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Polymer composites for automotive sustainability
Polymer composites
for automotive sustainability
CEFIC
Jacques KOMORNICKI
Innovation Manager and SusChem Secretary
Bax & Willems Consulting
Laszlo Bax
Founding partner
Harilaos Vasiliadis
Senior consultant
AUTH O R S
Ignacio Magallon
Consultant
Kelvin Ong
Consultant
4 5
Acknowledgements List of reviewers
Thilo Bein Professor, Head of Knowledge Management,
Coordinator ENLIGHT project- Fraunhofer Institute
for Structural Durability and System Reliability LBF
Peter Brookes Business manager PU - Huntsman
Christoph Ebel Group Leader Process Technology for Fibers - TUM (München)
Michel Glotin Directeur Scientifique Matériaux - Arkema
T his publication is the result of a collaborative effort with different
organizations following a step-by step process:
Christoph Greb Head of Composites Division
- Institut fuer Textiltechnik of RWTH Aachen University
and Textiles
The SusChem Board has established light-weight materials and
composites materials among its priorities, as reported in the SusChem Marc Huisman Manager Advanced Thermoplastic Composites - DSM
Strategic Innovation and Research Agenda (SIRA) which can be consulted
Joseph J. Laux Director of Business Development and Advanced
on-line http://www.suschem.org/publications.aspx
Engineering (EU) - Light-weight Composites
- Magna Management AG
The SusChem Materials Working group has defined the main technical
challenges spelled-out in the SusChem SIRA. Gérard Liraut Expert Leader for Polymers “Characterization and Process”
- RENAULT GROUP
The SusChem Working Group on Composites Materials for Automotive
Andrea Pipino Research and Innovation Manager
pulled together experts from the chemical industry, the automotive industry,
- Group Materials Labs - Centro Ricerche Fiat
the automotive parts suppliers as well as academia and recommended the
publication of this position paper as well as a wider consultation with the Jens Rieger Senior Vice President / Advanced Materials and Systems
established competence centres in Europe. Research - Technology Incubation – BASF
- Member of the SusChem Board
In the course of the work leading to this publication we have contacted and
Eckart Ruban Head of Automotive Industry Team - Evonik
interviewed the leaders of 10 European Clusters on Composites Materials
who provided their views. 7 clusters also participated to a workshop Uwe Seemann Innovation Manager Automotive - BASF
organized by SusChem.
Kristian Seidel Senior Manager Body Department
- Institute for Automotive Engineering
number of experts from the chemical industry, the automotive industry
A
- RWTH Aachen University
and from academia have reviewed the paper before its publication.
Paruchuri Sreenivas R&D Frames Engineering - Faurecia Autositze GmbH
Thomas Staffenberger Head of Research, Automotive Division
- BENTELER SGL Composite Technology GmbH
Emeritus professor - ex-Chairman Materials Reserach
Ignaas Verpoest
Centre, Coordinator HIVOCOMP project
- University of Leuven (KU Leuven)4
6 7
Contents
Challenges 34
4.1 Technical 35
1
4.1.1 Recycling process 35
Executive summary 8 4.1.2
4.1.3
Manufacturing process
Methods determining damage to materials
36
36
4.1.4 Joining techniques 36
Introduction 12
4.2 Transversal
4.2.1 Cascade of knowledge and multi-material design process
36
37
4.2.2 Intra-industry cooperation 37
4.2.3 Synchronisation of policy and research agenda 37
1.1 Overview of polymer composites 13
5
1.2 Resins: Thermosets, thermoplastics and bio-based resins 14
1.2.1 Thermoset resins 14
1.2.2 Thermoplastic resins 14
1.3 Fibres: Carbon, glass and natural fibres
1.3.1 Carbon fibres (CF)
15
16
Possible approaches to address 38
1.3.2
1.3.3
Glass fibres (GF)
Natural fibres (NFs)
16
16
industry-wide challenges
1.4 Processes: a comparative overview 17
1.5 Milestones and recent examples 18
of composites applied to the automotive sector 5.1 Increase coordination between existing centres 39
5.1.1 Roles and responsibilities 39
2
5.2 Lead the creation of a highly visible flagship project 40
5.2.1 ULSAB: the steel industry lighthouse car project 40
5.2.2 Possible process 41
The market and opportunities 20
5.3 Stengthen technical/academic skills
5.3.1 Skills training for workers / Tier 1 suppliers
41
42
5.3.2 Education programme 42
5.3.3 Knowledge dissemination 42
2.1 Supply: the European automotive composites value chain 21
5.4 Consolidate a roadmap: encourage further innovation 42
2.1.1 European scientific and technical excellence 22
5.4.1 Supporting innovative SMEs 42
2.2 Global outlook 24
6
5.4.2 Inclusion of priority call topics for H2020 2016-17 calls 43
2.2.1 USA 24
5.4.3 Proposing to support the coordination of European centres 44
2.2.2 Japan 25
2.3 Market demand: CRP/GRP trends 25
2.3.1 Carbon composites and the CFRP market 26
2.3.2 Glass fibre composites and the GRP market 28
Summary: a coordinated Vision
3
46
for European automotive composites
The motivation and drivers 30
Annex A: Overview of existing European automotive composite 48
clusters that could form the possible basis of a virtual network
3.1 Lightweighting 31
Annex B: Current and recent European R&D&I projects 50
3.2 CO2 Regulations 31 and initiatives on automotive composites
3.3 Demand for fuel economy 32
3.4 Increased uptake of electric vehicles 33Polymer composites for automotive sustainability 9
8
Executive summary
Automotive composites:
a growing market driven by efficiency and emissions
The market for global automotive composite materials is However the high cost of materials and the lack of
forecast to reach €3.72 Bn (US$ 4.3 Bn) by 2017, up suitable higher volume manufacturing methods and
from €2.42 Bn (US$ 2.8 Bn) in 2011, and representing higher value recycling processes continue to be some
a compound annual growth rate (CAGR) of about 7%.1 of the major limiting factors for future growth. Improving
This represents a sizable growth opportunity for the the value at end-of-life of composites through high
European chemical and composites industry. However, value recycling could help to improve the overall LCA
the current composites share of the average automotive score of composites, but remains challenging. This is
bill of materials stands at 3.6% with competing materials especially important given the present EU end-of-life
such as steel and aluminium. Perhaps surprisingly the directive5 for cars (valid since 1st of January 2015),
automotive sector has the lowest composites penetration which stipulates mandatory reuse and recycling of 85%
in comparison to other advanced product segments of the vehicle (and does not consider ‘energy recovery’
such as the maritime (ships) or consumer goods. The of polymers to be recycling). Bio-based matrix materials
Executive
automotive industry faces a new challenge aligning material and fibres can help in reducing the environmental
properties, product design and production or assembly footprint of composites. For these materials to be
processes - especially in larger volume production series widely used, important barriers with regard to their cost
summary
vehicles. This industry could take more advantage of the effectiveness and their mechanical performance need to
potential of composites for light-weighting vehicles. High be addressed. To enable larger scale adoption of FRP,
performance Fibre-reinforced Plastic (FRP) composites methods to determine damage to composite parts over
have the potential to outperform both steel and aluminium, the lifetime of the vehicle also need to be developed.
but today both steel and aluminium producers are more
In order to overcome these (and other) challenges,
successful in actively reducing weight in high volume
various public-private partnership initiatives have
production car bodies.
already been launched in EU Member States, such
The demand for weight reduction is driven by the as the establishment of composite and automotive
demand for better fuel efficiency and reduced lightweight materials innovation clusters (MAI Carbon
emissions in order to comply with EU legislation (from Augsburg, CiC UK, AZL Aachen, Jules Verne IRTPolymer composites for automotive sustainability 11
10
Executive summary
The Chemical industry’s key role in the quest for more energy Key objective: Establishing a EU-wide programme and ensuring
efficient, lower consumption vehicles: working closely together adequate support for automotive composites research and
with the value chain innovation for a competitive and energy efficient Europe
The European Commission’s Horizon 2020 programme From its inception in 2004, SusChem identified Taking into account SusChem’s SIRA roadmap as well However as a larger ambition level, beyond the
aims to enable relevant R&D&I investments that can advanced materials as an enabling technology critical as the main automotive roadmaps (EGVI Multiannual identification of individual topics, we envision the
bring real societal and business impacts. Horizon to achieving its vision and mission. SusChem has Roadmap9, EARPA roadmap10) this document creation of an EU-wide coordinated R&D&I programme
2020 can and will definitely contribute to overcoming set innovation priorities for advanced materials to integrates specific input from key stakeholders with long term committed funding to allow for a well-
technological and market barriers towards lighter road be really adopted in key end user markets including across the value chain, including those involved structured, coordinated effort to bring real innovation
vehicles offering best-in-class NCAP 5 star safety automotive, as compiled in SusChem’s Strategic in production equipment. This document provides uptake acceleration and leveraging the strong skills
levels. While some OEMs focus on improving energy Innovation & Research Agenda (SIRA), which is concrete recommendations to enable faster progress and expertise found in many regions in Europe.
recovery, light-weighting has also been identified to now in the process of being updated in the general in advanced composites light weighting innovation
As well as a coordinated R&D&I programme, we
be a potential enabler for electro-mobility uptake7, framework of Horizon 2020 8. uptake in the automotive industry, enhancing the
propose the establishment of a European Automotive
contributing to the reduction of carbon emissions. competitiveness of the European economy.
Aligned with that purpose and connecting chemistry Composites Competence Network. This network
Larger scale lighthouse R&D&I projects can inspire
with its downstream allies in lightweighting road A perceived uncertainty about continued, substantial of R&D&I clusters (many of which launched and/or
EU players in the automotive and chemical industries
transport, SusChem and the automotive R&D EU funding dedicated to lightweight automotive strengthened over the last five years in various Member
to accelerate their adoption of high performance FRP.
association EARPA organised a joint workshop, materials and specifically (C-)FRP is seen by many States) can improve the coordination between local
The European chemical industry will continue as a key
“Exploring cross-innovation opportunities on players as a factor that makes it more difficult to knowledge hubs in the following ways:
player in this transition in close collaboration with its
automotive composites and bio-based materials”, launch and maintain a substantial, coordinated trans-
value chain partners.
held in Frankfurt on 15 October 2013. The outcomes disciplinary push to overcome innovation adoption
Facilitate the co-development of high volume
1
of this workshop, as well as the feedback collected barriers and really achieve breakthroughs.
production processes with suppliers throughout
by the stakeholder consultation held as a follow-up
In the context of the Horizon 2020 programme, the value chain.
exercise, are summarised in several key conclusions
SusChem’s Working Group on Materials Technologies
and recommendations within this document. 2 Developing the necessary skills for successful
together with the above mentioned input of key industry
integration of composites in new vehicles
stakeholders, understands the need to provide direct
by automotive designers and engineers, as
input to the Horizon 2020 agenda for 2016-17. A set
well as facilitating the transfer of composites’
of specific challenges is defined, with the purpose of
knowledge to such designers and engineers.
presenting a credible package of R&D&I topics that
can remove barriers through cooperation between 3 Establish training programmes that can instil the
materials and vehicle actors. Some of the identified necessary skills into the workforce across the
examples of the most critical needs for research value chain of automotive design, production,
towards an accelerated implementation of advanced assembly and end-of-life, e.g. modelling and
composite materials include: simulation, safety, composites processing and
assembly, LCA and materials recycling, etc.
ovel and innovative polymer composite raw
N 4 The unification and simplification of design tools,
materials with enhanced recyclability properties. starting from material models and reaching
simulation and vehicle design tools.
ow cost adaptive, flexible and efficient
L
manufacturing and assembly processes specific
to the high-volume automotive industry.
Multi-attribute design optimization that works even
in case of a multi-material architecture.
Automated joining techniques for multi-materials
and composites (foreseen in 2015 call).
Invisible damage identification and repair
techniques for composite parts.
7 — http://www.rolandberger.com/press_releases/lightweight_can_stipulate_electric_car_development.html 9 — http://www.egvi.eu/uploads/Modules/Publications/ppp-egvi-roadmap-oct2013.pdf
8 — http://www.suschem.org/publications.aspx 10 — http://www.earpa.eu/docs/2005/furore_road_map_final.pdf13
This chapter is intended as a primer for those who are not experts in the field of materials technology. It provides
a basis for the discussion in the following chapters about the prospects and challenges of composites in the
Introduction
automotive industry. As such, those working in the industry who are already familiar with the content presented
here, can skip to the next chapter.
1
1.1 Overview of polymer composites
Polymer composites are materials defined by the combination of a polymer matrix (resin, either thermoset
or thermoplastic) and a reinforcing agent, mainly fibres (usually carbon, glass or natural fibres). As a result,
they are often referred as Fibre-Reinforced Plastics (FRP). In addition, FRP composites may contain fillers,
modifiers and additives that modify the properties and improve the performance of the composite material,
contributing to cost reduction.
Fig.1 – Overview of polymer composites.
Thermoplastics: PE, PP, PVC,
PA, ABS, PEEK, etc.
Matrices (resins)
Thermosets: polyester, epoxy,
phenolic, urethane, vinyl ester
Carbon
Reinforcements (fibres) Glass
Others: aramid, natural
Fibre-reinforced plastics (FRP)
Fillers: inorganics (calcium
carbonate, feldspar, silica, etc.)
Additives and modifiers:
catalysts, foaming agents,
antioxidants, colorants, etc.
FRP composites are anisotropic instead of isotropic The exact composition of FRP composites depends
like steel and aluminium. Whereas isotropic materials on each intended use according to many criteria. Both
present uniform and identical properties in all directions, the type and quantity of the constituent materials as
FRP composites are directionally dependent, meaning well as the manufacturing process used will affect
that the best mechanical properties are in the direction of the properties of the final composite. Overall, the
the fibre placement. In many structures and components, most relevant factors to consider for the design
stresses and loads are different for different directions. of composites include the fibre (type, volume and
As a result, FRP composites allow a more efficient orientation), type of resin, service conditions, the cost
structural design. Other benefits include a low weight, of the product, the manufacturing process and the
high strength-to-weight ratio, corrosion and weather volume of production.
resistance, long-term durability, low maintenance and
dimensional stability.14 1 Polymer composites for automotive sustainability
Introduction
15
Thermoplastics: the next big composite development?
1.2 Resins: Thermosets, thermoplastics and bio-based resins
Thermoplastics are currently facing barriers Back in 2012, BASF announced two partnerships
The primary functions of the resins are to transfer the sources. Thermoset based composites account for that thermoset composites have largely overcome, to develop automotive thermoplastic composites:
stress and load between the fibres, to act as adhesives about 60% of the total composites market. Bio-based including a lack of familiarity, established design one with SGL3, based on caprolactam formulations
that bond structural fibres firmly in place, and to resins do not bring specific properties, but can possibly codes, properties database, and proven production which will permit shorter processing cycles than
protect the fibres from environmental and mechanical influence the emissions balance/ environmental impact technologies, etc. Investment has favoured conventional thermosetting RTM process, and
damage. Bio-based resins refer to thermoset or of the materials. reinforced thermosets instead of thermoplastics another with TenCate and Owens Corning4, focused
thermoplastic resins that are obtained from natural because the latter are considered as higher risk. on UD-tapes, prepregs and laminates. DSM has also
However, the advantages of using thermoplastics started to offer a range of thermoplastic composites
1.2.1 Thermoset resins include shorter and more consistent cycle times based on polyamide resins for weight reduction of
as well as the potential to more easily achieve automobile body, chassis parts and semi-structural
Thermoset resins are usually liquids or low melting and epoxy. Unsaturated polyester resin matrices
post-life recycling. components5. Also Teijin announced the launch
point solids in their initial form before curing. That reinforced by glass fibres make up 80% (by weight)
of Sereebo-brand CFR thermoplastic for use in
allows for the convenient impregnation of reinforcing of the thermoset based composites market. Vinyl Recent developments confirm that reinforced
manufacturing recyclable composite components
fibres and ease of manufacturing. Thermoset resins esters present superior physical properties (strength, thermoplastics could indeed be the next wave1.
at enhanced production speeds6. Lanxess also
also present other desirable properties, including durability) than polyesters, but are more expensive. BMW’s i3 is the first mass-produced car to have
acquired Bond Laminates, a producer of fully
excellent resistance to solvents and corrosives, tailored Epoxies present distinct advantages, including good a thermoplastic exterior skin. Thermoplastic
consolidated composite sheets with thermoplastic
elasticity, excellent finishing and adhesion, resistance electrical properties, long shelf life and excellent wheel rims have also entered the market. BASF
matrices7.
to heat and high temperature. However, they cannot be moisture and chemical resistance and provide high introduced thermoplastic wheel rims reinforced with
reshaped or remoulded. Through a catalytic chemical thermo-mechanical properties. long glass fibres in 2011, while Sabic, Kringlan
reaction, the thermoset resin cures from liquid to Composites and other industrial partners are
To produce bio-based polyester resins, combinations
solid, creating extremely strong bonds that cannot developing the world’s first CF reinforced
of diols and diacids are used to form the polyester resin
be easily reversed or reformed. Because of this, the thermoplastic (polyetherimide) composite wheel
base, which is then further processed into polyester
performance of this matrix material is superior to other for a German automotive company2.
resins. To produce bio-based epoxy resins, vegetable
matrices; nevertheless recycling of thermoset resins
oils can be epoxidised to form a reactive component,
remains challenging. 1 — http://www.reinforcedplastics.com/view/39477/reinforced-thermoplastics-the-next-wave/
which is further processed to become epoxy resins. A
2 — http://www.plasticstoday.com/articles/worlds-first-thermoplastic-composite-wheel-polyetherimidecarbon-fiber-combination-140616a
The most common thermoset resin used today number of chemical companies already offer diverse 3 — http://www.reinforcedplastics.com/view/28629/basf-and-sgl-to-develop-carbon-fibre-thermoplastics-for-automotive-applications/
is unsaturated polyester, followed by vinyl ester bio-based products on the market. 4 — http://www.reinforcedplastics.com/view/31270/owens-corning-joins-tencate-basf-alliance-for-thermoplastic-automotive-composites/
5 — http://www.dsm.com/products/ecopaxx/en_US/press-releases/2013/09/2013-09-10-dsm-launches-solutions-in-advanced-
thermoplastic-composites-for-lighter-and-more-sustainable-automotive-applications.html
1.2.2 Thermoplastic resins 6 — http://www.compositesworld.com/news/teijin-introduces-sereebo-brand-for-coming-cfrtp-products
7 — http://lanxess.com/en/corporate/media/press-releases/lanxess-leading-supplier-of-lightweight-technology-to-automotive-industry/?tx_
Thermoplastic resins are solids at room temperature. are polypropylene (PP), thermoplastic polyurethane editfiltersystem_pi1%5Bname%5D=&tx_editfiltersystem_pi1%5Bnews_date_start%5D=01.08.2012&tx_editfiltersystem_
As a result, they are processed through a melt-freeze (TPU), polyethylene (PE), polyamide (PA) and polyvinyl pi1%5Bnews_date_end%5D=30.09.2012&tx_editfiltersystem_pi1%5Bmatrix_segment%5D=0&tx_editfiltersystem_pi1%5Bmatrix_
business_unit%5D=0
route: thermoplastic resins become soft when heated, chlorides (PVC).11
may be moulded or shaped in the heated viscous
Thermoplastic resins can also be obtained from bio-
state and will become rigid when cooled down.
based sources. It should be noted that the (bio)-
Typical melting temperatures range from 100ºC (PE)
sourcing of a thermoplastic material is independent of
1.3 Fibres: Carbon, glass and natural fibres
to 400ºC (PEEK – Polyether ether ketone). Therefore,
its end-of-life options: not all bio-based thermoplastics
they are potentially easier to recycle. Besides this The main function of fibres is to carry load along its classified according to length, which ranges from
are biodegradable, while conventionally sourced
reforming ability, it is important to highlight that many length (not across its width) providing strength and 3mm to 75mm or can be continuous. As a result, three
materials could be biodegradable.
thermoplastic resins have an increased impact stiffness in one particular direction. Fibres can be main groups are identified: short fibres (3mm-10mm),
resistance to comparable thermoset resins. In placed with a specific orientation (typically 0º, +/- 45º long fibres (10-75mm) and continuous (endless). This
addition, thermoplastic resins allow for faster moulding or 90º) to provide tailored properties in the direction paper mainly features the use of continuous fibres in
cycle times because there is no chemical reaction of the loads applied. As a result, the mechanical composite materials.
in the curing process. Examples of thermoplastic properties of most FRP composites are considerably
GFRP (as a short fibre) is by far the largest group
resins common in automotive composite applications higher than those of un-reinforced resins.
of materials in the composites industry, used in over
Depending on the reinforcing fibre, FRP composites 95% of the total volume of composites. As indicative
can be divided into three groups: GRP or GFRP data for the reader, Europe is expected to manufacture
(Glass-reinforced plastics, or Fiberglass), CRP or 2.2Mn tonnes of GFRP in 2014, while global demand
CFRP (Carbon-reinforced plastics) and NRP or NFRP of CFRP is estimated at 79 000 tonnes in 2014 (AVK
(Natural fibre reinforced plastics). Fibres can also be – CceV, 2014).
11 — Plastics Europe, 2013, “The world moves with plastic”16 1 Polymer composites for automotive sustainability
Introduction
17
1.3.1 Carbon fibres (CF)
1.4 Processes: a comparative overview
Carbon fibres, also known as graphite fibres, can be tows to chopped fibres and mats. The main benefits of
based on three chemical sources: polyacrylonitrile carbon fibres include their low density and hence high A thorough understanding of the available composite production volume and rate, geometry and size of
(PAN method that is led by Japanese manufacturers), strength-to-weight ratio and stiffness; however its main manufacturing processes and their advantages, the product, economic targets, surface complexity,
rayon (such as from the Indian manufacturer Grasim) downsides, compared to other fibres, are its cost and downsides and limitations will allow the selection of materials and performance requirements.
or petroleum pitch. About 90% of the carbon fibres brittleness. the most efficient. Some of the key factors include
produced are made from PAN. The exact composition
At 46 500 tonnes, global annual demand for CF
of each precursor varies according to the recipe Fig. 2 – Overview of manufacturing processes.
in 2013 has seen a growth of 15.1% CAGR since
of the manufacturers. Whereas PAN-based fibres
2009 (26 500 t). Global demand of CF is estimated to
offer excellent mechanical properties for structural
continue to grow reaching 71 000 t in 2018 and 89 000
applications, pitch fibres present higher modulus Hand Lay-up
t by 2020. Regarding production capacities, the most
values and favourable thermal expansion coefficients.
important regions are North America (30%), Europe Open Moulding Spray-up
Carbon fibres are usually grouped according to the
(24%) and Japan (20%). The top five CF manufacturers
modulus band in which their properties fall and are Filament Winding
according to production volumes in 2013 were Toray,
supplied in different forms, from continuous filament
Zoltek, Toho, MRC, SGL, in that order.
Compression moulding
1.3.2 Glass fibres (GF) Pultrusion
Glass fibre is based on an alumina-lime-borosilicate When referring to GFRP applied to the automotive
composition. The recipe can be varied resulting in sector, it is important to define two typical processes: Manufacturing processes Reinforced Reaction Injection
Moulding (RIIM)
different commercial compositions: E-glass (electrical), Sheet Moulding Compound (SMC) and Bulk Moulding for composites
C-glass (chemical), R-glass, S-glass, and T-glass. Compound (BMC). Together this is by far the largest
Closed Moulding Resin Transfer Moulding (RTM)
E-glass accounts for 90% of the GF market and is area of the total composites market: European
often used in a polyester matrix offering high electrical production in this area alone (estimated in 264 000 t Vacuum Bag Moulding
insulation properties, low susceptibility to moisture for 2014) is significantly larger than the global CFRP
and high mechanical properties. C-glass GF presents market (estimated in 79 000 t for 2014). Whereas Vacuum Infusion Processing
the best resistance to chemical attack, while S-glass SMC is manufactured by compression moulding of
Centrifugal Casting
has higher strength, heat resistance and modulus. long chopped fibres in thermoset resins, BMC uses
Overall, GFRP exhibit very good thermal insulation and chopped fibres and injection or compression moulding. Continuous Lamination
electrical properties and are also transparent; however, As a result, the longer fibres in SMC result in better
they are heavier than CF and due to the lower modulus, strength properties than standard BMC components.
they require special design treatment in applications
where stiffness is critical. There are two main categories of manufacturing part. Open moulding can create very large parts, with
processes: open moulding and closed moulding. the only restriction to size being the ability to handle
Whereas in open moulding the gel coat and laminate the part. They are labour intensive, low volume but
1.3.3 Natural fibres (NFs)
are exposed to the atmosphere during the process due low cost processes, where emissions can become an
Natural fibres can also reinforce composites. Natural environmental footprint than carbon or glass fibres, to the use of a one-sided mould, in closed moulding the issue. On the other hand, closed moulding can offer
fibres are fibres extracted from the fruits, stems and which can help automotive OEMs meet stringent composite is processed either in a two-sided mould new strategies to meet emission standards. Additional
leaves of specific plants. Dominant natural fibres end-of-life directives. In 2012, more than 124 000 set or within a vacuum bag. Open moulding and hand benefits include: ability to make superior parts in a
include flax, hemp, kenaf and jute. These are combined tonnes12 of natural fibre composites were shipped for lay-up are the most common and widely used methods consistent manner and higher volumes, reduction of
mostly with polypropylene (also polyethylene) by automotive purposes globally. to manufacture FRP. With open moulding, products labour costs and finishing work, lower scrap rate, and
compression or injection moulding. are manufactured from the exterior to the interior of the automation of parts with fewer moulds.
However, the low impact resistance of NFs and the
The automotive industry has been using more and moisture degradation that they face have been a
more natural fibre reinforcements in the interior limiting factor in their uptake by the automotive industry,
parts of vehicles as an alternative to glass fibres as as usage in structural applications is mostly targeted
a light-weighting solution. NFs come from natural by the OEMs. R&D efforts are focused on improving
and renewable sources and thus have a smaller these two aspects in NFs.
12 — http://www.lucintel.com/LucintelBrief/Lucintel-brief-Opportunity-and-Challenges-in-Automotive-Composites-Industry.pdf18 1 Polymer composites for automotive sustainability
Introduction
19
The table below presents an overview of the most typical manufacturing processes and the production volumes In recent years, more and more parts are being manufactured from composite materials, replacing traditional
that they are suitable for. materials in the process. The table below presents an overview of some examples of composites applied to
automotive components in the market of the past five years.
Table 1 – Comparison between manufacturing processes according to production volumes enabled.
Table 2 – E
xamples of composite components applied to automotive.
Production Volume (Sources: Lucintel, Alfa Romeo, Adler Plastics, Amber Composites).
Process
Low ( parts)
OEM-Model Application Material Year
Compression Moulding
BMW i3 Passenger cell CFRP 2013
Bulk Moulding Compound (BMC)/
X
Sheet Moulding Compound (SMC) BMW i8 Passenger cell CFRP 2014
Liquid Composite Moulding (LCM) X Alfa Romeo 4C Chassis Prepreg (CF, epoxy) 2013
Injection Moulding Alfa Romeo 4C Outer body SMC 2013
Reinforced Reaction Injection Moulding (RRIM) X Alfa Romeo 4C Bumpers and mudguards CF + PUR-RIM 2013
Structural Reaction Injection Moulding (SRIM) X CF monocell,
McLaren MP4-12C Spider Car roof, chassis, bodywork 2013
Vacuum Infusion Processing (VIP) X X lightweight CF body panels
Resin Transfer Moulding (RTM) X X BMW M6 convertible Roof compartment cover, trunk lid GFRP 2013
Filament winding X BMW M6 Coupe Car Roof CFRP 2012
Pultrusion X Daimler Smart
Wheel rims GFRP 2012
3rd generation electric
Prepregs + autoclave X
Callaway Corvette Body aerodynamics Kit CFRP 2012
Lexus LFA Cabin, floor, roof, pillars, hood CFRP 2012
1.5 M ilestones and recent examples of composites Lamborghini Aventador LP700-4
Front and rear bumpers,
CFRP 2012
body aerodynamics kit
applied to the automotive sector Instrument panel,
Land Rover – Evoque GFRP 2011-12
inner door modules
Fig. 3. – “Composites in automotive applications” timeline.
Faurecia Jeep Liberty SUV Door module GFRP 2010
Daimler AGT-Mercedes Fluid filter module GFRP 2009-10
1940s Composites have a long track record in the automotive industry, dating back to the 1940s, when they were
first used as a material for car parts. The Stout 46 developed by Owens Corning and William Stout in 1945 is
acknowledged as the world’s first composite prototype car, with a fiberglass body shell and air suspension. Furthermore, carmakers are specifically targeting some housing, load floor, deck lid, air duct, airbag housing,
car parts with more potential for development with front end module, engine cover.
1950s In 1953, MGF launched the first production model with fiberglass body panels: Chevrolet Corvette.
Regarding CF, it wasn’t until the late 1950s that high tensile strengths CF were discovered, composites: chassis, exterior and interior. This includes
CFRP: chassis / monocoque, roof, tailgate, hood, floor
the following parts and components, as examples:
Composites in automotive applications
with rayon being the first precursor.
panel, side panels, trunk lid, hood frame, fender, rear
1960s The 1960s saw the discovery
GFRP: interior headliner, underbody system, air intake spoiler, bumper.
of the SMC process.
manifold, instrument panel, bumper beam, air cleaner
1981 The McLaren MP4/1 (1981) was the first F1 car
to use a CF composite monocoque.
1984 But it was not until 1984 that it was applied to a high-volume car:
the Pontiac Fiero, with body panels made from SMC.
1980s Some supercars have incorporated CFRP extensively
(monocoque chassis and other components).
1990s However, only recently the material began to be used,
albeit in limited quantities, in mass-produced cars.
2013 The i3 model by BMW (2013) represents the automotive world’s first
attempt at mass-producing CF.21
2.1 Supply: the European automotive composites value chain
The market
The automotive composites value chain is currently From 2009 onwards, the industry has seen numerous
undergoing a major redesign. Composites in the automotive manufacturers partner with composite
automotive sector have in the past enjoyed considerable suppliers. To meet the high volume requirements,
success in Formula 1 motorsport and in the supercars currently hampered by high material costs, long
and opportunities
segment. This has created a fragmented support production cycles and lack of automation, as well
industry, consisting of numerous and diverse small as industrialising manufacturing to meet emissions
high-tech players with specialised knowledge. In recent regulations, Tier 1 suppliers and OEMs have adopted
years, CFRP usage is cascading from these high- different strategies to allow vertical integration of the
end luxury segments down to higher volume vehicles. value chain. This includes: partnerships, joint ventures
Composites suppliers need to upgrade their capabilities and acquisitions. Examples of these strategies are
and translate their expertise into higher volume provided below.
segments. This lack of experience and industrialisation
in producing mainstream composites will drive OEMs to
look for reliable suppliers who can provide an increasing
proportion of the composites value chain.
Table 3 – S
trategies from OEMs and Tier1 suppliers to allow vertical integration in high volume automotive composites.
(Sources: Lucintel, Ricardo).
2
Strategy Companies involved Goal
Accelerate industrialisation of CRP, develop
BASF + SGL Carbon
processing times suitable for mass production.
Develop a new CF material for mass
Toray + Nissan, Honda
production market.
Partnership GM + Teijin Develop technology to improve fuel economy.
Develop cost-effective composites automotive
JRL + Cytec
structures for high-volume production.
Use CFR in high-volume vehicles
Ford + Dow Automotive
to improve fuel efficiency.
Supply semi-finished CF products exclusively
BMW + SGL Carbon
to BMW.
Daimler + Toray Manufacture automotive CFRP parts.
Cost-efficient solutions of fibre-composites
JVs SGL Group + Benteler Automotive components, from the initial design
to series production.
Production of high-performance materials
SGL Group + Kümpers GmbH from carbon, glass and aramid fibres for the
composites industry.
Sora Composites had an automotive business unit,
Faurecia acquired Sora Composites with expertise in glass and carbon fibre
for automotive applications.
Acquisition
Mass production of fully consolidated thermoplastic
Lanxess acquired Bond laminates composite sheets for Consumer Electronic, Sports
and Automotive business.22 2 Polymer composites for automotive sustainability
The market and opportunities
23
The graph below summarizes the value chain for automotive composites, indicating some of the diverse players Fig. 5 – Indicative mapping of EU (automotive) composites hubs.
previously described. Brief descriptions of the various clusters can be found in Annex A
Fig. 4 – Overview of the polymer composites value chain for automotive.
Composites Innovation Cluster Composites Centre Sweden
Hertfordshire, UK Lulea, Sweden
R&D institutes and centres of excellence: design, materials modelling and simulation, etc. (Swerea, TUM, KUL, IKA…)
AZL LIGHTer
Offer (materials) Demand (materials) Demand (components)
+ offer (components) + offer (vehicles) Aachen, Germany Sweden
Resins: DSM,
Huntsman, BASF,
Henkel, Dow, etc. ARENA 2036 Open Hybrid Lab Factory
Semifinished
material (pre-pregs, TIER 1, TIER 2: Stuttgart, Germany Wolfsburg, Germany
Raw materials, OEMs: BMW,
compounds): Benteler-SGL,
chemicals Fiat, Daimler, JLR,
Chomarat, Oxeon, Magneti Marelli,
(e.g. PAN, etc.) Renault, etc.
SGL Kumpers, Faurecia, Magna, etc.
Hexcel, etc. MAI Carbon MERGE
Fibres: SGL, Augsburg, Germany Chemnitz, Germany
DowAksa
JVs: SGL-BMW, Toray-Daimler IRT Jules Verne IMAST
Nantes, France Naples, Italy
Machine suppliers Machine suppliers
Dieffenbacher,
Tooling, moulds,
KraussMaffei
assembly lines,
Group, Schuler
testing system,
SMG, Hennecke,
equipment (e.g.
Global Machine
Autoclave).
Manufacturing…
The UK has also made moves that indicate its desire to centre in Italy and the Composites Centre in Sweden,
step up to the composite challenge. The Composites show that European governments recognise the
End of life: ELG Carbon Fibre, etc. Innovation Cluster in Hertfordshire, a consortium of importance of developing new ways of manufacturing
25 organisations includes the National Composites and using automotive composites for the future.
Centre (NCC), was founded in 2011. It entered
Furthermore, recent collaborative projects have
2.1.1 European scientific and technical excellence Phase II in November 2014, with expanded facilities to
already seen research efforts bearing fruit. As Annex
better fulfil its function as a High Value Manufacturing
In recent years, governments across Europe have operates several centres that involve collaborations B illustrates, many projects in the European Research
Catapult for the UK. Together with partners such as
begun recognising the opportunities in automotive between the plastics, composites and automotive Framework Programmes (and continuing in the new
GE, Rolls-Royce, TenCate and the University of Bristol,
composites. Large investments have been made to industries, academia and government. Munich- Horizon 2020 programme) have made significant
it coordinates a network of regional composite centres
set up research centres, often in collaboration with Augsburg-Ingolstadt (MAI) Carbon was set up in advances in the fields of lightweighting vehicles
and supports the UK Composites Strategy that was
universities and industry partners. 2007 at the suggestion of Carbon Composites using composite materials (TECABS, ENLIGHT), of
launched in 2009. It aims to improve aspects of
eingetragener Verein (CCeV). This was followed by developing composite components and methods for
With the advances in the US and Japan, Europe composite technology, manufacturing, and skills and
other centres such as Aachen Centre for Integrated use in mass production (HIVOCOMP) and in lowering
needs to maintain its industrial leadership. Germany, training to ready the UK composites supply chain to
Lightweight Production (AZL Aachen) (2013), Hybrid the cost of carbon fibres and precursor materials
recognised as one of the leading countries, already be competitive in meeting future global demands for
Open Labfactory (2013) and Arena 2036 (2013). (CARBOPREC, NEWSPEC, FIBRALSPEC).
skilled personnel, technologies and processes.
However, these centres and initiatives remain
Developments elsewhere in Europe, such as the Jules
independent and uncoordinated, reducing the
Verne Institut de Recherche Technologique (Jules
potential to create impact at an EU-wide level. Linking
Verne IRT) in France founded in 2012, the Ingegneria
them together could provide the impetus for faster and
dei Materiali polimerici e compositi e STrutture (IMAST)
bigger technological breakthroughs.24 2 Polymer composites for automotive sustainability
The market and opportunities
25
Recent federal initiatives are also encouraging for This federal initiative follows private initiatives. Aiming at
2.2 Global outlook advanced composites, including for automotive driving a transition to fossil-fuel-free US transportation
applications. From January 2015, the US Department of by 2050 via making cars lighter, the Rocky Mountain
The investments of the past years have kept Europe that remain unconnected from each other. Harnessing
Energy will be investing $70 million, with a consortium Institute (RMI) launched the Autocomposites
at the cutting edge of composite automotive these various initiatives and spheres of expertise could
of 122 industry partners, universities and non-profit Commercialization Launchpad (ACL)14 in June 2013.
technologies. However, the established centres are propel the industry forward in the coming decades of
organisations who themselves will be investing more The ACL has two key focus area: developing a
often independent collaborations between private increased competition from other parts of the world,
than $180 million to launch an advanced composites commercialization project that unites the supply chain
manufacturers, research institutions and government such as the USA and Japan.
manufacturing institute. OEM members of this initiative to incorporate a CFRP part on a mainstream vehicle
include Volkswagen, Honda and Ford. The institute, at the highest production volume ever achieved; and
2.1.1 USA
headquartered in Knoxville, Tennessee, aims to lower setting an innovation hub focused on centralizing and
The USA recognises the opportunities in the sector industries in close collaboration. The challenges that it the manufacturing costs of advanced composites coordinating R&D and collaborative progress in the
too. The Corporate Average Fuel Economy (CAFE) aims to solve include mass manufacturing processes, for all applications, to reduce the energy needed to FRP industry.
regulations released in 2012 aims to raise the average improving collaboration between different parts of the produce composites, and to improve their recyclability.
fuel efficiency of new cars and vehicles to 54.5 miles value chain and lowering the costs of composite parts.
per gallon13 by 2025 to reduce national dependence on 2.2.2 Japan
Ultimately, implementing these priority actions would
oil. This regulatory pressure means that the American
make the automotive composites players in the USA Japan is traditionally a strong automotive composite has invested about €300 million in its production
automotive industry has to use solutions such as light-
work closely together to improve the USA’s position player. It is home to industry giants such as Toray, Teijin facilities for diverse products including automotive
weighting to meet fuel efficiency targets.
in the world market. Lobbying organisations such as and Fuji Heavy Industries amongst others. As the need parts, not only in its Japanese production facilities but
To that end, the American Chemistry Council published the Automotive Composites Alliance, established to develop new methods of mass production and lower also in its facilities in the US, France and South Korea.
the “Plastics and Polymer Composites Technology in 1988 to promote the use of composites, have costs became apparent, the National Composites In fact, it is notable that Japanese manufacturers are
Roadmap for Automotive Markets” in March 2014. It members such as Huntsman and Owen Cornings and Center was established at Nagoya University in 2013 turning increasingly to foreign collaborations, joint
outlined nine priority actions to establish composites represent industry interest and potential participation as a triple helix research institute. It aims to develop and ventures and takeovers to bolster their own capacities.
as the preferred automotive material by 2030, bringing in such policies. commercialise new processes of CFR thermoplastic Besides the aforementioned investment, Toray took
together the automotive, plastics and composites components. over Zoltek Inc for €468 million to be ready for the
surge in demand for low-cost carbon fibre precursors.
Japanese chemical companies have also been actively
Fig. 6 – ACC Roadmap Teijin has also invested millions in Michigan to develop
expanding domestically and abroad. The Toray group
new carbon fibre technologies in partnership with GM.
Industry-Wide Demonstrations 4 Establish design guidelines (e.g., for wall Continued Materials Development
thickness, radii) and tools for typical plas-
Establish an independent, pre-compet-
1
itive technology development center
tic and polymer composite structures that Support development of engineered
8
plastics and polymer composites with
2.3 Market demand: CRP/GRP trends
are intended to be used by design engi-
where OEMs and suppliers can conduct neers improved properties (e.g., stiffness,
laboratory work and test concepts at strength, fatigue, environmental resis-
small volumes while collecting standard- 5 Develop models that can simulate the be- tance, creep, energy management, tem- Fig. 7 – Global FRP shipments by market segments. (Source: Lucintel)
ized data havior of plastic and polymer composite perature capability), and develop per-
materials and components during and formance standards to characterize the
2 Develop generic cost models to demon- after impact events properties for designers Global composite materials distribution Global composite materials shipment
strate the cost and benefit of plastics and
($ mil) by market segments in 2017 ($ mil) by market segments in 2017
polymer composites compared to alter- Manufacturing & Assembly Supporting Initiatives
native materials as examples to provide
6 Develop a manufacturing center or con- 9 Advocate for plastics and polymer com-
29,928 Transportation
mass reduction possibilities
sortium to advance high-speed polymer posites training classes and degree pro-
Material Selection & Part Design composites processing grams at all major universities 4,284 Marine
Define a standard package of material
3 7 Develop technically and economically vi-
properties desired for automotive appli- able techniques to join plastics and poly- 7% 3 % 14 % 851 Wind energy
cations, and then test the data through mer composites to similar or dissimilar
simulation for a specific automotive sys- materials and study service, repair, and 3% 19,650 4,056 Aerospace
tem (e.g., engine mounts, instrument pan- disassembly 17%
el, cross-car beams) 2,804
14 % 4,432 Pipe & tank
521
2,398 3,631 Construction
16 % 2,318
15 % 4,775 E&E
2,642
12 %
Shipment ($ mil)
3,366 4,956 Consumer goods
3,689
2,145 Others
1,322
591 798
2011 2017
13 — Environmental Protection Agency and Department of Transportation, 2017 and Later Model Year Light-Duty Vehicle Greenhouse Gas
Emissions and Corporate Average Fuel Economy Standards; Final Rule, 77 Fed. Reg. 62623 (Oct. 15, 2012). 14 — http://www.rmi.org/autocomposites26 2 Polymer composites for automotive sustainability
The market and opportunities
27
The global automotive composite materials sector is market segments with the lowest composites Fig. 9 – Left: Carbon composite revenues in US$ billion by matrix material (2013).
expected to reach US$4.3Bn (€3.7Bn) by 2017, up penetration (3.6%) in comparison to competing Right: CFRP market share in US$ million by manufacturing process (2013).
from US$2.8Bn (€2.41Bn) in 2011, at a compound materials such as aluminium or steel (see Fig. 8). The (Source: AVK – CceV, 2014).
annual growth rate (CAGR) of about 7%15. above numbers state clearly the great opportunity
that lies in the mass application of composites in the
This is partly due to the fact that today, transportation Total: US$ 14.7 billion Total: US$ 9.408 billion
automotive sector. 3810
and specifically automotive stand as one of the largest Pultrusion and
9.41 winding
Polymer
Fig. 8 – Composites penetration in different market segments, compared to competing materials (St, Al). (Source: Lucintel). 5% 4%
8% 7% 3434
1.98 Prepreg layup
Carbon process
12 %
Structural 10 % 24 % with/without
autoclave
Composite Materials Market Composites Performance 40 %
Market Segment Price Gap 1.47
Materials Market (Steel, Al & Penetration Gap
Ceramic 1176
Composites)
13 % wet lamination
Transportation $2.8 B $77.8 B 3.6%
64 % & infusion
1.10 processes
Metal
76 %
Marine $0.5 B $0.8 B 68%
37 % 612
7.15 Pressing
Aerospace $2.3 B $23.2 B 10% 0.74 & injection
Thermosets
Hybrid processes
Pipe & tank B $2.6 B $37.8 8 7% 2.258
Thermoplastic 376
Construction $3.4 B $85.1 B 4% Others
Wind Energy $2.4 B $6.4 B 38%
Consumer Goods $1.3 B $9.4 B 14% As far as automotive and transportation applications are construction and industry is a key factor driving
concerned (excluding aerospace and defence), these the market. In the automotive sector, revenues are
Consumer Goods are increasingly important to the carbon composites expected to grow by 7% annually until 2018. By 2022,
Wind Energy market with US$2.2Bn (€1.89Bn) in revenues in 2013. annual global carbon composite revenues are forecast
Construction
Cars are the main sub-segment (46%, US$1.014Bn, to reach US$4.9Bn (€4.21Bn) corresponding to 20
€0.87Bn), where their use is now restricted primarily to 000 tonnes of carbon fibre. Automotive applications
Pipe & tank
Total Market Potentia ($ B) Composite luxury cars due to the high cost of carbon composite are set to rise to second place ahead of wind turbines
Aerospace components. The growing use of CFRP in automotive, in the table of market segments.
Materials Market Size ($ B)
Marine
Transportation Fig. 10 – Left: Carbon composite revenues in US$ million in the automotive sector according to sub-segment (2013).
Right: Carbon composites revenues outlook in the automotive market segment (US$ million).
US$ Billion 0.00 10.00 20.00 30.00 40.00 50.00 60.00 70.00 80.00 90.00 (Source: AVK – CceV, 2014).
This chapter analyses trends within the carbon and glass-fibre reinforced market.
4884
1014
2.3.1 Carbon composites and the CFRP market Cars
8% 3874
In 2013, global demand for CFRP was around 72 Two manufacturing categories make up the majority of
13 % 397
000 tonnes, generating revenues of US$7.56Bn the CFRP market, with pultrusion and filament-winding Trucks 3070
(€6.5Bn). CFRP represented 64% of the total carbon accounting for 40% of the market and prepreg layup 2689
composites market, accounting for US$14.7Bn process with and without autoclave accounting for 46 % 331 2205 2357
(€12.64Bn). Growth in CFRP consumption is forecast 37%. North America has a 34% share (US$5.07Bn, 15 %
Motorsport
to continue at 10.6% until 2020 to reach a demand €4.36Bn) of the CFRP market, closely followed
of 146 000t and revenue of US$16Bn (13.75Bn). by Western Europe with a 32% share (US$4.7Bn, 287
Within CFRP, thermosetting plastics have a more €4.04Bn) and Japan with a 15% share (US$2.21Bn, Passenger trains
established market position, accounting for 76% of the €1.9Bn). 18 %
revenues (US$7.15Bn, 6.15B), with the remaining 24% 176
Others 2013 2014 2016 2018 2020 2022
accounting for thermoplastics (US$2.258B, €1.94Bn),
with polypropylene, polyurethane and polyamide
thermoplastics accounting for a large part of this.
15 — http://www.lucintel.com/lucintel-globalcompositemarketanalysis-acma2012-educationalsession.pdf28 2 Polymer composites for automotive sustainability
The market and opportunities
29
2.3.2 Glass fibre composites and the GRP market
EU production of GFRP in 2014 is estimated at sector), production and consumption is also shifting to
2.2Mn tonnes (1.043Mn t if short fibre thermoplastics the BRIC countries.
are disregarded)8, corresponding to a total value of
Regarding GFRP distribution per application industry,
US$5.093Bn (€4.4Bn)16.This value matches the
the transport sector consumes one-third of total
absolute level of 2004, illustrating that the level
production (35%, about 357 000 t). The transport
achieved before the economic crisis (1.195M t in
sector includes road vehicles, railway locomotives
2007) has not yet been regained. Focusing on that
and rolling stock and boats and aircraft. Lightweight
1.043M t, the vast majority (>85%) accounts for
construction solutions, required to meet official CO2
thermosetting materials, whereas a small share (11%)
emissions standards, continue to be the principal
represents other thermoplastic materials such as glass-
market driver in vehicle construction. For automotive,
mat reinforced thermoplastics (GMTs) and long fibre
the worldwide suppliers of GFRP for the automotive
reinforced thermoplastics (LFTs). Whereas relative
market include Owens Corning, Millfield Group,
growth is above average in some EU countries such as
Vetrotex, Lanxess and Ahlstrom.
Germany (automotive industry) and UK (construction
Fig. 11 – L
eft: GFRP production by volume in EU since 2004 (in ‘000 tones, SFT disregarded).
Right: GFRP production in EU for different application industries (year 2013).
(Source: AVK – CceV, 2014).
1.132 1.195
1% 1.041 1.065 1.058 1.015 1.049 1.010 1.043 1.020
15 %
815
35 %
34 %
15 %
2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014*
* estimate
Transport
Electro/Electronic
Construction
Sports & Leisure
Others
16 — Using the maximum price of €2/kg from Ignaas Verpoest for SusChem “Composites Materials Research Challenges”31
Growth in the automotive composites market used and visual appearances in their vehicles. One example
to be driven by the need to reduce corrosion in metal is the BMW M3. Especially in small series production,
The motivation
parts. However, metallic parts started to be coated in composites have been a viable option due to the low
zinc to prevent rusting. Automotive manufacturers then cost tooling and machinery needed to produce the
used composites for aesthetic reasons. Composite required composite parts. The premium price that
materials gave automotive manufacturers the these vehicles demand also allows manufacturers to
possibility to build parts with distinct shapes, textures incorporate more expensive composite parts.
and drivers 3.1 Lightweighting
Fig. 12 – Automotive material mix (1975-2010)
(Source: Lucintel)
3
Automotive Material Mix from 1975 to 2010 Change in Materials Usage Per Vehicle
(Average Vehicle Weight in lbs) from 1975 to 2010 (in lbs)
Steel
3,900 3,694 3,924 4,040 -598
High Strength
419
57.6 % 46.8 % 44.4 % 40.8 % -348 Iron
Average Vehicle Weight in lbs
258 Aluminium
8.8 % 11.3 % 13.8 %
3.6 % 5.9 % Other Metals
12.6 % 9.0 %
15.0 % 8.5 % 57
6.3 % 7.5 %
3.9 % 4.3 %
2.2 % 3.8 % Plastics & Composites
3.0 % 7.8 % 9.4 % 199
6.5 %
4.6 %
14.0 % 15.3 % 16.1 % 17.3 % 154 Other Materials
1975 1995 2002 2010
Today, lightweighting is a crucial factor leading to the plastic composites are increasingly used. Due to
rapid expansion of the global automotive composite their lightness and stiffness, plastic composites are
market. Different lightweight materials have always a feasible option to reduce vehicle weight. Reducing
been part of the automotive materials mix, but as shown the weight of vehicles is gaining more and more
in Fig 12, high strength steel, aluminium and prominence due to the factors explained below.
3.2 CO2 Regulations
Firstly, European carbon emissions regulations will method would be to reduce the vehicle’s weight
be lowering the permitted amount of emissions per using composite components. However, certain
kilometre, from below 130g/km CO2 in 2015 to OEMs have expressed their concerns at the planned
95g/km CO2 in 2021. A level of 68-75g/km CO2 is regulations as they are more stringent compared to
proposed beyond that, possibly by 2025 or 2030. This other regions in the world, potentially leading to added
will be confirmed in 201517. This encourages OEMs to costs in product or technology development.
improve the fuel economy of their car fleet. One possible
17 — http://ec.europa.eu/clima/policies/transport/vehicles/index_en.htmYou can also read
