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Polymer Composites for Automotive Sustainability

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Polymer Composites for Automotive Sustainability 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 S Ignacio Magallon Consultant hor Kelvin Ong AUT Consultant 4 Acknowledgements his publication is the result of a collaborative effort with different T organizations following a step-by step process: The SusChem Board has established light-weight materials and composites materials among its priorities, as reported in the SusChem Strategic Innovation and Research Agenda (SIRA) which can be consulted on-line http://www.suschem.org/publications.aspx The SusChem Materials Working group has defined the main technical challenges spelled-out in the SusChem SIRA. The SusChem Working Group on Composites Materials for Automotive pulled together experts from the chemical industry, the automotive industry, the automotive parts suppliers as well as academia and recommended the publication of this position paper as well as a wider consultation with the established competence centres in Europe. In the course of the work leading to this publication we have contacted and interviewed the leaders of 10 European Clusters on Composites Materials who provided their views. 7 clusters also participated to a workshop organized by SusChem. A number of experts from the chemical industry, the automotive industry and from academia have reviewed the paper before its publication. 5 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 Christoph Greb Head of Composites Division - Institut fuer Textiltechnik of RWTH Aachen University and Textiles Marc Huisman Manager Advanced Thermoplastic Composites - DSM Joseph J. Laux Director of Business Development and Advanced Engineering (EU) - Light-weight Composites - Magna Management AG Gérard Liraut Expert Leader for Polymers “Characterization and Process” - RENAULT GROUP Andrea Pipino Research and Innovation Manager - Group Materials Labs - Centro Ricerche Fiat Jens Rieger Senior Vice President / Advanced Materials and Systems Research - Technology Incubation – BASF - Member of the SusChem Board Eckart Ruban Head of Automotive Industry Team - Evonik Uwe Seemann Innovation Manager Automotive - BASF Kristian Seidel Senior Manager Body Department - Institute for Automotive Engineering - RWTH Aachen University Paruchuri Sreenivas R&D Frames Engineering- Faurecia Autositze GmbH Thomas Staffenberger Head of Research, Automotive Division - BENTELER SGL Composite Technology GmbH Ignaas Verpoest Emeritus professor - ex-Chairman Materials Reserach Centre, Coordinator HIVOCOMP project - University of Leuven (KU Leuven) 6 Contents Executive summary 8 Introduction 12 1.1 Overview of polymer composites 13 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 15 1.3.1 Carbon fibres (CF) 16 1.3.2 Glass fibres (GF) 16 1 1.3.3 Natural fibres (NFs) 16 1.4 Processes: a comparative overview 17 1.5 Milestones and recent examples 18 of composites applied to the automotive sector The market and opportunities 20 2.1 Supply: the European automotive composites value chain 21 2.1.1 European scientific and technical excellence 22 2.2 Global outlook 24 2.2.1 USA 24 2.2.2 Japan 25 2.3 Market demand: CRP/GRP trends 25 2.3.1 Carbon composites and the CFRP market 26 2 2.3.2 Glass fibre composites and the GRP market 28 The motivation and drivers 30 3.1 Lightweighting 31 3.2 CO2 Regulations 31 3.3 Demand for fuel economy 32 33.4 Increased uptake of electric vehicles 33 7 Challenges 34 4.1 Technical 35 4.1.1 Recycling process 35 4.1.2 Manufacturing process 36 4.1.3 Methods determining damage to materials 36 4.1.4 Joining techniques 36 4.2 Transversal 36 4.2.1 Cascade of knowledge and multi-material design process 37 4 4.2.2 Intra-industry cooperation 37 4.2.3 Synchronisation of policy and research agenda 37 Possible approaches to address 38 industry-wide challenges 5.1 Increase coordination between existing centres 39 5.1.1 Roles and responsibilities 39 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 5.3 Stengthen technical/academic skills 41 5 5.3.1 Skills training for workers / Tier 1 suppliers 42 5.3.2 Education programme 42 5.3.3 Knowledge dissemination 42 5.4 Consolidate a roadmap: encourage further innovation 42 5.4.1 Supporting innovative SMEs 42 5.4.2 Inclusion of priority call topics for H2020 2016-17 calls 43 5.4.3 Proposing to support the coordination of European centres 44 Summary: a coordinated Vision 46 for European automotive composites Annex A: Overview of existing European automotive composite 48 clusters that could form the possible basis of a virtual network Annex B: Current and recent European R&D&I projects 50 6 and initiatives on automotive composites Polymer composites for automotive sustainability 8 Executive summary Executive summary 9 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 value European chemical and composites industry. However, recycling could help to improve the overall LCA score of the current composites share of the average automotive composites, but remains challenging. This is especially bill of materials stands at 3.6% with competing materials important given the present EU end-of-life directive5 such as steel and aluminium. Perhaps surprisingly the for cars (valid since 1st of January 2015), which automotive sector has the lowest composites penetration stipulates mandatory reuse and recycling of 85% of in comparison to other advanced product segments the vehicle (and does not consider ‘energy recovery’ of such as the maritime (ships) or consumer goods. The polymers to be recycling). Bio-based matrix materials 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 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 IRT <130g CO2/km in 2015 down to <95g CO2/km by Nantes, IMAST). Fully private collaborations between 2021). Composites can offer lightweight benefits from automotive and the chemical industry (Toray – Daimler, 15-25% for glass-fibre reinforced composites (GFRP) SGL – BMW, SGL – VW, TohoTenax – GM) have also to 25-40% for carbon-fibre reinforced composites emerged. These have resulted in substantial resources (CFRP) in comparison to other structural metallic being dedicated to this field, such as the investment materials that are presently dominant, such as steel, of US$ 200 Mn by BMW-SGL to triple production iron and aluminium.2 The benefits of light-weighting capacity of its CFRP plant6. However, unlike other can be translated into potential savings of 8 million leading global regions such as the US or Japan, in tons of CO2 per year in the EU wide vehicle fleet3, the EU policy and R&D programmes to strengthen its calculated using a theoretical 33% weight reduction expertise and capacities on automotive composites on a 10% volume of the entire EU fleet. Considering are coordinated at country level, making it difficult to that in 2007 over 500 million tons of CO2 emissions consolidate and expand its leading global technology were estimated to be due to cars in the EU, savings position without EU level coordination. due to composites light-weighting would be translated into a potential 1.4% improvement on the present day situation in Europe.4 1 — http://www.lucintel.com/lucintel-globalcompositemarketanalysis-acma2012-educationalsession.pdf
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