Polymers in Automobiles

Candace Mustang DeMarti

Henry Firebird Antonovich
Kevin Camaro Reinhart

Overview
Plastics vs. Metals
Polymer Applications in
Automobiles
- Instrument Panels
- Engine
- Windows
- Tires
- Body Panels

Why use plastics?

Oil Embargo (1970s) and Japanese
Competition
Compete with other materials based
on:

Weight savings
Design flexibility
Parts consolidation
Ease of fabrication

Show & Tell

Car Part

Polymer

Trim Panels (3)

Polypropylene (PP)

Impact Absorber

Thermoplastic Olefin (TPO)

Radio Housing

ABS/Polycarbonate(PC)

Door Outer Panel

ABS/Polycarbonate(PC)

Handle

Polypropylene (PP)

Fog Light Cover

Thermoplastic Elastomeric
Olefin (TEO)
Elastomers

Tire

Application

Material

Processing Method

Load-Bearing

Glass-fiber reinforced
Pressing of resin
- bumper beams
polyester resins
compounds
Moldings/covers Polyurathane
Injection Molding
- front apron
Polypropylene
- spoiler
Polyethlene
- wheel-well liners
Acrylonitrile-butadiene- radiator grill
styrene (ABS)
- hood
Polycarbonate
- fenders
- trunk

Protective
Moldings
Energy
Absorbing Foam

Polyvinyl chloride
Ethylene-Propylene
Terpolymers
Polyurethane

Injection Molding/
Extrusion
Liquid Reaction
Foaming

Instrument Panels (IP)

Polycarbonate/ABS resins
Introduction of airbags in IP design
Injection Molding vs. Blow Molding

Instrument Panels (IP)

Engine
ULTEM polyetherimide (PEI) resin to replace
aluminum under the hood for 1st time
High-performance
amorphous resin from
GE
Complete air management
modules can be made of
thermoplastic
Throttle Body

Body Panels
Plastic Body Panels Chevy Corvette since
1953
Sheet Steel - still most commonly used for vehicle
body structure
Aluminum - weighs less but costs more
Plastics - increasingly used for metals parts
replacement

Choosing a material:

1. Cost
2. Flexural Modulus
3. Coefficient of Thermal Expansion
4. Chemical Resistance
5. Impact Resistance
6. Heat Deflection Temperature
(HDT)

On-line vs. Off-line painting

Better color match

Incorporate in existing
facilities
Assembly line
temperatures exceed
200oC
Alloys:
Polyphenylene ether/polyamide
ABS/Polyesters
ABS/Polycarbonates

Larger choice in
materials
Additional steps take
time
More plastics will
enter the market as
assembly lines are
redesigned

Sheet Molding Compound

(SMC)

Highly cross-linked and highly filled

Polymer component is polyester
Suitable of compression molding
Molded product combined high modulus
with high strength
Body panels (hoods and deck lids)
More expensive than metal, but lower
tooling cost

Applications of SMC
Bottom line benefits
Tooling for SMC hood was 23% of steel
Weight savings of 18%

Growth of applications
- Body panels on GMs Lumina, TransPort,
and
Silhouette
- Structural components - valve covers,
grille 250
million
lbs. of SMCfascia
was supports,
used in
opening
reinforcements,
1997
etc.

Applications of SMC
Composite front fenders and hood
design for 1995 Lincoln Continental
Result of need for lighter-weight and
more cost efficiency integrated system
SMC fenders and hood
Bottom line benefits:
SMC fender tooling was 40% of projected
tooling for steel fenders
Comparative weight saving was 33%

Solitary Bumper Beam

For 1997 Saturn coupe

Injection molded from GE Plastics
Xenoy 1102
Single part that replaces functions
of 17 parts on previous system
To absorb impact, specially
designed molded-in towers crush
upon impact

Windshields
Toughened Safety Glass (TSG)
- tempered glass

Laminated Safety Glass (LSG)

- two panes of glass bonded together
using polyvinylbutyral

Tire Components
Tread
Sidewall
Bead-high tensile brass-plated steel
coated with rubber

Radial Ply-belts of rubber coated cord

Innerliner
Reinforcing Fillers-carbon black
Chemicals-antidegradants, curitives

Desirable Properties of Tire

Components
Maximum

Minimum

Tread

Traction

Wear, Cut Growth,

Roll Resistance

Sidewall

Adhesion,
Oxidative Stability,
Cleanability

Weather Cracking,
Flex Cracking, Heat
Buildup, Scuffing

Wire Coat

Wire Adhesion

Heat Buildup

Ply Coat

Cord Adhesion

Heat Buildup

Innerliner

Ply Adhesion,
Oxidative Stability

Air Permeability,
Flex Cracking,
Heat Buildup

Elastomers in Tires

Natural Rubber (NR)

Polyisoprene Rubber (IR)
Styrene Butadiene Rubber (SBR)
- 1.89 billion lbs/yr (1993)
Polybutadiene Rubber (BR)
- 1.03 billion lbs/yr (1993)

Natural Rubber (NR)

99.99% cis Polyisoprene

Good low temperature flexibility.
Low Tg (-65 C). Low heat buildup.
200,000 to 400,000 MW. Easy Processing.
Has high tensile and tear properties. Stress
crystallizes.
Excellent dynamic fatigue
Poor resistance to oxygen, ozone,
hydrocarbon solvents and heat.

Polyisoprene Rubber (IR)

Same cis structure as NR, but also

contains low levels of 3,4 and trans 1,4
polyisoprene.
Above structures prevent stress
crystallization and thus has lower
tensile and tear properties.
300,000 to 500,000 MW.
Other properties similar to NR .

Polybutadiene Rubber (BR)

Good low temperature flexibility.

High abrasion resistance.
Low heat buildup.
Low tensile strength. Generally
blended with SBR or NR.
Improves aging resistance of NR.

Styrene Butadiene Rubber

(SBR)

Dynamic properties determined by

styrene, 1,4 and 1,2 butadiene levels.
Improved strength, abrasion resistance,
and blend compatibility over BR alone.
Addition of styrene results in lower cost
and contributes to the good wearing
and bonding characteristics.

Elastomers Used in Tire

Components
Tread
NR
BR
SBR

Sidewall
NR
BR
SBR

Wire Coat Ply Coat

NR
BR
IR

NR
BR
SBR
IR

I nnerliner
NR
SBR