caravan and Grand

Caravan vehicles with 3.3 and 3.8l V-6engines. The valve covers are manufac-tured by Bruss Sealing Systems(http://rbi.ims.ca/3874-626).

The Minlon covers integrate anair/oil separator that reduces theamount of oil pulled into the engine,and a positive crankcase ventilation(PCV) valve housing that helps reduceevaporative emissions and ensures thatthe PCV system stays secure. Neitherthe separator nor the PCV valve hous-ing were feasible to integrate with themetal valve covers previously used,according to Michael Cuneo is respon-sible for managing the valve cover pro-gram for Bruss.

Cuneo says the integrated air/oilseparator more than doubled the sys-tem’s efficiency. “With less oil comingthrough the system, the catalytic con-verter doesn’t have to work as hard,”he says, “and Chrysler will eventuallybe able to reduce the size of the con-verter.” The thermoplastic design alsoeliminated the painting step requiredwhen a steel cover was used.


STEP ON IT:With the help of long-glass-fiberreinforcements, the polypropylene runningboard for the 2004 Dodge Durango meetsstringent deflection requirements.

Falling Dart Impact EnergyAt Room Temperature and -40oC

20

15

10

5

0

10.0

5.0

50%SG PP

VertonMFX

Imp

act

Ene

rgy

[J]

Imp

act

Ene

rgy

[Ft-

lb]

50%SG PP

VertonMFX

RoomTemp

RoomTemp -40 C -40 C

TOUGH GLASS: Verton, a long-glass-fiber reinforcedpolypropylene, retains much of its impact perform-ance as temperatures drop.







A D V E R T O R I A L • S O L V A Y A D V A N C E D P O L Y M E R S

PARTS CONSOLIDATIONOne of the biggest advantages of injection molding overother manufacturing techniques is its ability to produceextremely complex shapes. Two or more parts can bemolded as a single component having the same functionand features as a multi-component assembly. By eliminat-ing assembly operations, production costs can be signifi-cantly reduced.

LOWER COST PER PARTAs with stamped, cast or die-cast metal parts, there aretooling costs associated with injection molding plasticcomponents. Once initial tooling costs have been recov-ered, the cost to produce each injection-molded compo-nent is typically less than the cost to produce its metalcounterpart. This is because injection molding has fastercycle times and more parts can be manufactured permachine hour. Plus, tooling for plastics can last consider-ably longer than die-cast tooling because of the moreaggressive processing conditions required for metals.Complex geometries can be precision-molded to tight tol-erances, unlike die-cast metals that require post-machiningoperations.

SIMPLIFY ASSEMBLYPlastic components use a variety of assembly techniques toimprove efficiencies. Ultrasonic staking and welding arecommonly used to join plastic components, thereby elimi-nating the need and expense of fasteners. Injection-mold-ed components can also be designed with snap-fit featuresfor quick assembly, a common technique with plasticsbecause of the material’s inherent flexibility.

ELIMINATE SECONDARY OPERATIONS Cost can be further reduced by getting rid of expensive,time-consuming secondary operations. Plastics don’t rustor corrode like metals—eliminating the need for protectivecoatings. Because plastics can be precision-molded totight tolerances with exceptional reproducibility, no addi-tional machining is required. Plus, plastics can be pigment-ed before molding, thereby eliminating the need for sec-ondary painting operations.

IMPROVE PRODUCT PERFORMANCEAlthough cost reduction is often the driving force behind ametal-to-plastic conversion, there are often added benefitsthat improve overall product performance. These includereduced weight, increased product life, greater designoptions, better appearance and noise reduction. Here arejust a few examples:

Pipe fittings and manifolds: For more than 10 years, UDEL®

polysulfone has successfully replaced brass in pressurizedhot water plumbing systems. In addition to a lower finalpart cost, these components offer a longer service life thantheir metal counterparts because they will not corrode andare highly resistant to mineral build-up. Plus, UDEL® poly-sulfone eliminates the leaching of heavy metals—a com-mon downside of using brass components.

Sterilization cases and trays: RADEL® R polyphenylsulfoneis an incredibly strong plastic that is virtually unaffected bythousands of autoclave cycles. Customized designs—whichare cost-prohibitive for stainless steel—provide a perfect fitfor expensive surgical equipment, offering better protec-tion during transport and easier access during surgery.These durable, lightweight trays are easy to handle and canbe further customized by choice of color, silk screening, andpermanent laser etching.

Clutch cylinders: The exceptional strength and stiffness ofIXEF® PA MXD6 make this material particularly appealingfor replacing die-cast metals in applications exposed tohigh load and high stress. In addition to lighter weight,fewer parts and lower cost, clutch cylinders and otherapplications with moving parts can benefit from the mate-rial's exceptional surface finish by creating smooth, quiet,and efficient operations.

Motor end caps: By replacing die-cast aluminum withAMODEL® polyphthalamide (PPA) in ABS motor end caps,multiple components were consolidated into a single insertmolded part—eliminating five secondary operations. Thisreduced cost by 25 percent and weight by 35 percent. Thematerial’s excellent resistance to road salts and aggressiveautomotive fluids at under-the-hood temperatures helpedincrease the product's service life.

For more information, go to http://rbi.ims.ca/3874-103

High-Performance Plastics – BetterPerformance at Lower Cost

Demanding applications in industries such as aerospace, automotive,plumbing, and healthcare have traditionally relied on metals like titani-um, aluminum, and steel, as well as alloys made using zinc, copper, andmagnesium. Today’s high-performance plastics offer lower-cost alterna-tives to these metals and improve product performance.

COMPARED TO METALS, INJECTION-MOLDED PLASTICS CANREDUCE COST IN AT LEAST FOUR WAYS:

AMODEL® PPA replaced die-cast aluminum in this ABS motor end cap,reducing cost by 25 percent andimproving resistance to road salts andaggressive automotive fluids.



What are the major materials issues confronting design engi-neers nowadays? One key issue is accounting for the effects on material of theforming process. For example, short glass fiber reinforcement

increases the stiffness of plastic andwhen you mold the material, the finalorientation of the glass fibers determinesthe properties. With flow analysis, wecan predict the final orientation andthen calculate the modulus in differentdirections. This information can then beused for structural analysis.

Isn’t the data from the materials sup-plier sufficient? Information the supplier provides isbased on tensile, or dog bone, samples.The flow is from one end to the other.The material is highly aligned in that

region. But when you actually mold the material, you won’t getthat specific orientation. Your modulus values may be way off.

What about shrinkage? That’s another area of concern. All polymers shrink, and suppli-ers quote shrinkage values. But when you mold, the materialmay encounter different conditions, so the supplier’s data maynot be helpful. We create models to determine those shrinkages.

Do you think there are gaps in engineering curriculums whenit comes to materials? Though there are exceptions, such as the University of Lowelland Penn State, most engineering schools don’t include much

on plastics in mechanical engineering courses. Some professorssay they would rather provide students a broad education andlet them learn about plastics later. Generally, all of us are morefamiliar with metals. Engineers are still learning how to use plas-tics. And there is a lot to learn. Plastics are no longer perceivedas cheap. There are great designs done today with plastics. Butthey require forethought. Often, engineers try to replace a metalpart with a plastic part, but that kind of straight swap isn’talways possible.

What are some of the trends in design with plastics? In the U. S. today, we are seeing an increase in the use of insertsand overmolding. It’s not just a plastic part anymore. Today,there are clip fits with integral metal attachment points whereyou can insert a screw or bolt. These attachments are placed inthe mold and become part of the molded part. There is a trendto overmold various materials. Look at power tools, razors andeven toothbrushes. It is common to see a structural materialovermolded with an elastomer to improve grip and appearance.There’s also a separate trend toward thinner molding, and thattrend is fueled by the need to lower weight and minimize mate-rials costs.

How does software help engineers specify materials? Software lets engineers discover the effect of processing onshrinkage, warpage and mechanical properties. It is essential touse the best possible material data. We have two labs to providethe data. We measure material under similar conditions to whatit will experience in production, and that’s a new concept. In thepast, testing of materials had been done for quality assurance, soas to determine batch to batch variation. But we try to mimicthe manufacturing process when characterizing the material.


��

Forming Processes Affect Materials

There are great

designs today

with plastics,

but they require

forethought.

PETER KENNEDYChief Technology OfficerMoldflow Inc.

WHAT IF your ideas could stickto almost anything?

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We’re helping your "what ifs" become "what’s next." So stick to the idea

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Some of our competitors in the steel industry say they’ve just invented high strength steel, but our customersknow that’s a lot of “hot air”. After our 44 years of productinnovation and experience, the leadership position in the

high strength steel category is safely with Ispat Inland.

For years, OEMs and Tier 1 automotive manufacturers have routinely specified our Ultra High Strength Steels (UHSS) and

Advanced High Strength Steels (AHSS). It’s no wonder they trust our products — they’ve been working with us for decades to improve

everything from fabricating techniques to manufacturability.

Ispat Inland will continue to be the leading supplier of the broadest steel product line in North America because our customers know “the new kids

on the block” just don’t add up to 44 years of expertise.

Ispat Inland Inc. is a member of The LNM Group, the second largest steel producer in the world. Global company. Global resources. All combined to focus on customer success.

For more information please call High Strength Steels Marketing at 1-800-422-9422.Or for detailed information on our family of UHSS products, visit our website athttp://automotive.ispat.com.

1-800-422-9422www.ispat.com Enter 105 at www.des ignnews.com/ info



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