DSM Engineering Plastics is a global supplier of high-performance engineering thermoplastic solutions. In this interview, Matthew Beecham talked to Bert Havenith, Strategy and Intelligence Manager at DSM Engineering Plastics about the market and technical forces driving the switch from metal to plastic under-the-hood applications.
Could you tell us a little about DSM's automotive plastic applications for under-the-hood?
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DSM's portfolio of high performance engineering plastics consists of Polyamide 46 (Stanyl), Polyamide 4T (Stanyl Fortii), Polyamide 410 (EcoPaXX), Polyamide PA6 and PA66 (Akulon, Novamid), Polyesters PBT and PET (Arnite), Thermoplastic Copolyester Elastomer TPC (Arnitel) and Xytron (PPS). These materials are used in various automotive applications in the following segments:
- Powertrain (engine and transmission parts).
- Air engine management including turbo (ducts, manifolds, CAC end caps, resonators).
- Automotive electronic and electrical (E&E) parts (connectors, solenoids, e-motor parts, fuse boxes).
- Automotive safety systems (air bag containers)
- Automotive lighting (sockets and frames).
- Interior and exterior (door handles, pedals, etc).
- Chassis and brakes (CVJ boots, brake booster valves).
Applications of DSM EP's materials enable potential opportunities for the automotive industry, including:
- Lower weight of parts and less noise compared to metals.
- Lower friction between moving parts (especially applicable for PA46).
- Good electrical insulation for E&E parts.
- High safety insurance for parts in the airbag and brake system.
- Improved carbon footprints (especially applicable for our bio-based PA410).
- Lower system costs compared to metal (in case integration of functions in the part is possible).
The powertrain is constantly changing, with different types of transmission, ICE, cylinders etc. With higher engine temperatures and smaller areas in which to package technologies, I guess that puts pressure on your engineering team to offer new products that perform the same job. How do you address that?
DSM EP is supporting the automotive industry here in two ways, namely development of new products; and development of new applications.
An example of a new product is Stanyl Diablo and Akulon Diablo: Both family of materials yield very good long-term-heat-resistance up to temperatures of 230-degrees C. Together with their extreme good weldability these materials, can therefore be used as a true metal alternative for various parts of the engine air intake and turbo system (such as hot charge air ducts, resonators, integrated inlet manifolds) for downsized and/or highly turbo pressurized engines.
An example of a new application is a metal-to-plastic conversion in oil pans, crankshaft covers, front engine covers. We work closely with tier ones and OEMs to achieve significant weight and/or noise reduction in various parts under-the-hood such as oil pans, crank shaft covers and front engine covers. DSM provides support ranging from part or tool design advice via CAE to performance of specific application tests as well to injection molding trials.
First commercial applications have meanwhile been realised with:
- Akulon PA6 in engine oil pans and Akulon UltraFlow PA6 in transmission oil pans.
- Stanyl PA46 and EcoPaXX PA410 in crankshaft covers.
As we understand it, the need for under-the-hood components that perform better and longer at less weight and cost has opened a growth area for several families of fibre-reinforced, injection-mouldable, high-temperature (semi)crystalline thermoplastics. Is that correct? How do you see it?
That is correct. Engineering plastics as PA6 and PA66 have been applied already for many decades for various engine and transmission parts. Due to the trend of higher temperatures and more aggressive chemical environments under-the-hood now also high-performance, specialty plastics such as PA46, PA410, PPA, PPS, PEEK are being increasingly considered (and needed) as a lightweight metal alternative.
Note that lightweight solutions are only one way to achieve lower fuel consumption and emission levels. Another route is that of friction reduction in the various moving/sliding components in engines and transmissions. Here, materials such as PA46 and PEEK can play a pivotal role to realise that requested friction reduction for various components as gears, bearings, timing system and FEAD components.
We know that under-the-hood plastics are now finding more applications as OEMs switch from metal parts. Yet to what extent are OEMs' extended new-car warranties putting pressure on suppliers to use materials with longer service lives?
Not so much an issue for the various EPs and HPMs. They can cope with 5,000 hours but also with 10,000 hours exposures depending on the exact temperature between 150- and 230-degrees C. Stanyl Diablo and PPS are typical examples here for temperature up to 230-degrees C.
What drove the switch from glass reinforced fibre PA66 to PA6?
The remainder of this interview is available on just-auto's QUBE Global light vehicle materials market- forecasts to 2030
