A process to recover carbon fibers from polymer-matrix composites in end-of-life vehicles

Because of their high strength-to-weight ratios, carbon-fiber-reinforced polymer-matrix composite (PMC) materials are being evaluated for use in the automotive industry. The major barriers to their widespread use are their relatively high cost and the uncertainty about whether they can be recycled. A process to recover carbon fibers from obsolete PMC materials has been developed at Argonne National Laboratory. The process was tested using PMC samples made with different thermoset or thermoplastic substrates. For most mixtures of PMCs, the process can be energy self-sufficient using the polymer substrate as an energy source. An evaluation of the recovered samples found that the fibers appear to have retained good properties and characteristics and are suitable for short fiber applications. This paper describes the process and the characteristics and properties of the recovered fibers. For more information, contact Bassam J. Jody, Argonne National Laboratory, 9700 S. Cass Ave, Building 362, Argonne, IL 60439; (630) 252-4206; fax (630) 252-1342; e-mail bjody@anl.gov.     

Reducing Vehicle Weight and Improving U.S. Energy Efficiency Using Integrated Computational Materials Engineering

Transportation accounts for approximately 28% of U.S. energy consumption with the majority of transportation energy derived from petroleum sources. Many technologies such as vehicle electrification, advanced combustion, and advanced fuels can reduce transportation energy consumption by improving the efficiency of cars and trucks. Lightweight materials are another important technology that can improve passenger vehicle fuel efficiency by 6?C8% for each 10% reduction in weight while also making electric and alternative vehicles more competitive. Despite the opportunities for improved efficiency, widespread deployment of lightweight materials for automotive structures is hampered by technology gaps most often associated with performance, manufacturability, and cost. In this report, the impact of reduced vehicle weight on energy efficiency is discussed with a particular emphasis on quantitative relationships determined by several researchers. The most promising lightweight materials systems are described along with a brief review of the most significant technical barriers to their implementation. For each material system, the development of accurate material models is critical to support simulation-intensive processing and structural design for vehicles; improved models also contribute to an integrated computational materials engineering (ICME) approach for addressing technical barriers and accelerating deployment. The value of computational techniques is described by considering recent ICME and computational materials science success stories with an emphasis on applying problem-specific methods.     

Using high-temperature superconductors for levitation applications

Melt-textured, bulk high-temperature superconductors are finding increasing uses in superconducting bearings, flywheel energy storage, and other levitational applications. This article reviews the use of these materials in magnetic-levitation applications. The behavior of levitational force, stiffness, damping, and rotational losses is discussed. For more information, contact J.R. Hull, Argonne National Laboratory, ET-335, Argonne, Illinois 60439; (630) 252-8580; fax (630) 252-5568; e-mail jhull@anl.gov.     

End-of-Life vehicle recovery in china: Consideration and innovation following the EU ELV directive

Implementation of the EU’s end-of-life vehicle (ELV) directive eight years ago had a profound influence on China’s automotive industry, leading to the consideration of concepts such as extended producer responsibility. It also provided some impetus for ELV recycling industry developments within China. This article provides insight into current thinking within China about ELV recycling as well as vehicle recovery activities.     

End-of-life vehicle recycling in China: Now and the future

The volume of in-use vehicles in China will reach 32 million by the end of 2006 and the volume of end-of-life vehicles (ELVs) will be more than 1.5 million by the end of 2005. In 2001, China passed a law regulating the disposal and recycling of ELVs. Progress has been slow, with the rate of ELV dismantling just 10% at the beginning of 2004. However, a pilot industrial demonstration of ELV dismantling and disposal was established in Shanghai in 2005. In addition, Shanghai Volkswagen established a modern engine remanufacturing plant aiming at its after-sales market. This article reviews the ELV policy, law, and administration system in China; the ELV dismantling industry; the challenges and opportunities of ELV recycling; and the state-of-the-art of remanufacturing of ELVs in China. For more information, contact Ming Chen, Shanghai Jiao Tong University, School of Mechanical and Power Engineering, #1954 HuaShan Road, Shanghai, 200030, P.R. China; +86-21-6293-2905; fax +86-21-5254-1413; e-mail mingchen@sjtu.edu.cn.     

Recycling of electronic control units from end-of-life vehicles in China

In China, electronic control units (ECUs) from end-of-life vehicles (ELVs) are either discarded carelessly or smashed into pieces along with the vehicles for material recycling. With the rapid growth of vehicle population and ECUs in automobiles in China, this recycling scheme poses a serious pollution threat to the environment and wastes resources. This paper presents a new high value-added reuse scheme of ECUs from ELVs and develops a technology roadmap in accordance with China’s actual conditions.     

Metal-matrix composites in the automotive industry: Opportunities and challenges

Metal-matrix composites offer considerable promise to help automotive engineers meet the challenges of current and future demands for recyclable, fuel-efficient, safe, and low-emission vehicles. These materials can be engineered to match the design requirements of automotive power-train or chassis components. Technological and infrastructural barriers tend to limit the implementation of these materials, but it is believed these barriers can be overcome and that metal-matrix composites can be applied in high-volume vehicle production. Reducing these barriers will require much effort by engineers and scientists, managers and planners at automotive manufacturers, and their suppliers. The result will be the gradual introduction of metal-matrix composites in high-volume vehicle production to satisfy customer desires while meeting regulatory requirements and competitive pressures.     

Recycling light metals from end-of-life vehicle

The amount of aluminum used in cars and light trucks is growing steadily. However, without new developments in aluminum recycling technologies, sheet from automotive aluminum could eventually flood all current markets for recycled aluminum. This article summarizes the use of light metals and different alloys in transportation applications, the current auto recycling system, and new developments in the sorting of light metals by the metal recycling industry and by Huron Valley Steel Corporation, the world’s largest non-ferrous scrap sorter. For more information, contact A. Gesing, Huron Valley Steel Corporation, 41000 Huron River Drive, Belleville, Michigan 48111; (734) 697-6313; fax (734) 697-3420; e-mail gesinga@hvsc.net.     

Drawn arc aluminum stud welding for automotive applications

Federal regulations have been enacted to significantly reduce atmospheric pollution caused by motor vehicles. This forced the automotive manufacturers to improve fuel efficiency of cars and light trucks by using lightweight materials such as aluminum. The focus of the current study is to develop welding procedures using the drawn arc process for 5754-0 and 6061-T6 aluminum alloys. The mechanical and macrostructural characteristics of the welded joints were evaluated using tensile tests, torque tests, and optical microscopy. Preliminary study indicates that these alloys can be welded with a minimal amount of porosity and good mechanical properties.     

Assuring the continued recycling of light metals in end-of-life vehicles: A global perspective

This article reviews issues and technologies in recycling, both current and future, with a focus on end-of-life vehicles (ELVs) and their increasing light material content. Discussion includes the issues involved in designing for recycling, the existing global scrap recycling system, and interactions between different types of recyclables and different sections of the global market. A review follows of current scrap recycling technologies and compares the vehicle recycling regulations in the United States, European Union, and Japan. Finally, opinions are presented on useful, and some not so useful, global and local recycling regulations and initiatives. Editor’s Note: This paper is based on the author’s lecture presented at the Light Metals Division Luncheon during the 2004 TMS Annual Meeting in Charlotte, North Carolina. A hypertext-enhanced version of this article is available on-line at www.tms.org/pubs/journals/JOM/0408/Gesing-0408.html For more information, contact Adam Gesing, Gesing Consultants, (519) 254-5015; e-mail Adam.Gesing@GesingConsultants.com.     

Opportunities and Barriers to Resource Recovery and Recycling from Shredder Residue in the United States

Shredder residue is the by-product remaining after ferrous and nonferrous metals have been recovered from the processing of vehicles, white goods, and peddler scrap. Shredder residue consists of glass, plastics, rubber, dirt, and small amounts of metal. It is estimated that 5–7 million tons of this shredder residue are landfilled each year in the United States. Technical advancements, coupled with European Union directives and the economic climate, have transformed the recycling of shredder residue in Europe. In the United States, however, regulatory controls and the cheap cost of landfill have worked against the advancement of recycling and recovery of this resource. The Argonne National Laboratory, which is funded by the U.S. Department of Energy, has investigated the effectiveness of recycling shredder residue into polymers. Other research has examined the use of shredder residue in waste-to-energy applications. To improve our ability to process and recycle shredder residue, an investigation of the regulatory, economic, and technological challenges was undertaken. The objective was to conduct a comprehensive review of work done to date, to document the composition of typical shredder output and to identify potential recoverable items (residual metals, plastics, rubber, foam, etc.). Along with uncovering potential new markets, the research would identify the technical, regulatory, and economic barriers to developing those markets.     

Aluminum: New challenges in downstream activities

During its history, aluminum’s attractive features, such as high strength-to-weight ratio, good electrical mass conductivity, and unique corrosion behavior, have led to a spectacular expansion in its use. The role of aluminum in non-aluminum-based materials is also very important; its contribution to the improvement of magnesium and titanium alloys and to highly complex packaging materials are some of the noteworthy examples. Significant cost reductions on the basic metal production level, near-to-shape fabricating methods, and the well-functioning recycling system are also major contributors to aluminum success. Imminent challenges for the industry are the need for products with very close tolerances on a mass fabricating repetitive basis and just-in-time delivery to original-equipment manufacturers and small users through distributors. A significant part of the challenges remains in the applications area, particularly automotive and aerospace.     

Life cycle engineering of lightweight structures

Lightweight structures are increasingly necessary to meet current engineering requirements. Weight reduction in diverse applications such as automobiles or machine tools is achieved either by using less material or by substituting material with a lighter one, which provides more functionality per unit of weight. To be an effective enabler for sustainability, lightweight structures should result in lower environmental impacts per functional unit when compared to conventional structures on a life cycle basis. However, applying new materials and manufacturing processes often leads to an increase in environmental impacts from the raw materials and production stage of the life cycle. Furthermore, end-of-life disassembly and recycling may become more difficult. In addition, the expected efficiency gains from the use of lightweight structures depend on how the overall market and technical systems respond to them. Consequently, the environmental evaluation of lightweight structures in engineering entails various methodological challenges. Organised around a life cycle engineering framework with a focus on eco-effectiveness, this paper provides a comprehensive review of lightweight structure applications and the challenges and opportunities they present in a life cycle engineering context.     

Corrosion performance and mechanical properties of joined automotive materials

The automotive industry envisions that an optimized vehicle in terms of performance and cost can be achieved only by using different materials at different vehicle locations in order to utilize the functionality of the different materials to a full extent. Currently, steel and aluminum are the most important construction materials for the mass production of automotive structure. However, other materials such as magnesium alloys and stainless steel are also used. The use of dissymmetric assemblies of materials in the automotive industry has also led to the development of joining technologies other than spot welding and arc welding such as clinching, adhesive bonding, laser welding, and MIG brazing. However, and despite the development of these new joining technologies, there are still important gaps of knowledge with regards to the corrosion performance of different joint populations using dissymmetric and symmetric materials. Materials commonly used in the automotive industry including steel and aluminum‐based susbtrates were assembled with different combinations using various joining techniques in order to evaluate their corrosion performance as well their mechanical properties after cyclic accelerated corrosion tests. The results indicated a relationship between the corrosion inside the confined joint and the decrease of the mechanical properties of the assemblies.     

Automobile bodies: Can aluminum be an economical alternative to steel?

Although the use of aluminum in cars has been increasing for the past two decades, progress has been limited in developing aluminum auto bodies. In fact, most aluminum substitution has come in the form of castings and forgings in the transmission, wheels, etc. Car manufacturers have developed all-aluminum cars with two competing designs: conventional unibody and the spaceframe. However, aluminum is far from being a material of choice for auto bodies. The substitution of aluminum for steel is partly influenced by regulatory pressures to meet fuel efficiency standards by reducing vehicle weight, and to meet recycling standards. The key obstacles are the high cost of primary aluminum as compared to steel and added fabrication costs of aluminum panels. Both the aluminum and the automotive industries have attempted to make aluminum a cost-effective alternative to steel. This paper analyzes the cost of fabrication and assembly of four different aluminum car body designs, making comparisons with conventional steel designs at current aluminum prices and using current aluminum fabrication technology. It then attempts to determine if aluminum can be an alternative to steel at lower primary aluminum prices, and improved fabrication processes. Editor’s Note: A hypertext-enhanced version of this article can be found at www.tms.org/pubs.journals/JOM/0108/Kelkar-0108.html For more information, contact Richard Roth, Massachusetts Institute of Technology, E40-202, 77 Massachusetts Avenue, Cambridge, Massachusetts 02139 USA; e-Mail rroth@mit.edu.     

Mn和P在超低碳烘烤硬化钢中的分布形态及其对拉伸行为的影响研究

将2种不同成分的烘烤硬化钢(BH-Mn钢和BH-P钢)加热至800℃,保温2 min后水淬;采用3DAP技术、内耗实验及拉伸性能检测分析Mn和P对超低碳BH钢的间隙原子分布及Cottrell气团的影响,从而得出固溶元素分布对拉伸行为的影响机制.结果显示,在BH-P钢中,P以明显的偏聚形式存在,并和C发生共偏聚现象,从而...     

Raw material supply by aluminium recycling – Efficiency evaluation and long-term availability

The Raw Materials Initiative of the European Union (EU), which aims to “boost overall resource efficiency and promote recycling to reduce the EU’s consumption of primary raw materials and decrease the relative import dependence”, is currently implemented on the national and industry levels. This paper discusses the interpretation of the different indicators used to evaluate the resource efficiency of materials using the example of aluminium. Aluminium is used mainly in long-life applications, like building, transport and engineering, with only packaging materials having a short lifespan. One inventory in use states that about 700 Mt has been accumulated, accounting for 75% of the primary metal ever produced. This metal stock is the future source of raw material and energy in which we have invested. In 2010 about 50 Mt of aluminium entered the use phase as finished products. In the same year 11 Mt of end-of-life scrap was collected for recycling. In other words, less than a quarter of the current aluminium demand is covered by scrap from used products. It becomes problematical if this statistical indicator is used as a criterion for recycling performance. The recycled content of aluminium products is not low because of inefficient recycling but because of increasing demand for long-life products, driven by the need for the unique metallic properties of the lightweight metal. Consequently, growth in demand and an increasing lifespan determine the share of recycled metal in the global production of aluminium. Additionally, trade in scrap and products influence the regional results.     

先进制造技术在汽车覆盖件模具制造中的应用

汽车覆盖件的成形工艺和模具制造技术是先进制造技术的重要组成部分,以高强度钢板为代表的新材料在汽车行业的广泛应用对汽车覆盖件模具制造业带来了新的挑战,该文从汽车覆盖件模具的设计、制造、仿真分析、制造信息化技术几个方面综合阐述了先进制造技术在模具设计制造过程中的应用。     

Overview of superplastic forming research at ford motor company

In an effort to reduce vehicle weight, the automotive industry has switched to aluminum sheet for many closure panels. Although the application of aluminum is compatible with existing manufacturing processes and has attractive qualities such as low density, good mechanical properties, and high corrosion resistance, it has less room-temperature formability than steel. The expanded forming limits that are possible with superplastic forming can significantly improve the ability to manufacture complex shapes from materials with limited formability. Aluminum closure panels produced by superplastic forming have been used by Ford Motor Company for over a decade. However, applications have been limited to low-volume, specialty vehicles due to the relatively slow cycle time and the cost penalty associated with the specially processed sheet alloys. While there has been substantial research on the superplastic characteristics of aluminum alloys, the bulk of this work has focused on the development of aerospace alloys, which are often too costly and perhaps inappropriate for automotive applications. Additionally, there has been a limited amount of work done to develop the technologies required to support the higher production volumes of the automotive industry. This work presents an automotive perspective on superplastic forming and an overview of the research being performed at Ford Motor Company to increase the production volume so superplastic forming can be cost competitive with more traditional forming technologies. This paper was presented at the International Symposium on Superplasticity and Superplastic Forming, sponsored by the Manufacturing Critical Sector at the ASM International AeroMat 2004 Conference and Exposition, June 8–9, 2004, in Seattle, WA. The symposium was organized by Daniel G. Sanders, The Boeing Company.