Plastics News K Show Daily - October 16, 2013 - (Page 9)
PLASTICS NEWS, October 16, 2013
•9
SHOW DAILY
By Rhoda Miel
PLASTICS NEWS STAFF
Before a lighter car hits the
road, automakers have to believe
it is possible to make a safe, reliable car with lighter parts.
For the plastics industry, that
means going beyond a sales
meeting and into the design studio and even beyond the studio
into the engineering software
used to develop new cars long before the rubber meets the road.
“We need to be able to help our
customers with their computer
modeling,” said Lewis Manring,
global technology vice president
for DuPont Performance Polymers
and Automotive technologies.
Automakers have long used
computer modeling to do virtual
tests on parts and are comfortable with those results, but by
and large the auto industry is
made up of mechanical engineers
familiar with predictive studies
on metal, not the stresses of a
long-glass-fiber-reinforced composite or a carbon-fiber part.
Crash tests designed for metal
body parts do not translate well
to composites, while impact studies for composites used in other
industries, like aeronautics, do
not use the same statistics — for
example, an off-set low speed collision, as the auto industry. Suppliers need to develop reliable
tests specifically for automakers
that automakers will trust.
So, to help DuPont Co. and its
partner ElringKlinger AG land a
contract for the oil pan on a commercial truck, Manring said, the
company developed a computer
model predicting how the pan
would withstand a standard impact test for an oil pan when it
was hit by a small pellet. Then
the suppliers also did the physical test for the part with DuPont’s
Zytel polyamide.
The customer was able to observe the computer prediction
and the actual test side-by-side —
and saw that they matched. Confident that they could trust the
model during continued development, the company signed on for
the material switch.
“Work on modeling will help us
with development,” Manring said
in a pre-K webcast.
Software is one small piece of
the big picture that DuPont (Hall
6/C43) and other companies are
undertaking to stake a claim for
more business in the global auto
industry.
In North America, new U.S. fuel
economy standards are prompting carmakers to shift to lighter
parts, while stricter carbon-dioxide emission rules in Europe are
also opening new opportunities.
However, plastics firms must
look beyond merely stepping into
the same role that aluminum or
steel has played.
“There’s work we can do now
that will take us through the next
five or 10 years with existing technologies, but we’re looking at 2020
and 2028 and beyond and where
we can take it even further,” said
Mike Day, automotive development director for North America
at DuPont Performance Polymers
“We need new materials and new
DuPont Co. photo
DuPont looks to computer modeling in R&D
A Hytrel TPE single-part jounce
bumper, bottom, integrates four
different parts of the original,
polyurethane version, top.
applications — more than just a
substitution type of philosophy.”
Oil pans are an expected
growth area for plastics, but following quickly behind that are
parts for transmissions and integrated charge air coolers for turbocharged engines.
The earlier plastics suppliers
begin working on future parts,
the better, Day said. Those companies can begin to influence fu-
ture business by showing potential beyond what the automaker
might have originally considered.
Ford Motor Co. was originally
seeking a way to improve an engine’s sound performance using
turbo boosting technology Ford
calls EcoBoost. The solution combined an injection molded resonator, inserted inside a blow
molded duct using technology
first created for fuel tanks.
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Plastics News K Show Daily - October 16, 2013
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