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Chapter One APPLICATIONS The April 1989 issue ofPlastics Technologymagazine reports that MOBIK has developed a high speed method for making advanced composite preforms for use in structural automotive components. The preforms are made from woven glass fabric and polyetherimide (PEI) thermoplastic. The method enables vacuum forming of 3 by 3 foot preforms in less than 30 seconds at about 20 psi. The method involves high speed fiber placement while the sheet is being thermoformed. MOBIK plans to produce prototype automotive preforms at a pilot plant scheduled to open this fall. Initial applications will also include preforms for aircraft interior cabins. Ford An example of new automotive structural applications for thermoset composites is Ford’s crossmember pilot test program. The particular crossmember being studied supports 150 pounds of transmission weight and passes directly over the exhaust system, producing service temperatures in the 300 F to 400 F range. The prototype part was developed using 3 layers of braided triaxial E-glass with polyurethane resin over a polyurethane foam core. A slag wool pressboard with aluminum sheathing was molded into the part in the area of high heat exposure. The composite part ended up weighing 43% less than the steel part it replaced and had the added benefit of reducing noise, vibration and ride harshness (NVH). Although material costs are 85% higher, the 90 second overall cycle time achieved through process development should reduce costs with production rates of 250,000/year. [1-43] Composite driveshafts are also being used in the automotive industry. During the 1985 Society of Plastics Industries (SPI) exhibit, Ford Motor Company won the transportation category with a graphite composite driveshaft for the 1985 Econoline van. The driveshaft was constructed of 20% carbon fiber and 40% E-glass fiber in a vinyl ester resin system. The shaft is totally corrosion resistant and weighs 61% less than the steel shaft it replaces. [1-40] Merlin Technologies and Celanese Corporation developed carbon/fiberglass composite driveshafts that, in addition to weight savings, offer reduced complexity, warranty savings, lower maintenance, cost savings, and noise and vibration reduction as compared to their metal counterparts. [1-24] Another structural composite developmental program, initiated in 1981 by Ford Motor Company, focused on designing a composite rear floor pan for a Ford Escort model. Finite element models predicted that the composite part would not be as stiff but its strength would be double that of the identical steel part. The composite floor pan was made using fiberglass/vinyl ester sheet (SMC) and directionally reinforced sheet (XMC) molding compounds. Stock Escort components were used as fasteners. Ten steel components were consolidated into one composite molding, and a weight savings of 15% was achieved. A variety of static and dynamic material property tests were performed on the prototype, and all the specimens performed as had been predicted by the models. The structural integrity of the part was demonstrated, hence the feasibility of molding a large structural part using selective continuous reinforcements was shown. [1-45] A sheet molding compound (SMC) material is used to make the tailgate of the Ford Bronco II and is also used in heavy truck cabs. [1-40] Ford utilizes a blow molded TPE air duct on its Escort automobiles. The front and rear bumper panels of Hyundai’s Sonata are made from engineered blow molding (EBM). [1-46] 42PDF Image | Marine Componsites
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