ABSTRACT

Over the past few decades, high performance plastic materials in automobiles have
experienced a real boom and their applications are increasing with a tendency of further
growth. The polymers are finding their way deep inside most of the applications primarily
because of light weight and relatively better properties. The average global plastic penetration
is 120 kg/vehicle and average Indian plastic penetration is 60 kg/ vehicle. The basic functions
of such wide use of high performance plastic materials in vehicles dictate the appearance of
the automobiles, their functionality, economy and low fuel consumption. The application of
polymeric materials allows more freedom in design and approximately 82 percent of an
average vehicle’s Weight gets recycled. The focus of present study is to give comprehensive
review of high performance plastic materials and their applications in automotive comfort
and safety. This paper explores the role of the Plastics Industry in facilitating development of
Future Vehicle Architectures with enhanced active and passive systems for improved
automotive safety worldwide.

Various applications of plastics in a typical car.

INTRODUCTION
PLASICS IN AUTOMOTIVE MARKETS TODAY:

The automotive industry is on the brink of a revolution, and the plastics industry poised to
play a major role. The real plastics revolution in automotive industry began in 1950 when
thermoplastics made their debut, starting with ABS and going on to polyamide, Poly acetal
and polycarbonate together with introduction of alloys and blends of various polymers.

The applications of high performance plastic are playing an important role in the automotive
industry these days. It is constantly increasing and this trend is expected to continue. The
main aspect in choosing the high performance plastic materials in relation to other materials
used in automobiles are the design of automobiles, their functionality and more economic

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manufacture, as well as reduced fuel consumption. It is estimated that every 10% reduction in
vehicle weight results in a 5% to 7% reduction in fuel usage.

Plastics encompass a wide variety of functional polymeric compounds that exhibit a vast
range of desirable properties. They are durable, strong and lightweight. They can be made
transparent, translucent or opaque; soft, flexible or hard in almost any shape, size or color.
They can be heat-, chemical- and corrosion resistant. They are excellent thermal and
electrical insulators and also can be made electrically and thermally conductive. Because of
plastics’ versatility, they are extremely cost-effective in a wide variety of commercial
applications including a broad range of uses in the transportation market

WHY PLASTICS

 Plastics encompass a wide variety of functional polymeric compounds that exhibit a

vast range of desirable properties.

 They are durable, strong and lightweight.

 They can be made transparent, translucent or opaque.

 They can be heat- chemical- impact & corrosion resistant.

 They are excellent thermal and electrical insulators and also can be made electrically
and thermally conductive.

 Plastics have adequate-to-good strength and rigidity in addition to a low density.

 Ability of plastics to be moulded into components of complex geometries, often

replacing several parts in other materials, and offering integral fitments that all add up
to easier assembly.

 Because of versatility they are cost effective and prove to be future materials.

 The minimization of the mass of parts is the main reason of choosing high
performance plastic materials. Some other advantages of increased applications of
plastic materials in transport vehicles include

 Safety and comfort

 • Minimal corrosion, allowing for longer vehicle life

• Substantial design freedom, allowing advanced creativity and innovation

• Flexibility in integrating components
• Recyclability

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 .

Comparison of materials used in an automobile

 The average vehicle uses about 150 kg of plastics and plastic composites
versus 1163 kg of iron and steel – currently it is moving around 10-15 %
of total weight of the car Although up to 13 different polymers may be
used in a single car model (Fig. 3), just three types of plastics make up
some 66 % of the total plastics used in a car polypropylene (32 %),
polyurethane (17 %) and PVC (16 %)

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TYPES OF PLASTICS USED IN AN AUTOMOBILE

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POLYPROPYLENE( PP)
 Polypropylene is extremely chemically resistant and almost completely impervious to
water. Black has the best UV resistance and is increasingly used in the construction
industry.
Application: Bumpers, chemical tanks, cable insulation, battery boxes, bottles ,petrol cans.
POLYURETHANE (PUR)
 polyurethane materials are widely used in high resiliency flexible foam seating, rigid
foam insulation panels, microcellular foam seals and gaskets, durable elastomeric
wheels and tires, automotive suspension bushings, electrical potting compounds, hard
plastic parts such as for electronic instruments, cushions.
POLY-VINYL-CHLORIDE( PVC )
 Poly-vinyl-chloride has good resistance to chemical and solvent attack. Its vinyl
content gives it good tensile strength and some grades are flexible. Coloured or clear
material is available.
 Application: automobile instruments panels, sheathing of electrical cables, pipes,
doors, waterproof clothing, chemical tanks.
ACRYLONITRILE-BUTADIENENE-STYRENE ( ABS)
 Acrylonitrile-butadiene-styrene is a durable thermoplastic, resistant to weather
andsome chemicals, popular for vacuum formed components. It is a rigid plastic with
rubber likecharacteristics, which gives it good impact resistance.
Application: car dashboards, covers.

POLYAMIDE (PA)
 Polyamide is known as nylon 6.6 or nylon 6. Both these nylons have high resistance
toabrasion, low friction characteristics and good chemical resistance. They also
absorb water easily and components in wet or humid conditions will expand,
precluding their use inapplications where dimensional stability is required.
Application: gears, bushes, cams,bearings, weather proof coatings.
POLYSTYRENE (PS)
 Polystyrene is very popular, ease to manufacture, but has poor resistance to UV light.
Application: equipment housings, buttons, car fittings, display bases.
POLYETHYLENE (PE)
 Polyethylene has good chemical resistance. Two types are used- low density

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Polyethylene (LDPE) and high density polyethylene(HDPE).
Application: glass reinforced for car bodies, electrical insulation, packaging,aesthetics.
POLYAOXYMETHYLENE (POM )
 Polyoxymethylene (also known as Polyacetal or Polyformaldehyde) has high
stiffness,rigidity and excellent yield, which are stable in low temperatures as well.
Very good chemicaland fuel resistance. Application: interior and exterior trims, fuel
systems, small gears.
POLYCARBONATE (PC)
 Polycarbonate has good weather and UV resistance, with transparency levels
almostgood as acrylic.
Applications: security screens, aircraft panels, bumpers, spectacle ,headlamp lenses.
PMMA
 Acrylic is more transparent than glass, has reasonable tensile strength (shatter
proofgrades are available) and good UV and weather resistance, high optical quality
and surfacefinish with a huge colour range.
Application: windows, displays, screens.
POLYBUTYLENE TETRAPHTHLATE (PBT)
 Polybutylene terephthalate has good chemical resistance and electrical properties,
hardand tough material with water absorption, very good resistance to dynamic stress,
thermal and dimension stability. Easy to manufacture - fast crystallization, fast
cooling.
Application: fog lamp housings and bezels, sun-roof front parts, locking system housings,
door handles,bumpers, carburettor components.
POLYETHYLENE TREPHTHALATE( PET)
 Polyethylene terephthalate has similar conditions as PBT, good thermal stability, good
electrical properties, very low water absorption, excellent surface properties.
Application: wiper arm and their gear housings, headlamp retainer, engine cover,
connector housings.
ACRYLONITRILE STYRENE(ASA )
 Acrylonitrile styrene acrylate material has great toughness and rigidity, good chemical
resistance and thermal stability, outstanding resistance to weather, aging and
yellowing, and high gloss. Application: housings, profiles, interior parts and outdoor
applications.

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Factors influencing the application of plastics in
automotive engineering
1.Weight of the component
2. Cost and crashworthiness
3. Safety and comfort
4. Recycling and life cycle considerations
5. Application of plastic in energy saving.

LIGHTWEIGHT
 As there is a high emphasis on greenhouse gas reductions and improving fuel
efficiency in the transportation sector.Yet the weight reduction is still the most cost-
effective means to reduce fuel consumption and greenhouse gases from the
transportation sector. It has been estimated that for every 10% of weight eliminated
from a vehicle's total weight, fuel economy improves by 7%. This also means that for
every kilogram of weight reduced in a vehicle, there is about 20 kg of carbon dioxide
reduction

Some of the facts about the lightweight materials are as follows: [McWilliams, 2007]

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• The total global consumption of lightweight materials used in transportation equipment was
42.8 million tons/$80.5 billion in 2006 and will increase to 68.5 million tons/$106.4 billion
by 2011, at a compound annual growth rate (CAGR) of 9.9% in tonnage terms and 5.7% in
value terms between 2006 and 2011.
• High strength steel accounts for the largest percentage of total tons of lightweight materials
consumed, followed by aluminium and plastics. In value terms, plastics with their relatively
high unit prices are the largest market segment. Aluminium and high strength steel are the
second and third largest product segments.
• Motor vehicles, particularly passenger cars and light trucks, are by far the largest end user
segment. Shipbuilding was the second largest consumer of lightweight materials, while the
aircraft industry ranks second in the value of the lightweight materials consumed.

Cost
it is one of the most important variables that determines whether any new material has an
opportunity to be selected for a vehicle component. Cost includes three components: actual
cost of raw materials, manufacturing value added, and the cost to design and test.
Since cost may be higher, decisions to select light metals must be justified on the basis of
improved functionality. Government regulations mandate reductions in exhaust emissions,
improved occupant safety, enhanced fuel economy, reductions in workplace emissions,
increased safety requirements, and requirements for toxic materials handling and disposal.

The ability to approach the total cost of the competition, therefore, must be associated with
lower component manufacturing costs. Compared to cast irons and steel, cast aluminium and
magnesium components are potentially less costly. This is based on their reduced
manufacturing cycle times, better machinability, , ability to have thinner and more variable
wall dimensions, closer dimensional tolerances, reduced number of assemblies, more easily
produced to near net shape(thus decreasing finishing costs, and less costly melting/metal-
forming processes).

CRASHWORTHINESS
The ability to absorb impact energy and be survivable for the passengers is called the
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‘‘crashworthiness’’ of the structure in vehicle. There are two important safety concepts in
automotive industry to consider, crashworthiness and penetration resistance.
Crashworthiness is defined as the potential of absorption of energy through controlled
failure modes and mechanisms that provides a gradual decay in the load profile during
absorption. However, penetration resistance is concerned with the total absorption without
allowing projectile or fragment penetration.
The current legislation in design of the automobiles requires that, in the case of an impact at
speeds up to 15.5 m/s (35 mph) with a solid, immovable object, the occupants of the
passenger compartment should not experience a resulting force that produces a net
deceleration greater than 20g.
The current trend of materials in car industry is towards replacing metal parts more and
more by polymer composites in order to improve the fuel economy and reduce the weight
of the vehicles. The behaviour of composite failure in compression is the opposite to metals.
Most composites are generally characterized by a brittle rather than ductile response to load.
While metal structures collapse under crush or impact by buckling and/or folding in
accordion (concertina) type fashion involving extensive plastic deformation, composites fail
through a sequence of fracture mechanisms involving fibre fracture, matrix crazing and
cracking, fibre-matrix de-bonding, de-lamination and interply separation. The actual
mechanisms and sequence of damage are highly dependent on the geometry of the
structure, lamina orientation, and type of trigger and crush speed, all of which can be
suitably designed to develop high energy absorbing mechanisms

Recycling and life cycle considerations

One of the major growing concerns in all the industries including automotive, is an
increased awareness for environment. Issues such as ‘protection of resources’, ‘reduction of
CO2 emissions’, and ‘recycling’ are increasing the topics of consideration.

L
ACACCAVCSTFVGWEGDSBBACNBZNAB
from the perspective of a dismantler or shredder, the value of the vehicle is not zero because
they are not directly interested in thevehicle function; rather, they are interested in the value
of the vehicle subassemblies, parts,and materials (Kumar et al., 2007). It should be noted that
the expression end of use product‘EOUP’ is preferred over the commonly used end of life
vehicle ‘ELV’ phrase, because as awhole the vehicle may no longer be functional, but certain
subassemblies or parts may befunctional and of course the material can always be recycled
for the secondary materialsmarket. Each life cycle stage shown in Figure 1 consumes certain

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amount of energy, andproduces air/water emissions and municipal solid wasteSelection of
materialand manufacturing technology also impacts the automotive recovery infrastructure. It
issuggested that replacing steel with aluminium or a composite material not only increasesthe
fuel economy but also reduces the overall life cycle emissions and energy
consumption.However, it is also likely that the total solid waste, which is usually landfilled
will increasewith such material substitutions.
BSBSJHJSH

GSVGVS

Plastics for safer operation

Improve Characterization and Predictive Modelling of Plastics – Continuous improvement in
predictive modelling of the crash performance of plastic components is vital to strengthening
the position of plastics as a preferred automotive material.

Technology Activities and Properties in Four Key Areas

The four areas are Interiors, Bodies and Exteriors, Power train and Chassis Components, and
light weighting:

Interior
Priorities for improving safety in the passenger compartment include making safety advances
affordable through innovative design and more efficient manufacturing capabilities,
designing for increased vehicle compatibility, accommodating an aging driver population,
including more safety features in reduced package space, and enhancing safety belt designs
 Providing safety using SEAT BELTS using plastics as affordable material.
 Provision of AIRBAGS.
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 

Seat back air bags

.
 Body & Exterior – From bumpers to body panels, laminated safety glass
to rear parking assists, research activities must include energy
management technologies that resist vehicle intrusion, impede roof crush,
and reduce body and exterior weight without compromising safety
performance.

 Power train & Chassis – Research in this area focuses on components that
generate and deliver power and include the frame and its working parts. R&D
priorities include pursuing significant advancements in engineering and research
capabilities for designing with plastics, exploring new ways to optimize safety and
fuel efficiency, expanding predictive modelling capabilities for composite materials,
and developing the new safety components that will be required for future alternative
vehicles and power train options.
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  Light weighting – The transition to lightweight materials from conventional ones
requires research activities that will increase the overall value of plastics in
automobiles; develop new, high-performance components that lower the centre of
gravity of a vehicle; improve crash avoidance and performance systems; and enhance
pedestrian safety.

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Application of plastic in energy saving
• In the automotive sector, the replacement of metal components by plastic composites
that weigh less than 50 per cent of the original contributes to significant energy
savings. Greenhouse gas emissions were reduced 55% on the same basis.
• Using plastics in transportation building and even packaging applications invariably
results in very significant savings in materials and in fossil fuel energy.
• Plastic materials are extremely resource efficient not only in their production phase
but also during their use phase. thus they are promising material for sustainable world
• Plastics have the advantage of a high strength-to-weight
• ratio, allowing minimal material usage (and low cost) in
• packaging design
• Aluminiumcan also be replaced with plastic components that are
50% lighter at a 20–30% saving in cost. For example, the average plastic content of a
light vehicle has increased to 110 kg or approximately 12 per cent

MANUFACTURING OF AITOMOTIVE PLASTICS

1. Injection moulding:
 Injection moulding is the most important cyclic procedure of processing polymers and
it is the most widely applied procedure in manufacturing automobile parts. It is a
cyclic procedure of shaping by injecting the polymeric substance of a required shear
viscosity from the preparation units into the temperature regulated mould cavity. By
poly reaction and/or crosslinking or cooling the product, the mould part becomes
suitable for demoulding.
 The injection moulding procedure can be automated and it is suitable for
manufacturing moulded parts of high dimensional stability and complexity, as well as
of different sizes. Injection moulding can be applied for low-viscous liquids (e. g.
integral-polyurethane foams) or polymeric melts (e. g. thermoplastic melts).
 Before, the main principle of injection was piston injection, and today it is injection
moulding with screw. The material enters a heated melting cylinder through a funnel,
where it is caught by the screw. The material melts, and gathers at the top of the
screw. When enough molten material is collected, the whole screw moves forwards
and injects the melt through a nozzle into the mould feed system. At the beginning of
cooling the material contracts and the melt continues to remain under post-pressure.
Later, the screw returns into the initial position and prepares for the new quantity of

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 material, and the mould opens and the product is demoulded. The injection moulding
machines contain only one screw, and big injection moulding machines can inject up
to 175 litres of melt at a time.
 Successful development of injection moulding of thermosets has significantly
expanded their field of application. The injection moulding of thermosets is especially
competitive in the production of thick-wall moulding parts, due to the much shorter
cycle duration. For injection moulding of thermoset melts a machine can be used
which is also used for injection moulding of thermoplastics. Elastomers can also be
injection moulded.
2. Blow moulding:
 Blow moulding is a cyclic procedure of forming a preform into a product, hollow
body which strengthens its shape by cooling. Blow moulding is a very important
processing procedure, meant for production of hollow articles or one-side open
hollow bodies. In the first phase of the production of hollow bodies by blow moulding
preform is produced by extrusion or injection moulding. In the second phase the
workpiece is shaped. According to the method of producing the preform the extrusion
blow moulding and injection blow moulding are distinguished.
 Extrusion blow moulding is most often used for the production of items of many
thermoplastics such as polyolefin (PP, PE), acrylonitrile/butadiene/styrene graft
copolymer (ABS), rigid and flexible polyvinyl- chloride)(PVC), polyamide (PA) etc.
 The products can be axis-symmetrical, but also of irregular shape (e. g. fuel tanks in
automobiles). The semi-product of the first phase of extrusion blow moulding, a
preform, is obtained from the extruder in the form of a flexible pipe (hose). A part of
the pipe is then enveloped in a mould made of light metal because of efficient heat
supply. The mould is closed and in the process one end of the pipe, usually the bot-
158 ton, is squeezed by the mould and welded. The other end of the pipe is cut off and
the blow moulding machine is inserted in it. By pressing the blow moulding machine,
the neck of the future product is formed. Compressed air is then blown through the
blow moulding machine, which widens the pipe and pushes it to the mould wall.
 Injection blow moulding also consists of two workphases. In the first, the preform is
made by injection blow moulding, after completed pressing the moulded part remains
on the core and is transferred usually by turning the core, into the mould for blow
moulding. Compressed air is then blown through the blow moulding machine core

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 and the product continues to be shaped as described for extrusion blow moulding.
However, unlike extrusion blow moulding, the products of injection blow moulding
feature higher quality surfaces since there are no welded edges and consequently no
flash or waste material either.
3. Heat forming:
 The films, foils or plates cut from extruded strips are used as preforms for heat
forming. The preforms are also made by direct and indirect pressing, casting and
compression forming of polypropylene.
 Many thermoplastics are suitable for heat forming. In order to be formed, the preform
must be in rubber state. Therefore sometimes the still non-cooled strip is conducted
directly to the forming machine, but more often the preform must be heated, usually
by exposing it to infrared beams or by contact with heated part of the machine. Out of
the heat forming procedures stretching is most widely used, that can be caused
bymechanical compression, air pressure or sub-pressure action, and combination
thereof.
 The most frequent are the followingforming procedures
1.Stretching - free stamp forming, unheated preform is formed freely without matrix
by pressing the heated stamp,
2.Forming by compressed air- the heated preform is printed by compressed air into
the matrix, - free forming by compressed air, - forming in the matrix with sub-
pressure, the perform is drawn into the matrix due to the sub-pressure in it, - forming
in the matrix with stamp and sub-pressure, the preform is stamp printed into the
matrix from which the air is drawn out, and the preform clings closely to the matrix, -
forming on stamp with sub-pressure, the perform is stretched by stamp in which there
is sub-pressure, and it clings along the stamp and acquires its shape.
4. Extrusion:
 Extrusion is the most widely used processing procedure of polymeric materials.
Extrusion is used to produce the so-called continuous products or semi- products
(extradites), i. e. such products whose dimensions are neither all final nor precisely
defined e. g. rigid and flexible pipes, sticks, coated cables.
 Extrusion is a procedure of continuous primary shaping, by pressing the liquefied
polymers through nozzles. The extruded polymer hardens in the product, extradite by

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 cooling, crosslinking or polymerisation. Extradite is stacked or winded. The cyclic
piston pressing is called extrusion.
 The thermosets and thermoplastic polytetrafluorethylene are extruded .
The basic elements of extrusion line are the extruder (machine) and the mould. The
extruder serves to press the liquefied thermoplastic obtained by softening or solving.
It is pressed by worm rolls, screws or plates.
 The most frequent are the single-worm extruders, but the extruders with several
worms are also used. Solid polymer in the form of granules or powder enters the
extruder through a funnel. The entry of polymer is often enhanced by pre-pressure or
sub- pressure. Elastomers usually enter the extruder in the form of strips. Polymer
falls into the cylinder and then it is caught by the rotating worm screw and pressed
towards the extruder head. During the proces polymer is compressed, its volume is
reduced, and it is also heated. If the heating of polymer caused by friction is not
sufficient, the extruder cylinder is heated on the outside by the electro-resistant band
heaters. By passing through the cylinder the softened polymer can be very well
mixed, and thermally and mechanically homogenized.

TYPICAL CASE STUDIES

INSTRUMENT PANELS
• Polycarbonate/ABS resins
• Introduction of airbags in IP design
• Injection Molding

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 3. body and exterior parts

2. air intake manifold

Engine manifold
• Nylon 66 resin
• Injection moulded.

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 Tires
A typical tire is made of
• Nylon resin cap
• Inner ply
• Treads

Carburettors

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FUTURE DIRECTIONS

• Plastics are already becoming ‘smart’ and will likely serve numerous
important roles in automobiles key materials used in ultralow-emission
lightweight cars.
• The potential for light weight energy efficient materials is enormous in
this new type of vehicle and they can be expected to play an important
role in the vehicle of tomorrow.
• Bio-PDO is derived from corn sugar using a patented and proprietary
fermentation process and the Bio-PDO can be used as a replacement for
petrochemical based 1,3-propanediol and/or 1,4-butanediol (BDO)in the
production of plastics and elastomers.

Summary and conclusion

• The automotive industry today is a very competitive industry. In short,
plastics meet thechallenges of an industry whose demands are greater
than ever. While motorists want highperformance cars with greater
comfort, safety, fuel efficiency, style and lower prices, societydemands
lower pollution levels and increased recovery at end of life. Continual
innovation isa key feature in the use of plastics in cars. The competition
in the market of materials for automotive applications is substantial. This
isdue to the size and value of the market. In the more recent years the
environmental concernhas opened the need for lighter vehicle for lower
fuel consumption and also for the need ofrecycling.
• The plastic materials have become reliable and are in demand in the
automotive industries. As in future our necessity will be high
performance cars with greater comfort, safety, fuel efficiency, style,
lower prices, lower pollution levels and increased recovery at the end of
life, but it requires never

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References
1.Katarína Szeteiová, “Automotive materials plastics in automotive
markets today”, Polymer International, 2010.

2.Yajun, C.Jinlong,Y., Linfen, C. “Present Status and Trend of

Materials Composition in Automobiles”, 2008

3.Automotive Recyclers GM. http://autorecyclers.ca/green-recycled-

parts/good-for-the-earth.

4.Dr. Michael Fisher and SuzanneCole , “Enhancing future

automotive safety with plastics”, American Chemistry Council, 2006

5.Dr. Rajeev srivatsava,“ Advances in the automotive polymeric

applications and recycling”, International Journal of Innovative
Researchin Science, Engineering and Technology, 2013

6.Association of Plastic Manufacturers in Europe Annual Summit,

2007

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 ME7390 DESIGN WITH ADVANCED MATERIALS

A TERM PAPER
ON

APPLICATIONS OF PLASTICS IN
AUTOMOTIVE ENGINEERING

DEPARTMENT OF MECHANICAL
ENGINEERING[MACHINE DESIGN SECTION]

IIT MADRAS

UNDER THE GUIDENCE OF:

DR. RAGHU V PRAKASH

SUBMITTED BY:
PRAKASH MALAGUND
ME17M100

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