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Chapter One APPLICATIONS GM 200 APV minivan are plastic. The minivan has polyurea fenders and SMC skin for roofs, hoods and door panels. BMW also uses plastic exterior panels on its Z1 model. [1-51] Chrysler Chrysler undertook the Viper project in 1989 after the enthusiastic reaction to the concept car presented at the Automobile Show. With an extremely limited budget, steel body panels were out of the question. RTM panels were a likely choice, but required finishes coupled with thin sections were not being achieved at the time. Epoxy tools were produced to allow for mold modification in the first run of 300 cars. Initial RTM development concentrated on materials, which led to a resin that produced a Class A finish with zero shrinkage; 28% to 30% glass (mat and veils); and a gelcoat finish. For the higher production rates that ensued later in the project, SMC methods were used for body panels. For large parts, like the hood assembly, post curing at 250 F for one hour ensures mechanical property and dimensional stability. Highly stressed components, such as the transmission tunnel, are built with carbon and epoxy. [1-52] In a joint program initiated in 1984 between the Shell Development Company, Houston, TX and the Chrysler Corporation, a composite version of the steel front crossmember for Chrysler’s T-115 minivan was designed, fabricated and tested. Chrysler completed in-vehicle proving grounds testing in March 1987. The program increased confidence that composites made from non-exotic commercially available materials and fabrication processes can withstand severe service in structural automotive applications. [1-53] Chrysler uses nearly 40 pounds of acrylonitrile-butadiene-styrene (ABS) in its single-piece, four-segment molded interior unit for the Dodge Caravan and Plymouth Voyager. [1-48] Leafsprings Research and testing has been performed by the University of Michigan on a composite elliptic spring, which was designed to replace steel coil springs used in current automobiles. The composite spring consists of a number of hollow elliptic elements joined together, as shown in Figure 1-42. The elliptic spring elements were manufactured by winding fiber reinforced epoxy tapes to various thicknesses over a collapsible mandrel. The work performed indicates that FRP springs have considerable potential as a substitute for steel coil springs. Among the advantages of the composite design are a weight savings of almost 50%, easier reparability, and the potential elimination of shock absorbers due to the high damping characteristics inherent in fiber reinforced plastics. [1-54] Composite leafsprings for heavy trucks have been designed, manufactured and tested. In one program, a fiberglass sheet molding compound and epoxy resin were used with a steel main leaf in a compression-molding process. Mechanical testing of the finished parts demonstrated that design requirements for the component can be met using composites while achieving a minimum of 40% weight reduction over steel leafsprings. [1-55] Frames Graphite and Kevlar fibers with epoxy resin were used to make a composite heavy truck frame developed by the Convair Division of General Dynamics. The composite frame weighs 62% less than steel and has the same strength and stiffness. The frame was tested for one year (18,640 miles) on a GMC truck without any problems. No structural damage was evident, bolt holes maintained their integrity, and there was no significant creep of the resin matrix. [1-56] 44PDF Image | Marine Componsites
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