BMC Taking Automotive Composites to a New Dimension

Brett W. Weber, Bulk Molding Compounds Inc.

Abstract

BMC (DMC, Duroplast) has long been used in automotive applications because of the excellent mechanical properties, creep and thermal resistance. Components such as headlamp reflectors, engine/valve covers, front timing chain covers, and small electric motors have benefited from this technology for many years. Recent advances in the formulations have opened up new applications in automotive under the hood applications. The new material technology is quickly finding its way into applications that require extremely tight molded dimensions and dimensional stability over a temperature range from -40C to 150C. Some of these applications include Electronic Throttle Controls (ETC), Air Control Valves (ACV), and transmission components. This paper is a case study of the successful conversion of aluminum ETCs to BMC composite materials.

Authors
Brett W. Weber is VP of Europe and Asia operations or Bulk Molding Compounds Inc. He has been in the composites industry for 20 yearsprimarily focused on injection molded composites for automotive applications. brett@bulkmolding.com.

Introduction
Bulk molding compounds (BMC) are based on thermosetting resins, mineral fillers and fibers. A typical formulation may have 13 different ingredients. There are an infinite number of raw material combinations that can be used to create the desired molding characteristics and end property performance. The base technology has been around for more than 60 years, but the last 15 years has yielded dramatic improvements. These improvements have come not only in the formulations, but also the processing of the materials (tooling and equipment). Historically BMC has been used in three basic market segments: Electrical, Automotive, and Consumer/ Household. Electrical is the oldest and most mature of

the markets. This market includes applications such as circuit breaker housings, small electric motor housings, switch gears, and all the way up to large fuse holders and electrical housings. Because of the excellent electrical insulating properties, high temperature resistance, and ability to obtain VO UL ratings, BMC is a natural fit for these applications. A characteristic that distinguishes BMC from other thermoset resins is that it is easily pigmented. BMC can be formulated to yield almost any color or appearance, including granite, marble, or other stone appearances. This characteristic has been the driving force behind the developments in the consumer/ household markets. Applications include range components (oven handles, vent trims), small appliance housings, heat shields for irons, and many others.

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The largest market segment for BMC composite materials is the automotive sector. This is based purely on the volume consumed. The number of applications in the automotive sector does not compare with that of the electrical or household segment; however, the volume of material consumed for each application is much greater. Traditional automotive applications include headlamp reflectors, valve covers, and smaller exterior components (such as spoilers, hood scopes, and fender supports). BMC technology has often struggled to find a fit in applications between aluminum and engineering thermoplastics. Die cast aluminum offers superior thermal performance but has limitations in the tooling costs, cycle times, and weight. Engineering thermoplastics have lower specific gravity than BMC (thus lower part weight), they are easy to use (meaning more engineers know how to design and process for thermoplastics) and offer some assembly advantages (i.e. welding). However, engineering thermoplastics are expensive (cost/cubic inch) compared to BMC, and their thermal performance is inferior. There is a continuous driving need to reduce costs and weight in automobiles. This is typically done by conversion of metal components to plastics or composite materials. There is a long history of success stories in metal conversions. The development of the electronic throttle control (ETC) has opened up new doors for the use of composite materials. The geometry of the electronic throttles is far more complex than the traditional mechanical throttles. They often incorporate the electric motor housing, oxygen sensors, and inlets to recirculate exhaust gas. As one can imagine, as the complexity of the design increases, the costs associated with casting and machining the part with aluminum increase exponentially. The benefits of the ETC compared with mechanical controls are numerous. The electronic throttle control offers replacement of, or support for, idle speed control, cruise control, and traction control. It reduces emissions in the form of fast catalyst heat up and catalyst protection. It offers improved fuel economy through coordination of engine torque and transmission control for the lowest fuel consumption and improved drivability. It also improves the comfort level of the

driver because there is no jerking and the system actually learns customer specific pedal characteristics. These benefits have proven to be things that the consumer wants, and in these days of extremely high gasoline prices, the consumer is demanding these improvements. Because of this demand, it is estimated that by 2014 market penetration for these devices will exceed 90% in the developed regions of the world; and 60% in the developing regions. To put this in perspective, in the year 2000, in regions other than Europe, the market was essentially 0. Increased design complexity and market demand have forced the industry to find a more efficient and cost effective solution to produce the electronic throttle controls. Through close collaboration between the Tier 1 electronic throttle control manufacturers, the composite molding community, the composite compounders, and raw material suppliers, a solution has been reached using bulk molding compounds (BMC) injection molded composites.

Technical Discussion
Performance Characteristics of the ETC: The ETC is essentially a valve which controls the air flow into the intake manifold (Figures 13-14). Contrary to our common perception, the gas pedal often is not in control of the fuel being delivered to the engine. It would be more appropriate to call the pedal the air pedal. When pressed, a signal is sent to a control module, which then activates an electric motor. The motor in turn controls the opening and closing of a valve which allows air to enter the system. The amount of air coming through is monitored with an oxygen sensor which then sends a signal telling the fuel injectors how much fuel to inject into the system. Optimized fuel efficiency and engine performance is obtained when the valve movement is as smooth as possible and valve seating is absolutely repeatable. This is accomplished first and foremost by the tolerances of the manufactured parts (the throttle plate and the housing), as well as the dimensional stability of these parts over a wide operating temperature range (-40C to 150C). In addition to the strict dimensional requirements, the ETC must have resistance to all the normal under

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the hood fluids, including, but not limited to all types of fuel, engine cleaners, oil, transmission fluid, brake fluid, and power steering fluid. The ETC must also have good impact characteristics and noise dampening properties. BMC composite materials offer a performance to cost ratio that meets the demands of the ETCs better than traditional material solutions (Figures 1-12).
Figure 1

The price per pound of the BMC composite material is lower than the current prices for aluminum, PA66, or PPS. The BMC composite materials for ETCs have a higher specific gravity than glass filled PA66 or PPS. However the cost per cubic inch of the material is still less; 41% less than Aluminum, 27% less than PA66, and 62% less than PPS. The ETCs that have converted from aluminum to BMC composite have averaged an estimated 25% cost reduction in the finished part cost. Additionally the overall subsystem cost is reduced as no water heating is required (discussed later), and integration of non-electrical connections, such as vacuum tubes, is possible. With the BMC composite there is a reduction in tooling costs. Actual cost savings will be dependent on the design, but there will always be an improved ratio of the tooling investment to tooling lifetime. It is always beneficial to have the lowest cost solution. However, what makes the BMC composite materials so interesting for the ETC applications is the zero mold shrinkage and the dimensional stability over the operating range of the engine compartment (from -40C to 150C). The zero mold shrinkage is quite significant in that the molded part dimensions are a true replication of the actual mold dimensions. As discussed earlier, the key to optimum performance of the ETC lies in the tolerances between the throttle plate and the housing. The housing geometry is some what challenging for plastic materials because of its cylindrical shape, and uneven distribution of mass in the molded part. This geometry creates a large amount of stress in the molded part (Figure 17). This stress leads to warpage, either during post mold shrinkage as the molded parts are cooled. Or, subsequently during stress relaxation that occurs as the parts are cycled through the operating temperature range. Because of the zero mold shrinkage, no post mold

Figure 2

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Figure 4

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shrinkage, and very low coefficient of thermal expansion, the ETCs manufactured with BMC composite materials require no post molding operations. No machining, no fixturing. They are molded to net shape. This means when the parts are ejected from the mold, and after they have cooled, they are a near exact replication of the mold itself. An example of this is a through hole dimension where the requirement is 22.025mm, with a design tolerance of +/0.015mm (Figure 15). In this situation the BMC composite parts are holding dimensions of +/- 0.0075mm (basically half of the design tolerance). Another example is on a nominal diameter of 94.97mm that must hold a manufacturing tolerance of +0.03,-0.06mm (Figure 16). In this instance the molded parts are holding a tolerance of +/- 0.01mm. As stated earlier, the BMC composite materials have a specific gravity lower than that of aluminum (2.0 g/cc vs. 2.7 g/cc). This density reduction, coupled with the ability to consolidate/ integrate parts, corresponds to a BMC composite ETC that weighs 25 30% less than the same ETC designed in aluminum. This weight reduction not only improves the fuel economy but results in less vibration stress on the manifold. Some additional benefits not often investigated include icing issues and improved crash behavior. Layers of ice will form on aluminum ETCs during cold weather. This ice layer is slow melting due to the higher temperature transmission of aluminum. Aluminum ETCs require an ice break function and often heating elements to address the icing issue. The BMC composite ETCs only develop frost particles during the cold weather, which do not require activation of the ice break function, and are easily melted due to the low temperature transmission of the BMC composite material. The fact that the BMC composite parts will break during front impact crash tests of vehicles is actually a big advantage. Aluminum parts will not break. Due to the destruction of the BMC composite part, more energy is absorbed, the deformation stress is lowered, and the deformation path is longer. All of this equates to less energy transferred to the passengers in the vehicle. Although the BMC composite ETCs will break in frontal impact tests, they are designed for robustness and meet lifetime use requirements of 150,000 miles or 15 years. Compared with some common engineering thermoplastics, used in under-the-hood applica-

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tions, BMC composites offer superior resistance to common automotive fluids. Of importance, in engine compartment component design, are not only the properties of the material at room temperature, but the values of these properties at 150C and further more the property loss from room temperature to 150C. BMC composites lose less of their room temperature property values at 150C when compared with common engineering thermoplastics (Figures 1-3). Earlier the topic of dimensional stability was discussed. Another aspect of the dimensional stability is creep. How well will the part hold its dimensions under load? This is dependent on the part design as well as the material selection. Figure 10 shows the creep behavior of BMC composite materials compared with common engineering thermoplastics. As shown, the BMC composite will deform significantly less under a static load.

Figure 9

Conclusions
Figure 10

Electronic Throttle Controls have very demanding performance characteristics. This is especially true with the dimensions and thermal stability. BMC composites are capable of meeting the strict requirements. The rapid pace of conversion from aluminum to BMC composites by multiple Tier 1 and OEMs is evidence that the BMC offers a superior solution.

References
1. Websites: Siemens VDO, Bosch, Kolbenschmidt Pierburg 2. Rosen, Mark; Corex Design Mold Flow Analysis of an ETC. 3. Fuchs, Dr. Heinz; Robert Bosch: Elektrische E-Gas Drosselklappe DV-E8, KunststoffMotorbauteile-Forum-2006. 4. Knowledge developed with our partners: Christophery, Helvoet, Robert Bosch, and Siemens VDO.

Figure 11

Figures 13-17 next two pages

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Figure 13: Electronic Throttle Controls

Figure 14: Air Control Valve

Figure 15: Tolerance Study 22.025mm

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Figure 16: Tolerance Study 94.97mm

Figure 17: Stress Analysis during filling

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