LIGHTER WEIGHT AUTOMOTIVE PARTS, NATURALLY

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1 : LIGHTER WEIGHT AUTOMOTIVE PARTS, NATURALLY A new natural fiber reinforced thermoplastic material can reduce part weight by 5% or more with no performance tradeoffs. PolyOne Corporation Walker Road Avon Lake, Ohio USA 44012

2 IMPORTANT TO KNOW ABOUT LIGHTWEIGHTING Weight saved at the front of a vehicle has a greater effect on fuel savings New regulations- and the potential costs of not complying- make lightweighting a priority at automotive OEMs 1 kg of weight saved reduces a car s CO 2 emissions by circa mg/km traveled OEMs want weight savings of at least 5% to justify switching to a new material Weight reduction is one of the pillars of automotive original equipment manufacturers (OEMs) efforts to improve their vehicles fuel efficiency, as required by global regulations. Not only do lower-weight vehicles use less fuel, but they also generate fewer carbon dioxide (CO 2 ) emissions. It is estimated that every kilogram of weight saved in a car reduces its CO 2 emissions by 75 to 100 mg per kilometer traveled. The penalty for not reducing the average CO 2 emissions is significant. For carmakers marketing their vehicles in Europe, failure to reach incremental CO 2 limits imposed by the European Commission (average emission/vehicle for the entire fleet at 130g/km in 2015, and then 95g/ km in 2021 equivalent to a fuel efficiency standard of 57.4 miles per gallon) would force OEMs to pay a significant fee up to 95 per g CO 2 over the limit and for each new car sold. Put another way, the potential cost for an OEM having an average fleet positioned 10g CO 2 /km above the legal limit and selling one million cars per year in Europe represents 710 million. If an OEM would decide to absorb these costs, it would have a significant impact on profitability. If the OEM would decide to pass these costs on to consumers in the form of higher-priced cars, it would risk a loss of competitiveness and market share. Since neither scenario is palatable for automotive OEMs, they instead are leaving no stone unturned in their efforts to find materials that offer the optimum performance-to-weight for each application. Lightweighting Priorities: Focus on the front and reduce density by at least 5% There essentially are two strategies for lightweighting versus incumbent material solutions. One is to increase performance while keeping a part s density at its current level, and the second is to maintain the current performance at a lower density. The latter is typically the more feasible approach. PolyOne Corporation Walker Road Avon Lake, Ohio USA

3 Hemp fibers But where should lightweighting efforts be focused? On most current passenger cars, the weight of a vehicle is generally 60% at the front and 40% at the rear of the car. This balance, plus a low center of gravity of the car, is crucial for proper vehicle dynamics. Therefore the most critical areas of focus for lightweighting are primarily located in the front of the car for example in under-the-hood applications and front components such as lighting systems. Instrument panel carriers and other semi-structural parts also are of interest as these weigh enough to justify closer examination for reduced weight. The incumbent material for many of the applications in the front section of a car is injection molded short glass fiber reinforced polypropylene (PP-SGF). It offers a relatively low density along with good mechanical properties, and is readily available around the world. If not for the new EU regulations, it is unlikely that automotive engineers would be seeking alternatives to the proven PP-SGF. Rice hulls Wood flour Natural fiber reinforced plastics are not new, but they have seen limited use in automotive applications that require high strength and stiffness. Instead, new regulations are forcing a re-think about even the most established incumbent materials. In general, though, automotive OEMs have said that a new material solution has to offer at least a 5% reduction in density, at comparable performance, to be seriously considered as a replacement. Natural fibers, past and present Perhaps a new reinforcing material should be considered. Natural fibers have been used for decades to reinforce plastics used in automobiles, well before the use of glass fibers. Suppliers of thermoplastic compounds have developed materials reinforced with many different types of natural fibers. Some of these materials have established themselves in applications that do not require high strength or mechanical performance. However, natural fiber reinforced thermoplastics (NFR-TP) have seen limited use in vehicle applications requiring superior mechanical performance. Recently, though, a new NFR-TP solution has been developed that offers automobile manufacturers and their suppliers the opportunity to choose natural fibers and still realize high-level mechanical performance. Uphill battle for most natural fibers E-glass fibers are the reinforcement most commonly used in thermoplastic compounds in the automotive industry. These fibers perform well and are cost efficient. However, tests have shown that alternative reinforcement materials to E-glass could provide a better performance-to-weight ratio. These alternatives include carbon, basalt and S-glass fibers. PolyOne Corporation Walker Road Avon Lake, Ohio USA

4 In addition to these synthetic fibers, some natural fibers have a specific strength or modulus that in some cases can outperform E-glass. Some of them are agro-based, others are wood derived; very few of them are post-industrial. WHAT PREVENTED NFR-TPs FROM BROADER SUCCESS? Lack of (global) availability Limited mechanical strength Concerns about consistent performance Concerns about odor and mold Several factors can influence the performance of agro-based natural fibers, including genetics, growing conditions, seasonality and weather. From hemp, flax, ramie, and jute to kenaf, miscanthus, and bamboo, performance is often a function of factors that cannot be controlled. In addition, fibers are not available on a global basis. Until now, these challenges have limited the broader adoption of natural fiber reinforced solutions in many end-use applications and markets, despite the best efforts of many leading plastics suppliers and OEMs. While broader commercial success is lacking, enough programs have been attempted to confirm that parts with low densities can be manufactured when reinforced with agro-based natural fibers. Mechanical performance has been low, though, and not competitive with glass fiber reinforced composites. Wood-derived fibers also are an option. These typically have been byproducts of the wood industry and have been used as fillers in several types of polymers for Wood Plastics Composite (WPC) applications such as fencing and decking. Their reinforcement effect is more limited than agro-based fibers, but the production of these fibers is closer to an industrial process. Simply mixing natural fibers, whatever their origin, into a petro-based polymer matrix would result in poor homogeneity and low mechanical performance, since there is a limited chemical compatibility between the two components. The challenge consists in making a non-polar component (the polymer), and a polar component (the fiber) as compatible as possible. Steps taken to try to achieve this compatibility include fiber pre-treatment (similar to sizing of glass fiber), the addition of maleic anhydride polypropylene (MaPP), or other steps. In short, the first two key challenges before natural fibers can be successfully introduced in automotive parts are: Identify a natural fiber manufactured to deliver a high level of consistency in shape and performance, with global availability, and with a chemical pre-treatment for compatibility purposes, and Identify a technology that would couple the two components (the fiber and the matrix) to create strong bonding forces, and therefore deliver high mechanical performance in finished parts. PolyOne Corporation Walker Road Avon Lake, Ohio USA

5 Development and characterization of potential solutions The optimal target property profile for a material for semi-structural automotive applications is defined in the following table: Underhood applications remain a target for lightweighting projects. Property Conditions Standard Target Specific Gravity 23 C ISO-1183 <1.08 (g/cm3) Tensile Strength at break (MPa) Tensile Modulus (MPa) 23 C 50 mm/min 23 C 1 mm/min ISO Flexural Strength at break (MPa) 23 C 100 Flexural Modulus 2 mm/min ISO-178 (MPa) 4500 Charpy unnotched impact strength 23 C ISO-179/1eU 20 (kj/m 2 ) Heat Deflection 1,8 MPa ISO 75/A 140 Temperature ( C) 0,45 MPa ISO 75/B 155 This target property profile is representative of a typical short glass fiber reinforced PP used in automotive, but with at least a 5% lower density. When it comes to reinforcing polypropylene with natural fiber, many routes, variables, and choices can have a critical influence on the final solution: type of PP (homo- or copolymer) melt index natural fiber type coupling technology manufacturing process, etc. Using the statistical method of a design of experiment (DOE), these input variables could be reduced down to three: the type of fiber, coupling technology, and manufacturing process (compound extrusion). A PP homopolymer was determined to be the optimal matrix material. PolyOne Corporation Walker Road Avon Lake, Ohio USA

6 Evaluation of variables reveals significant differences Tests were conducted on two types of fibers: fiber 1 is an engineered natural fiber manufactured by an industrial process, while fiber 2 is an agro-based fiber. They have been processed in the same conditions (standard compound extrusion), and the below spider graph gives a direct mechanical performance comparison between the two fibers. It appears that there is a clear advantage for fiber 1 vs. fiber 2. Performance comparison between fibers 1&2 PolyOne Corporation Walker Road Avon Lake, Ohio USA

7 Fiber performance was then compared in terms of two coupling technologies; the coupling technology strengthens the bond between fiber and the thermoplastic matrix material. Coupling technology 1 is an advanced technology while the second one is a more commonly used coupling technology. The superior performance of technology 1 in comparison to technology 2 was confirmed on both fibers. Performance comparison between the two coupling technologies on fiber 1 The tests revealed that not only does fiber 1 offer better mechanical performance than fiber 2, but its response to the coupling technology 1 also is stronger than fiber 2. PolyOne Corporation Walker Road Avon Lake, Ohio USA

8 Now that the fiber and the coupling technology have been selected, it was necessary to investigate whether the compounding process (limited to two different technologies) had an influence on the property profile at various reinforcing fiber amounts (30% and 40% in weight, fiber 1). Performance comparison between the two processing methods on fiber 1 at 40% In the end, process 1 has proven to show the best overall performance, for both reinforcement levels, and the combination of fiber 1 together with coupling 1 and process 1 offers the highest property profile that could be achieved. These lab tests were confirmed on a commercial scale. PolyOne Corporation Walker Road Avon Lake, Ohio USA

9 With successful tests completed, the resulting solution was named resound NF natural fiber reinforced solution. resound is the brand name used by PolyOne to signify a solution contains at least 30% renewable resourced materials. The properties of resound NF solutions obtained at industrial scale with the combination of the different technologies (fiber, coupling, compounding) are very similar to the original target, and realize a density reduction versus short glass fiber alternatives of at least 5%. Comparison of resound NF 40% natural fiber reinforced solution vs. ultimate target profile PolyOne Corporation Walker Road Avon Lake, Ohio USA

10 Processing studies prove potential Injection molding of tensile bars proved the mechanical performance and easy processability of resound NF compounds. Like most natural fiber reinforced thermoplastics, resound NF formulations should be processed at temperatures below 200 C in order to maintain the integrity of the fibers. Using low temperatures also offers potential energy savings and short cooling times, for efficient yield at manufacturers. BENEFITS OF THE NEW SOLUTION 5%-10% lower density than comparable GFR- PP formulations, at equivalent performance Greater density reduction is possible when processed using MuCell foaming technology >20% improvement in tensile and flexural properties versus other NFR formulations 10 C to 20 C higher heat deflection temperature than other NFR formulations >50% improvement in impact strength versus other NFR solutions Process on standard machinery and tooling Experiments also were conducted on molding of parts molded from resound NF solutions on machines outfitted with the MuCell foaming process from the company Trexel. The MuCell foaming process is a well-known foaming technology for lightweighting parts via the controlled injection of supercritical fluids during injection molding. This technology is largely used for automotive components, especially with homopolymer PP-SGF (PPh-SGF) materials in order to reduce the apparent density up to 20%. The process affects material properties. Trials have been performed in collaboration with Trexel and the University of Lüdenscheid in Germany. ISO bars have first been molded with PPh-SGF and resound NF solutions, without MuCell foaming technology. Then, MuCell foaming technology has been used in order to obtain a weight reduction up to 20% with both materials. Finally, mechanical properties (tensile and flexural) have been measured and plotted versus the weight reduction obtained in comparison with standard glass fiber reinforced grades of PP. These results confirm that combining PPh-SGF with MuCell foaming technology in order to reach a 5% to 10% lower part s weight results in similar or lower mechanical performance than using a resound NF formulation without foaming, for the same final part s low weight. This finding opens new ways for automotive Tier Suppliers not using MuCell foaming technology to manufacture lightweight parts while optimizing their current equipment and system costs Further testing revealed that resound NF compounds are compatible with the MuCell foaming technology and show robust property retention. The retention is as robust as PPh-SGF for tensile properties, is even more robust for flexural properties, and clearly more stable for impact properties. The combination of both resound NF solutions and MuCell foaming technologies opens additional possibilities for OEMs and Tiers to further reduce parts weights while keeping high level of performance. PolyOne Corporation Walker Road Avon Lake, Ohio USA

11 Evaluation of on-line dilution of a concentrate Some customers value the flexibility of using a concentrate and diluting it with a neat resin, in order to adjust final reinforcement levels vs. application needs, or go below a 30% reinforcement level. Therefore trials have been conducted in order to evaluate the applicability of diluting a 50% reinforced resound NF compound. This concentrate has been mixed with neat PPh on an injection molding machine, in order to respectively obtain a 40% and a 30% reinforced material. Results obtained confirm a robust and compatible behavior of parts formed with the diluted solution On-line introduction of reground material The behavior and the robustness of both resound NF formulations and PPh-SGF technologies have been evaluated in regards to on-line use of reground material. Tensile bars have been molded, then ground, and finally molded again with the regrind material only. This was repeated three times. These results show a more stable performance of the resound NF solutions with reground material in contrast to PPh-SGF with the same level regrind content. The explanation for this difference of behavior is linked to the L /d (length over diameter) ratio of the natural fibers in resound NF formulations. A decrease of this L /d ratio generally results in lower mechanical performance. While a glass fiber is physically cut during the injection and regrinding processes, therefore decreasing the L /d ratio, a natural fiber tends to be cut as well but defibrillated at the same time. In this case, L and d both decrease, keeping the L /d ratio constant, and so also maintaining the mechanical properties. As a result it seems the limitation in the on-line re-introduction of reground PPh-SGF into the manufacturing process does not apply to resound NF solutions, meaning this new solution offers a potential no scrap process for users. PolyOne Corporation Walker Road Avon Lake, Ohio USA

12 Large part molding trials succeed PolyOne and Fraunhofer ICT in Germany selected two representative tools in order to perform processing and mechanical tests. One of these injection molds is the Pegasus tool, a semi-structural flat tripod, represented here below. 600 mm 25 mm 350 mm Pegasus shape and main dimensions This part has been molded in Fraunhofer ICT s technical center with four types of materials: Material Density (g/cm 3 ) PPh-SGF 30 1,14 resound RS NF 1,06 PPh-SGF 20 1,05 resound RS NF 1,02 Materials molded and their respective densities PolyOne Corporation Walker Road Avon Lake, Ohio USA

13 The two PPh-SGF have been molded at 240 C and 190 C, while the resound NF grades were molded at 190 C. The tool temperature was set at 50 C, and injection molding parameters were recorded. The injection molding pressure at 190 C shows a similar injection molding pressure of around 850 bar between a PPh-SGF30 and its equivalent resound NF lightweight alternative. The process is confirmed to be very stable for all materials. This same comparative processing approach was completed at injection molding machine supplier Arburg in Germany on a mold for the Fraunhofer ICT Beam geometry, a 390mm long, open-ribbed beam, with similar conclusions. Both Pegasus and ICT Beam parts were tested at Fraunhofer ICT in tensile and flexural configuration. For Pegasus parts, tensile tests were performed at 23 C and 110 C, while flexural tests were performed at 23 C only. Flexural testing set-up for ICT Beam The tests confirm that resound NF formulations have a similar modulus as the comparable PPh-SGF grades. Strength was measured based on force at break, and here again the resound NF parts performed as well as the PPh-SGF ones. As a reminder, resound NF solutions have a 5 to 10% lower density compared to equivalent SGF materials. Similar conclusions were made based on tensile testing, especially at 110 C, a demanding temperature for polyolefins. PolyOne Corporation Walker Road Avon Lake, Ohio USA

14 CAE simulations have been carried out in PolyOne s Innovation Center, in order to reproduce test conditions and failure modes with the Pegasus geometry. The results of the simulations are consistent with real laboratory tests. Deflection and Von Mises stress Ready for a change? Following a rigorous innovation process, advanced material and manufacturing technologies have been combined to create a solution that offers the required property profile with a low specific gravity. The result, resound NF natural fiber reinforced formulations, are highly engineered, strong and sustainable alternatives to glass fiber reinforced formulations, with densities 5-10% less dense than comparable glass fiber formulations. Compared to other natural fiber reinforced solutions, resound NF solutions offer mechanical property improvements of more than 20% for tensile and flexural properties, 10 C to 20 C higher heat deflection temperature, and more than 50% in impact strength. Customers can process resound NF compounds on existing machinery and tooling, MuCell foaming technology included, at low injection molding temperatures, resulting in short cycle times. These resound NF solutions are an excellent choice for technical applications in many industries. These new natural fiber reinforced polymer formulations enable automotive OEMs and their suppliers to meet goals for lightweighting, sustainability, production efficiency and performance, opening new weight-out opportunities in critical automotive segments including under-the-hood components, lighting systems, semi-structural applications, and many more. PolyOne has identified more than 15 potential applications in passenger vehicles for these formulations. PolyOne Corporation Walker Road Avon Lake, Ohio USA

15 Key automotive OEMs are going through their own internal evaluation processes to qualify resound NF formulations, combining lab tests and physical tests on real parts. The material has made its way onto the approved material list for a critical application in one case. Customers from non-automotive industries that value lightweighting and sustainable solutions in technical applications can benefit from resound NF solutions too. Parts molded with resound NF natural fiber reinforced solutions To investigate the potential of resound NF natural fiber reinforced solutions in your application, contact PolyOne at info@ polyone.com. PolyOne Corporation Walker Road Avon Lake, Ohio USA

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