Abstract Boeing 787, Airbus A380, domestic C919... Civil aviation aircraft have achieved remarkable results in the use of lightweight materials, especially composite materials. And the same is true for the automotive industry, which is in need of lightweighting. Why is there no big difference in comparison...
Boeing 787, Airbus A380, domestic C919... Civil aviation aircraft have achieved remarkable results in the use of lightweight materials, especially composite materials. And why is there no major breakthrough in the automotive industry that has the same demand for lightweight? The American Automotive Research Center, based in Ann Arbor, Michigan, conducted a new study to explore why cars are still so heavy. The research center surveyed 44 models of materials produced in 2015 and asked the automakers a question: How do they respond if they have to lose weight on the main components of the car in the short term?
The research team investigated that composite materials are an inevitable solution to car weight reduction. Research team leader Jay Baron said "If you want to lose weight on a car, you have to switch to a large-scale material, including car columns, beams, stringers, and so on." Automakers are also frank, and if they want to lose 15% on a car, it's hard not to rely on composite materials.
However, the more common methods of weight reduction currently used by car manufacturers are high temperature resistant plastics and reduced engine size.
If it is necessary to reduce the weight of the car by 5%, automakers usually choose a steel-aluminum integrated structure, such as Ford's F-150, which is an all-aluminum body. In turn, automotive manufacturers use modified plastics in the remaining components to further reduce weight. However, aluminum has defects in durability.
In addition to the steel-aluminum integrated structure, magnesium can also be used in conjunction with existing steel construction facilities. But there are two problems that make automakers less willing to do so. One is that 67% of production is concentrated in China, and the potential supply of raw materials makes it difficult for large-scale applications from manufacturers in other countries. The other is a substantial increase in costs.
Almost all suppliers believe that the value of carbon fiber and its composites in weight loss is unmatched by other materials. However, almost all car manufacturers agree that carbon fiber is the most difficult to operate in mass production.
Why is there such a contradiction? Because carbon fiber composites are the main material for automobile manufacturing, it means that existing production methods need to be reinvented. For example, Ford's all-aluminum body F-150, even if it is an aluminum replacement steel, Ford needs a lot of money to transform the factory. Coupled with the current modular production has become more and more common in the industry. Once a major adjustment occurs, the cost will be unimaginable.
Therefore, the biggest obstacle to car weight loss is that the cost of change is too great. Barron said, "The car manufacturer said to me: 'We have developed a standardized production process. Now you want us to build the door with composite materials? This is not in line with the standard, so it is disrupting the process."
Based on this, a possible trend for the next decade is that automakers will introduce lighter materials in key areas such as doors, hoods, front pillars and enclosures, but the core will still be steel.
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