Abstract
The automotive industry has been at the forefront of converting traditional metal parts to plastics. The latter surely offer greater design freedom, opportunity for consolidation, fewer assembly operations, reduced secondary finishing, weight reduction, lower total system costs, a range of properties tailored to specific applications, the ability to withstand temperatures, immunity to most chemicals and corrosive environments. They offer processing in many colors, electrical non-conductivity (insulation from electrical shocks), good thermal breaks (“warmth-to-the-touch”), and low sound transmission (tendency to muffle noise). Nonetheless, plastics have only tapped an estimated 15% of their tremendous potential to replace metals. This is particularly to increase with newer high-performance plastics, increasing sophistication in alloying and blending technologies, and use of computer-aided design and engineering (CAD/CAE) systems. The latter enable engineers to visualize complex parts and molding tools more effectively and faster than ever before. This article identifies fundamental steps and requirements to conduct an efficient and successful conversion of metallic parts to plastics, reviewing the replacement design process from concept to production; an under-the-hood rear retainer for Ford Motor Company is detailed as a case study.
Highlights
The world beneath the bonnet, or the hood, of automobiles, is quite harsh
He was joined by Ford, GM, Chrysler, BMW, Honda, Hyundai, Jaguar/Land Rover, Kia, Mazda, Mitsubishi, Nissan, Toyota, and Volvo, which together account for over 90% of vehicles sold in the USA, as well as the United Auto Workers (UAW), and the State of California
Brian Baleno, global market manager at Solvay Advanced Polymers LLC (Alpharetta, GA), says: “[There is a] higher emphasis in Europe on overall system efficiency and fuel economy gained by using plastic where metals were historically used.”
Summary
The world beneath the bonnet, or the hood, of automobiles, is quite harsh. Cycling temperatures and constant vibration create severe stresses on parts. The major increases in stringency and changes in CAFÉ’ structure create a need for research that incorporates the demand and supply sides of the new vehicle market in a more detailed manner than was needed with static fuel economy standards. At this year’s SAE Congress in Detroit, lightweight materials were again a hot topic. Moulding parts from nylon to replace aluminium, Nissan’s engineers were able to reduce weight by 40% They achieved similar savings by converting electric water valve assembly used on the Armada, Quest, and Titan from steel to plastic. Materials testing, design parameter definitions, virtual modelling, process simulation, prototyping and testing are discussed in the paper for added guidance towards similar conversion programs
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