Term Paper b61 Mechanics

8/8/2019 Term Paper b61 Mechanics

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ENGINEERING MECHANICS

TERM PAPERONPOLYMERS INAUTOMOBILE INDUSTRY

SUBMITTED BY: Sohail Maqbool

SUBMITTED TO: Preet Kaur

SECTION: G5001

ROLL NO: B-61

REGD NO: 11003601

AKNOWLEDGEMENT


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1. Abstract

2. Introduction

3. Uses of Polymers in Automobiles

3.1 Fuel Tanks

3.2 Exteriors

3.3 Interiors

3.4 Polymers in main Enginemanifolds and Power Trains

4. Conclusion

5. Reference Cited

Polymers In Automobile Industry

1. Abstract:

Over time, automobiles have changed dramatically from their first inception. The focus of this

report was on the replacement of traditional metal parts with plastic parts. The reason for this change

can be attributed to the gas shortage of the 70s. Engineers knew that a lighter weight car was needed

to gain more miles per gallon of gas. The bumper, for example, is a part that has achieved weight

reduction of 2.5 pounds while eliminating 13 metal parts. Another example would be the engine

manifold where 5 pounds are now saved as well as increasing the horsepower by 33% 8. There are

many parts that have made the change but this paper will focus only on the fuel tank, engine andinterior/exterior of the automobile. In some cases plastic has become more prevalent than metal.


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Plastic frees engineers from the design constraints imposed by metal. There are environment benefits

from the more fuel-efficient vehicle, due to plastics lighter weight. However, there are no cars made

completely of plastic so metal has its own advantages. Therefore the sections to follow will discuss

each materials characteristics in manufacturing application, and how industry and consumer both

benefit.

2. Introduction:Through history, cars were typically made completely from steel. However, over time, cars

have evolved into a composite of materials. The reason for this evolution can be blamed on the

increase in the price of oil during the decade of the 70s. Society looked for a more efficient car in

terms of mileage per gallon of gas. Engineers looked toward plastic due to its lightweight. Plastic

provides an average weight savings of 400 pounds. With 15 million cars manufactured each year, this

translates to energy savings of 5.25 million gallons of gas per year and 10.5 billion pounds less carbon

dioxide in the air8. The question then arose Why not make a car completely out of plastic? The

answer is an easy one, to expensive. Therefore a compromise had to be made depending on the

different characteristics of the materials. This leads to the fact that the automobile is now a compositeof materials. Better gas mileage helps us manage our natural resources such as gasoline, while

reducing emissions released into the atmosphere. Some areas where the use of plastics has become

more proficient are exterior/interior, electrical, fuel, engine, chassis and power train. The first known

use of plastic in an automobile, aside from tires, was the bumper. Nowadays the majority of plastic

bumpers are made of thermoplastic olefins, polyesters, polypropylene or blends of these compounds

with glass fibers to increase strength.

3. Uses of Polymers in an Automobile:

3.1 Fuel Tank:

As changes in weight and cost savings drive the performance criteria for automotive materials,

equipment manufacturers are taking a hard look at the historically terne-coated steel used for gas

tanks5. Thus, we will compare steel and plastic for gas tank uses according to competitive analysis and

performance attributes. Throughout history, terne-coated steel has been used for automotive gas tanks.

However, several issues must be met regarding the changing performance criteria. This exploration

proves to be a threat to the application of steel products. Many characteristics can be taken into

account for the material change such as permeability, weight, packaging, safety, and cost. Even

though the use of plastic fuel tanks has increased in the marketplace, a comparative analysis of the

various plastic and steel alternatives indicates that steel remains a cost-effective material that meets all

of the required performance criteria5

.

3.1.1 Plastic Fuel Tanks

Plastic fuel tanks are made from high density polyethylene(HDPE), a strong, lightweight

material which has allowed manufacturers to substantially lower the net weight of the automobile.

Since the mid-1980s, automakers have been displacing coated-steel fuel tanks with plastic ones.

During the early 1990s, approximately 2.7-3 million cars and trucks built in North America used

nonmetallic tanks. At this time it represented 22-25% of the market, compared to 16% in the late

1980s. Experts dealing with automotive designs predict plastic tanks will capture 60% of the North

American market by the end of 2001. This can be considered as a worst-case scenario for the steel

industry if it fails to provide a cost-effective steel alternative that meets all of the performance criteria.


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3.1.2 Performance Attributes

3.1.2.a Manufacturability

Terne-plate holds a materials cost advantage over high-density polyethylene. The cost of the

material is not the only driving force. Consideration must also include the cost of the tank and itsreliability within the fuel system of the vehicle. This system is composed of the tank, filler tube, and

level control to name a few. All of these components must function properly as any unforeseen

corrosion can easily contaminate the fuel delivery system and cause costly repairs. Metal tanks cost

structure indicate a lower cost per piece versus plastic ones.

3.1.2.b Design Features

Plastic tanks have the ability to meet packaging constraints with complex shapes, and design

engineers have greater flexibility in the car design and styling without having to worry about fitting the

gas tank. The average gas tank for a compact automobile can boast weight savings of up to 30%

versus a similar steel tank. However, the weight advantage of plastics has diminished due to new

permeability requirements.

3.1.2.c Safety

One critical part of the performance criteria of the tank is its ability to meet crash requirements.

Generally, plastic tanks are considered safer in crashes because they are seamless and, thus, not prone

to failures in the seam areas. Also, plastic tanks deform and have some ability to rebound back to

shape. When steel tanks absorb energy and deform, the pressure within the tank is inversely related to

the volume. As the pressure in the tank increases the volume decreases. This makes them vulnerable

at welded or clamped areas where failure can potentially occur. At the same time, the tank must

withstand extreme in-tank temperatures in North America. The high point (79C) temperature exceeds

the boiling point of the alcohol fuels while the extreme cold introduces potential cracking problems12.

Plastic, with its insulating properties, slows heat transfer to the fuel when compared to a steel tank.

Also, plastics cannot be considered a source for sparks12. In the case of an under-car fire, plastic tanks

will hold back the rise in fuel temperature. However, this is not a permanent solution as the tank will

soften, sag, and eventually release the fuel. A steel tank does not sag in a fire; however, the fuel

temperature may rise rapidly, perhaps resulting in over pressurization and release of fuel through a

mechanical fitting.

3.1.2.d Corrosion

Corrosion is a well-known concern on both the inside and outside surfaces of tanks. The

outside surfaces and supporting structure are exposed to road chemicals, salt, mud, and gravel. Thecorrosion issue is critical with zinc-coated products that replace terne-coated plates because of their

nature, which puts an even higher demand on the barrier film for both the inside and outside surfaces.

In contrast, the HDPE gas tanks are inert to the corrosive environments inside and outside the tank.

3.1.2.e Recyclability

This is the hardest obstacle to overcome for a plastic part. Despite progress in recycling, the

propagation of plastics in automotive applications faces some problems, such as5:

1) 1) The absence of a plastics recycling infrastructure.

2) 2) A typical passenger cars steel and iron parts are recoverable.

3) 3) The molding process for plastic fuel tanks. This process results in 35% of plasticmaterial ending as waste.


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4) 4) The lack of technology that dismantlers can use to quickly collect various plastics.

5) 5) Cost. Recycled plastics are not cost competitive with newer plastics.

As a result, automotive-design engineers must not only meet customer, design, styling, cost, weight,

and regulatory needs but also environmental criteria. All material suppliers must show that their

product is not only lighter and cost effective but also recyclable.

3.1.3 Tank Materials and Manufacturers

3.1.3.a Manufacturers

Chrysler made the decision to outsource plastic tanks and they remain committed to this

decision. The listed advantages of plastic, according to Chrysler, are lack of corrosion, easier

packaging and lower weight.

Ford called for a switch in 1997 to zinc-nickel-coated steel from terne-coated steel tanks in all

models. In some models they will also switch from plastic to zinc-coated tanks. However, they will

continue to use plastic tanks in certain models.

General Motors at this time has an ongoing corrosion test program to see if Plastic would be

better than metal in fuel tanks5.

3.1.3.b Competitive Analysis

There are two aspects to compare between steel and plastic fuel tanks; production volume and

the ability to recycle the material. Plastic is much cheaper when it comes to production volume while

steel is cheaper to recycle. The difference in these characteristics will be the driving influence in

plastic versus metal fuel tanks.

3.2 Exterior

For the last several years there has been enormous expansion in the awareness and attempt inthe development of innovative polymers for automotive body exteriors. The challenge, which

confronts the automotive car companies of today, focuses around cost reduction, improved durability

and quality while concurrently providing a vehicle, which is pleasurable to drive and stylishly in

appearance.

Technologies for automobile exteriors comprise an extensive continuum. Thermoplastic

polymers, alloys and Reaction Injection Molded (RIM) thermosets are primary candidates for vertical

panels. Thermoset and thermoplastic composites vie for horizontal components and uni-body verticals

that carry structural loads. Applicants for composite fabrication technology includes SMC

compression molding, Structural RIM for thermosets, and high-pressure flow molding or stamping for

thermoplastics. Last but not least, coating systems establish a sizeable portion of assembly plants andvehicular costs; nonetheless contribute significantly to style and appearance.

The sections that follow concentrate on both, elementary and marketable issues of materials

implementation, and processing, therefore, all overall industrial progress in the technologies listed

above.

Plastic body panels have been considered cost acceptable with that of steel parts. The fairly

low tooling cost of plastics compared to steel offsets the elevated material cost of plastic. This is only

true in lower volume applications. One advantage for using plastics in exterior body panels is its low

capital investment for plastic tooling changes in comparison to steel. Exterior plastic panels may be

changed frequently to alter and update vehicle styling, while a homogeneous vehicle stage is employedto minimize production fee. Changes in materials and vehicle subsystem technologies and source


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represent the greatest cost reduction opportunities for U.S. automakers. Materials and subassemblies

currently account for over 50 percent of total vehicle cost and further affect assembly costs that

represent another 30 percent of production cost.

Steel does have performance deficiencies. U.S. produced steel has suffered from wavering

value that has resulted in inadequate vehicle fit and finish and the need for over designed, and moreexpensive tools. Further, poor corrosion resistance has increased life cycle costs for automobiles. On

the other hand, companies are helping to improve consistency in sheet production and the use of

electrogalvanization and surface treatment technologies are improving steels corrosion resistance.

SMC can withstand exposure in paint ovens designed for steel and have begun to meet one-

minute cycle targets, which match vehicle build rates, due to technology development on the part of

the SMC fabrication community.

Reaction injection molded polyurethane-type systems and injection-molded thermoplastics

have had smaller quantity of industrial applications, but offer the potential for damage resistance in

low-impact collision.

3.2.1 Thermoplastic Composites:

Techno polymers are a combination of GE Plastics own proficiency in resin technology, and

PPGs venerable work with fiberglass and composite technology. Thus, after the combination of these

two technologies, a high-strength industrial thermoplastic composite is produced. Thermoplastic

composites represent two extremes. One, the high-end consist of exotic polymer matrices with

specialized reinforcement systems, usually found in the aerospace industry. The second is sheet-

molding compounds, used mainly in industrial applications. The advantages of using thermoplastic as

opposed to thermoset-based composites are as followed4:

1) 1) No hand cutting/weighing

2) 2) No controlled storage

3) 3) No hot molds

4) 4) Thermoplastic recyclability

5) 5) Greater than 50% reduction in cycle time

6) 6) Minimal deflashing

7) 7) No post-mold curing step

Not only do thermoplastics enjoy a high modulus, they additionally have exceptional collision

resistance. Currently this knowledge is used in a multiplicity of applications. The present day

consumer desires a safer and more fuel-efficient automobile, thus the automotive industry demands

lighter, stronger materials in which to make automobiles. Application of this technology includes

structural roofs whose load bearing eliminates the roof rack, subsequently the creation of anaerodynamic storage compartment. Second application, is for the integrated lighting housings and

locking platforms for the hood or tailgate. Third application, totally integrated dashboard platforms

that incorporate knee-bar support beams, steering column and pedal support, and heating and

ventilation housing. A final application, are for back panels of truck cabs.

The potential advantage of a composite consisting of chopped nature of glass, approximately

60-70%, the glass will flow more effectively and fill bosses and ribs 7. His technology is applied in the

development of a thermoplastic composite for horizontal automotive panels.

Saturn trail blazed the use of thermoplastic systems in body panels with the introduction of the

industrys foremost quality, high production thermoplastic door panel a decade ago. Daimler/Chrysler

also has a firm dedication to designing and building plastic-bodied cars. The use of thermoplasticssaves 20 to 50 percent in net weight and 50 to 70 percent in production time.


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Developing new material technologies continues to make thermoplastic systems trendy and

profitable. Molded in color panels, are extremely attractive quality, because of an effective

elimination of manufacturing time and cost.

Thermoplastic polyesters are one of the most recycled materials in the world. This provides

numerous advantages, both promoting recycled product to the consumer and the savings that resultfrom in-company recycling of needless material.

Still, most plastic-based body panels rely on sheet molding compounds (SMC), a thermo set

polyester sheet. Manufactures find production costs for SMC based panels are, for the most part,

lesser than production cost for steel and aluminum.

RIM is being used in production of automobile bumpers and fascias as well as body panels.

RIM technology is lighter than SMC, with slight compromises in structural rigidity.

Transparent polycarbonate plastics have revolutionized lighting systems, for automobiles.

These plastics are designed to resist high temperatures, are also durable, and can be molded into almostany desired shape. Thus, glass headlight lenses on automobiles have been, for the most part, replaced

by this improved technology. In the future, both head and tail light systems will integrate this plastic

light emitting diode brake-light systems1. Whereby an effortlessly reachable, single light source is

used to provide exterior lighting for the automobile by means of acrylic fiber-optic wires. This

amalgamation will eradicate the requirement for high-heat resistant plastics in automobile lighting

systems.

Nylons, polystyrene, polycarbonates, polypropylene, polyesters, and urethanes are the most

commonly used plastics for the visual components and trim of the automobile.

Using plastic instead of metal in the manufacturing of wheel covers, and then coating the plastic with a

metallic like polish, manufactures will spend a fraction of the cost, compared to real metal production,

while making the plastic appear like metal alloy.

Plastics represent one of the greatest challenges for coating manufactures. Plastic substrates

are unique in that they represent a multiplicity of surfaces each with its own adhesion characteristics

and physical properties. One characteristic property being the rigid thermoplastics, for example,

nylon, polycarbonate, and polyester, blends. The second characteristic is, thermoplastic elastomers,

urethane, styrenic, and polyolefin. The final plastic physical characteristic is, thermosets, such as,

polyester (SMC) and urethane (RIM). The cost for painting during assembly can account for up 45%

of the total cost of a new assembly plant4.

Plastic automobiles create a number of solutions to the problem of surface appearance. The first beingan in-mold coating system, which first primes the surface of the SMC part, and second adds different

pigments while the part is still in the process of molding. An alternate solution is integral coloring,

which is how most plastics are presently colored. This process is used primarily for sport utility

vehicles, where surface appearance is not a top priority. Traditional surface coating techniques such

as, spraying, dipping, or vapor permeation curing, are available by companies familiar in painting

plastics.

In conclusion, incentives for the application of plastics for the exterior use of automobiles are a

decrease in weight, thus improving fuel efficiency. Secondly, plastics are corrosion resistance. Just

look at the bodywork of a steel or aluminum automobile that is driven in an area where the residents

heavily salt their roads. Then, compare the metal body automobile with a plastic body vehicle. The

choice is obvious, plastic is superior for cold climate regions. Thirdly, lower cost due to shorter runs,better styling latitude, parts consolidation. Finally, the ability of plastic automobiles to first deforms


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and then recovers its original form11. Minor dents will not require extensive and expensive time and

money for repairs.

3.3 Interior

Consumers demand an automobile that is not only comfortable but also, noiseless, which hasaesthetic appeal and ergonomic arrangement. Plastic is pertinent towards all these concerns.

Urethane foam is the most frequent plastic for upholstery cushioning. Urethanes ability to be

recycled, as well as, its ability to fulfill design and economic requirements makes it the material of

choice. In recent years manufactures have been inserting carbon dioxide into the foam cushioning,

subsequently saving the quantity of urethane used in cushion production. This process is done without

sacrificing comfort, noise control, and vibration prevention. Urethane foams are also used in the

production of armrests, headrests, headliners and cushioned instrument panels. To restate, urethane

foams are cost-effective and can be recycled to make carpeting for automobiles.

Instrument panels, traditionally, were made from several unique components that required

painting and, which were held together by steel supporting beam that were positioned behind the

instrument panel. Due to todays plastics, instrument panels now consist of acrylonitrile-butadiene-

styrene (ABS), ABS/poycarbonate alloys, poycarbonates, poypropylene, modified polyphenylene ether

(PPE), and styrene maleic anhydride resins8. These technologies allow for the production of design

items such as: air bag lodging, center stacks, for instrument panels, and integrated instrument panel

items. Plastics eliminate the requirement for steel beam supports; therefore manufactures dramatically

cut cost for the instrument panel production while reducing the automobiles net weight. Intact

integrated single-piece units can be produced from all urethane and all polypropylene resins. The

single-piece unit outcome is a seamless instrument panel, which will greatly reduce noise, vibration,

and harshness levels. Plastic single-piece units can be molded in particular color, resulting in adramatic cut in time of production and cost of painting.

Steering wheels are made from either molded, pigmented, vinyl resins, or from RIM pigmented

urethane when a pliable material is necessary4. The use of coils and magnets in modern steering

columns require an injected material that separates magnetic areas off from the other sections, while

ensuring limited interference with the magnetic fields.

Modern heating, cooling conditioning air vents and control consoles provide temperature

adjustment to the front and rear passenger seats. The consoles are typically produced from ABS

resins, poylpropylene, and SMA resins1. Blow-molded and injection molded polypropylene is used in

the manufacturing of air vents, which feed the out-let consoles.

Again, like for the exterior, plastics can improve the automobile by reducing its net weight, and

increasing noise, vibration, harshness control, while improving overall comfort. This is all

accomplished while slashing manufacturing expenditures, thus lowering the price tag for the

automobile. Also products such as dual climate control consoles would not exist without plastic

technology application.

3.4 Polymers in Car Engine Manifolds and Power Trains:


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The last 5 years have seen, a major shift in the materials used in manifold manufacture. This

small period of time has seen over 80% of new cars switch from traditional aluminum manifolds to

more revolutionary nylon composites. So far, the transition has been a complete success, indicating

that future innovations are just around the corner.

The manifold of a car is responsible for providing air to the engine. The air is necessary forcombustion of the gasoline to take place. Although this sounds simplistic and trivial the lifespan an

efficiency of a cars engine depend on the quality of the air provided to it. Dust and foreign particles

in the air intake, can harm moving engine parts, or hamper combustion. The air intake counters this

threat by filtering the in taken air. The manifold also has to allow air to enter the engine at a high

density if possible (4-83m

kg

)2. Since warm air will be of a lower density then colder air, ideal gas law

~ T

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, it is important to shield the incoming air from engine heat.

Most cars now are equipped with Air Intake manifolds made of high quality nylon 6, or nylon66 resins, under various trade names. Currently the primary producers of these materials for power-

train molding are BASF, Dow Chemical, and DuPont Chemical. Their chemicals are UltramidTm for

BASF, DuPonts ZytelTm, and Dows QuestraTm. These are similar compounds of a nylon 6 resin, with

33-35% glass reinforcement Manifolds using these composites are molded using injection molding

systems, to form the complex single piece engine air-intake pieces necessary to boost engine

performance. Injection molding takes advantage of the ability of plastics to take a complex single-

piece shape. This is where a large portion of the savings over traditional aluminum intakes is realized.

Aluminum manifolds require costly milling, and post production work to make them as efficient as a

single piece nylon system.

This knowledge allows a listing of desirable properties in the chosen polymer. The polymermust be able to resist the heat in the environment it will be located in. The area around a car engine is

hot, and the nylon composites have melting points ranging from 220-300 oC. In order to maintain the

manifold it is also important that it is resistant to corrosion by car fuel, and battery acid vapors which

would threaten to eat through engine pieces. Water absorption is a concern with nylon 6, which is why

nylon 6,6 is often used instead, since it has a lower concentration of water absorbing amide-group

concentrations along the polymer backbone. When nylons absorb too much water they lose tensile

strength and become more flexible due to the fact that the water acts like a plasticizer. This is not

desirable since the manifold of an engine is a carefully designed precision piece. Another concern is

the tensile modulus of the polymer, for those commonly used in engine manifolds they range from

11000 12500 MPa. Also desirable but less important is a high electrical resistance. There are many

electrical systems under the hood of a car, and the nylon 6, and nylon 6,6 resins have resistances of

approximately 1*10^13 ohms.

These requirements lead to resins from DuPont and BASF being used by such industry leading

companies as Ford Motors, and Dodge Motor Car. Representative of DuPonts offerings is its Zytel

HTN 51G35HSLR BK420, a high quality Nylon 6,6 with 35% glass reinforcement 2. Additives to

Zytel HTN 51G allow for additional heat stabilization and lubrication, and additional resistance to

hydrolysis. Zytel HTN 51G35 also has very small mold shrinkage of 0.2%, and a high density of 1.47

g/cm3. BASF offers compounds like its Ultramid B3WG7 a 35% glass reinforced nylon 6 resin.

Ultramid has a slightly lower melting temperature, but benefits from having a lower mold temperature


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(80-90oC verses 150oC), as well as roughly half the drying time. These factors allow for quicker and

cheaper production costs3.

Radical advances using these compounds only hint at what top chemical companies are

conducting research on at the moment. As the properties of thermoset plastics continue to improve can

an engine made entirely of polymers be more then 10 years away? The drive to increase efficiency by

reducing weight, and decreasing metal requirements in automotive construction will ultimately answerthe question.

4. Conclusion:

From bumpers to fuel tanks, lightweight plastic gives cars better gas mileage and allows

engineers more freedom in their designs. Traditionally, metal alloys were used in manufacturing

automobile components, however, plastic has several advantages that allows it to outperform metal.

Plastic offers a variety of practical, cost effective alternatives as well as advantages over traditional

automotive production materials. There are many characteristics in which plastic parts are superior to

steel, and this paper has touched on a few of these areas. The 4 major characteristics can be

summarized as follows3:

1) Weight Because plastic can weigh 6 to 8 times less than certain metal parts, using it to

reduce the weight of the car helped to make it more fuel efficient.

2) Easier to Produce Plastic is generally more expensive but easier to mold and produce/re-

fabricate.

3) Design Flexibility Allows engineers to have greater freedom in styling, building and

placing components.

4) Parts Consolidation - One plastic part usually replaces the function of several metal pieces.

Competitive Materials

Analysis for Gas Tanks

Advantage Disadvantage

Steel:

Terne-Coated Steel 1) 1) Low Cost at highvolumes

2) 2) recyclable

1) 1) Shape flexibility2) 2) Ineffective corrosion

protection

Electrocoated Zn-Ni 1) 1) Low cost at highvolumes

2) 2) Recyclable3) 3) Effective against

corrosion

4) 4) Permeability

1) 1) Weldability2) 2) Shape flexibility

Hot-Dipped Tin 1) 1) Low cost at highvolumes

2) 2) Recyclable3) 3) Effective against

corrosion

4) 4) Permeability5) 5) Weldability

1) 1) Shape Flexibility

Stainless Steel 1) 1) Corrosion2) 2) Recyclable3) 3) Permeability

1) 1) Cost at all volumes2) 2) Formability/Jointability

Plastics:

HDPE 1) 1) Shape flexibility2) 2) Low tooling costs atlow volumes

1) 1) High tooling costs at highvolumes2) 2) High material cost


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3) 3) Weight4) 4) Corrosion resistance

3) 3) Permeability4) 4) Recyclability

Multilayer and Barrier

HDPE1) 1) Shape flexibility2) 2) Weight3) 3) Corrosion resistance

4) 4) Permeability

1) 1) Higher material cost2) 2) Harder to recycle

The major disadvantage of a plastic is Recycling. Recycling has now become a mainstay in society

due to tighter environmental measures. New processes enable manufacturers to reuse scrap plastic and

recycle used plastic cost-effectively. In a sense, this paper has been a discussion of how plastic is

better than metal.

5. REFRENCE CITED

1. www.aiag.org

2. www.Dupont.com

3. www.plastcs-car.com

4. Schmeal & Purcell,New Polymer Technology For Auto Body Exteriors, 260 volume 84, 1988,

AICHE, New York, New York, 1988

5. www.tms.org /journals
http://www.aiag.org/http://www.dupont.com/http://www.plastcs-car.com/http://www.tms.org/http://www.dupont.com/http://www.plastcs-car.com/http://www.tms.org/http://www.aiag.org/

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