An automotive perspective on the use of carbon fibres

Transcription

1 An automotive perspective on the use of carbon fibres Dr. Armin Plath I Dr. Olaf Täger I Timo Niederstadt I Materials and Manufacturing Processes

2 The Challenge of CO 2 -Reduction 2

3 Opportunities for weight reduction in volume production Mixed Material Design Strategie 3

4 Conclusion 4

5 Requirement to reduce CO 2 emmisions Emission Source Greenhouse gas emissions in Germany per car 1) -123g CO2/km 143g CO 2 /km 20g CO 2 /km Germany 2010 Germany ) 1) Source: McKinsey & Company, Ministry of Environment 2) Memorandum of Understanding, e.g. EU- and G8+5-Staates, Part of Copenhagen Accord

6 [g CO 2 / km] Entw icklung des Flottenverbrauchs Change of fleet consumption at Volkswagen Group Volksw agen Konzern Ziel EU Target EU [Jahr] Year 6

7 Consumption allocation 100% Consumption Friction / Electric 3% 42% Drive Train Rolling Ressistance 13% Aero dynamics 19% 23% Weight Weight causes about ¼ of fuel consumption 7

8 Measures for CO2 reduction Improving efficiency Bio fuels New technologies Lightweight construction Cellulose Ethanol Biomass to Liquid Biogas e-gas Electro mobility XL-1 R8 e-tron Source: Group Research Volkswagen AG 8

9 The weight spiral comfort safety quality legislation interior large fuel volume + kg high performance heavy chassis body adaption 9

10 Reversal of the weight spiral integrated components and functions new materials and processes cost- / weightoptimisation light chassis next vehicle generation down sized engine body adaption reduced fuel volume kg 10

11 Tolerable costs for lightweight designs in automotive applications accepted additional costs for lightweight constructions ( /kg) acceptable additional costs for weight reduction are depending on aerospace up to civil aviation up to 450 automobile up to 10 Source: Dr. A. Mertz, Honsel GmbH Fachtagung Automobil-Leichtbau the weight saving area high medium low 11

12 CFRP unidirectional relative component weight for the same functions Aluminium CFRP Steel lightweight steel construction Magnesium quasi-isotropic qualitative costs Lightweight material properties and costs 100% 25 75% -5 to -25% -40% Audi A8 car body structure VW XL1 car body structure 20 50% -15% -20% % -60% 5 Source: N/EK-L; EKP 1 12

13 Greenhouse gas [Kg CO 2 -Äq.] Challenge Environmental impact, lightweight design and LCA Manufacture Use phase (mile age in km) Recycling break even extreme lightweight design intelligent lightweight design Conventionell design Accordiung to Volkswagen AG corporate environmental principles: Light weight design has to achieve an overall improved life cycle balance. 13

14 CO 2 Profile: CF-Component vs. 1kg Aluminium-Component Potential for acceptable LC Performance but still work to be done! Global warming potential [kg CO 2 -eq/comp.] Base Line CFC: 60% fibre fraction (Weight), 35% cut-offs, 25% weight reduction vs Aluminum design, 24K fibre Design and Manufacturing: reduced cut-offs (25%), improved weight reduction (35%) C-Fibre Production: energetic improvements regenerative energy sources Reference Point equal performance aluminium component Use phase ( km): reduced consumption vs. Aluminium Others Epoxy Stabilisation and carbonisation PAN Fibre Aluminium Sheet Metall manufactoring and forming Total 14

15 Festigkeit [MPa] Properties of reinforcement fibres under tensile load Target for Material Matrix 7000 IM Intermediate Modulus 6000 S-Glas 5000 Basalt E-Glas HT High Tensile HM High Modulus Modul [GPa] Basic requirement Standardised Material Matrix for fibres and textiles 15

16 Result of Fibre Reinforced composite evaluation Analysis of fibre/ matrix potential Assessment of supplier data and technical requirement Reference composite Unidirectional Laminate 2mm Plate thickness Fibre characterisation with reference matrix Matrix characterisation with reference fibre Test programme Fibre dominated proberties tested in UD direction Matrix dominated properties perpendicular to fibre direction Data base Comparison to manufacturer data Generation of material cards Evaluation of Fibre / Matrix compound combination 16

17 Future focus Design concepts Joining technologies Vehicle manufacturing sequence Low volume production a th Alu > a th CFRP curing at 100 C CFC-Structures E-coat curing 180 C material mix suitable for cataphoretic painting Small & medium production scale Al-Structures tolerable tensile stress at 180 C CFCparts/- modules body construction (St-/Al-/CFC) Large scale production Material mix for large volume Steel/Aluminiummaterial mix Product: tolerable compression stress in use phase enable expansion in joining zone adhesive and rivet allow movement and withstand all stresses before curing: Anticorrosive coating top-coat Vehicle assembly Optimised steel lightweight design after curing: Target: Integration in existing assembly facilities polymerization Ϭ increases collapse 17

18 Thank you for your attention. Dr. Armin Plath I Dr. Olaf Täger I Timo Niederstadt I Materials and Manufacturing Processes