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thank you very much for the introduction and good afternoon ladies and gentleman
no i have to pleasure uh to tell you something about and nobody applications refer to a talks
about interior so the interior uh materials you see
you can touched and you can feel them
but for and about a applications you hardly know that they are existing in
the car and i try to get your emotion on the spot
my presentation is about the success of non load materials for like
great and acoustic efficient components in on the body application
first i give your short introduction about about our company then
i will talk about requirements for on the body
systems and there you will see there are many requirements
that are mary contradiction rick contradicted their requirements
and therefore it is hard to fulfil these requirements just put a
one material therefore multilayer material classically number of materials our fate
i will show you three of these materials and make some comparisons and concluding remarks
rushing group is a family owned a company founded in eighty
twenty two so nearly two hundred year old and
um power divisions are industry medical and automotive
about half of the turnover remake which uh automotive the division
we are uh our global supplier for uh for these parts and therefore we are um
find burnt light especially were also our customers are
and coming to the requirements of a nobody components here you can see it
on the buddy system off a b. m. w. uh seven serious
the main component a requirement is ergonomics because with a good
ergonomics you can improve for your fuel and the
mission saving of your vehicle and a forever deny mixes the driver that means you cover more and more
of your car and while you're covering more and more of your car you introduce
additional weight to this car therefore it is very important that you introduce lightweight materials
the second uh and requirement we have heard already today for
the interior also is acoustic acoustic performance
the car you can improve it by the um by the and and nobody
covers when you have absorbing or damping material so you can play
as we just heard in the previous talk about interiors it's the same as system you
have absorption you have damping of combination and with this you can improve that acoustics
contamination that means the dirt and the snow uh of of the parts corrosion corrosion of the
body invite most of the budding lights are still in metal in steel which can corrode
you are a body invite structures goes with other medium so we have
different approaches on that or even with the plastics are uh
yeah composite materials about corrosion is not so uh the important you have a um
trash requirements for example pedestrian impact so the front part of your car has to have
a certain stiffness or can be from a a certain material the management that means
you have still to come bastion engine they are you generate heat you have to
pull components you have to get a heat out of your uh engine bay
you have um the exhausts a pipe still going for a couple of years in future there
you have to have the right material you have to protect your components in the car
how must be robust if you're driving on the bed wrote the the part should not be damaged or fall off
temperatures the billy to you know we are working all the volume as a
polymer fibres uh at some certain temperature there will be a um
uh some yeah degradation and therefore you have to select right materials
and flute and absorption that means uh if you drive in the rain
part can absorb water and get heavy so this is of course not want
going back about thirty years uh we had to first material which has been used in on
the but the application this mature disclose called classmate reinforced channel plastic the g. m. t.
and it has been developed at that time from russia language that at that time a different name and
yeah we can see again the first uh a non woven application that is the glass fibre mat
the glass fibre mat is generated by needle punching of cut to
last forever so you first uh produce a mat and
then you have a double pal press where you integrate this with the polymer in the most cases this was polypropylene
and you uh produce sheets the sheets you can see on the right side blue
you heat up the sheets uh and you have a press hydraulic press where
you uh press the parts that that's what we do on that
now it works
sell the sister g. m. t. a part production process you have this uh glass
fibre reinforced map which the the seated up in an oven twenty thirty degrees
you place it in the mode you closed remote there cooling time is cut out here in the video
but anyway this is the process you have a flow of material and you generate the part
this product was it three series b. m. w. engine under she looked
and it has been produced about four hundred thousand parts per year
part has the size of about point seven square meter which is not a very large and
uh and therefore will see what we'll have in future larger parts which are higher
sizes and therefore the need for the lower weight and is necessary
so here again uh the g. m. t. had this great care unit
area about uh more than two thousand grams per square meter
and in the upcoming yes they have been developments to reduce dissuade
uh yeah significantly to about one thousand grams per square
meter so in two thousand nine we reach
this goal but it doesn't mean that we have stopped the development of material after that
it's just that the one thousand grams per square meter is sort
of bottom line of material in the and everybody uh application
we started two thousand three richard b. m. w. with the material from uh
asked alone now today humble from us it's called that's there's a polite
but you didn't have acoustic performance and in two thousand
six bustling has developed its own material called civilised
which then had this acoustic performance and even wait
saving properties in regard to the previous material
here is a cross section of um our l. w. r. t. v.
we have a three layout uh s. sandwich structure with different
glass fibre content in the skin in the core layer
and we produce a this product uh with the las
a troll says over the cutting process i know you're all familiar with these processes so i don't have to go
so much in the tape and here we have a regular unit era of about one thousand
four hundred grams this is our standard material where we which we propose to every car
manufacture uh for uh let's say for entry if you want
to use lightweight uh materials in the under body
and the big advantage compared to a compact material like injection molding are g. m. t. is
it everywhere on your part you have the same way per unit area in this case one thousand four hundred grams but
to can have it in different thickness s. and with a
different witnesses you will have different uh um acoustic performance
so you're gonna detail to have glass fibres you have polypropylene fibres
and you have a needle met so the needle punching is a
very important step of your product because with a needle
function you can generate the lifting of two material so when you get up the material
the glass fibre remember that initial stress situation and therefore
the material will go up and increase their eight
and then um we'll have a a hate for for production with the different thickness is
so i've already talked about this multi functionality of the requirements
and therefore we are using non woven city no why the uh
a weight range and of course to purchase this uh materials on the market
you go from about fifteen grams per square meter to about four hundred
grams per meter and most of these materials are adjustable polypropylene based
it can be could be either aspen bond or needle plunged
depending on the weight or on the application me
and the functions are yeah look and feel maybe not for under body you will think
the the and the body cover nobody will look and nobody a real field but
you know the workers they have it in the hand and if you're looking on on
the bentley a continental uh you will see in the back to relief user
some part of it you can see if you look a little under the car or a big yeah
issue in and nobody is is this don't chip performance them to performance you can uh
play on it depending on the the stiffness of your material and uh
and the combination of your material so a polyester non woven with a three four hundred grams per square
meter uh almost a fulfils all customer requirements in
the stone cheaper performance also for processing um
if you are heating for example with the contact eating you need
a different uh processing a non woven there's a cover layer
in this case we are using mainly a polyester and for acoustic optimisation
a different uh materials that can be used and there's another uh
thing that that will live and i drove public or coating on which can applied on the non moments
for uh applications under the engine where there's only one hundred probably uh is is needed
so here's a typical example of a such an um material for
an nobody application this is called the the light for
four is only the the name for a development and uh
the way community area is one thousand one hundred grams
and we have the processing an acoustic layers on top we have
the stone to performance and acoustic players coming then we
have the core layer of glass p. p. for stiffness also or caustic and we have some other processing like
of course you can make symmetric a built up or estimated buildup is
is uh are depending on what your role uh in your and
than development here is the uh the parts we are making it this
is um the undivided cover of the mercy that's that's class
one part has the size of a one square meter so we have
to square meters um under the car and the weight is
one thousand one hundred grams per square meters of about two point
one kilograms in wait for this acoustic uh i'm element
since the message assessed last has a very high uh acoustic the amount we also have
additional uh absorbers on these parts and in this case it's also a number of material
we call it the felt in the back type because there is the number one
which is covered by us in a layer of um yeah last week
this is the absorb
so i'll wait saving is a big issue aim for
a cost to debut effort already and are works
we could uh get a a minus fifty percent in
the b. m. w. x. five serious from earlier
twenty eleven to model your twenty thirteen so that the the latest one and just uh by
almost using the same design of the part but using the like wait a reinforced plastic material
and the six kilogram in weight of course um you have also different
cost situation between these two uh parts uh in in total
about uh acoustic performance uh of non woven survey upright
already today we measure this in the alpha cabin
you can the higher the value it is uh the better it is
uh on your this is the kind of absorbing material which need
to stop support so the support can be either g. m. t.
and nobody cover or a l. w. kept the undivided cover
and you can see depending on the thickness of your material and also the composition of your
material you can vary in a very wide range and this is of course uh
our goal to find out together with our customer which is that
correct range what do you want to have which frequencies
do you want to absorb which is your package uh what
wait can you introduce so it's a very wide field
i also have to mention a non woven india nobody um um well
yeah application from our company here in switzerland you know very well
the material is called r. u. s. b. to ultra
silent and it's uh yeah non moment without
glass fibre so we're doing a non woven with glass fibres they are doing without plus fibres
they are also in the market so uh well we divide the market upon us and with some of us
a in this
we have seen the transition in us where the started the fourth monday or with them in their
called fort fusion with the p. p. glass fibre
based non mormon and later on during um
during the running process this has been replaced by a pulley polyester based on
of course we have some issues uh they are with these parts one of the issues is uh whatever
absorption i've mentioned it already you know if you have a compact material no water or uh
will be absorbed if you have a glass a p. p. material l. w. r. g. type is a polite type
you have somewhat of absorption but not as high as with the non mormons or your
we can see a water absorption zap to two hundred percent which
of course uh the car gets a heavy then and
it's not the two hundred percent uh in wait uh where the the customer is not so happy with
but it's the drying time so if you have something you can see here you have
more than one hundred percent uh water absorption but it dries within seven dollars
it's quite comfortable but if it doesn't dry within the seven now so
it's the last fifty percent of weight after the seven hours
it's it's not okay and therefore we have to develop a such kind of materials where
we have this trying time short or at least a water absorption not so high
okay if you do now this eh combination of all these three materials i've presented to you to g. m.
t. the glass it p. p. l. w. r. t. type and a non woven without glass fibre
you see the advantages of the l. deputy type materials in the weight so
between one thousand and a twelve hundred grams uh of material
and also in in the processes that you have advantages because of the low pressure process you have
you can make multi cavity to us you can make a large parts in one two will or can make
three or four or even more parts in one uh to
depending how big your presses are and uh the
you have different extreme operations like uh what it that lays
a punching or even follow volumes a pinch edge
and if you do the comparison regarding the other uh
them around properties you have in these materials
you can see here uh the last five or p. p. v. uh based
material has some advantages regarding the water absorption and also to eat performance
but uh uh as you see in the market all of these three
materials are still uh existing and they are uh going parallel
but uh really belief in in future we will have
more lightweight materials under the car switch on
especially developed for the whole way um and especially
have uh this uh characteristics the customer needs
no i'm coming to and short summary of my uh um um presentation
so the lightweight and uh outstanding acoustic properties as well as
better cost performance other drivers to use the number
one based materials for on the body applications and we
do this for more than thirty years uh successfully
if you try we we see more and more on the body parts uh to improve the ergonomics
into reduced emissions so even higher need for lightweight
parts thank you very much for your attention
i'm happy to answer your question

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Conference program

Welcome note
Mr Jan Ketteman, Consultant, Chemicals and Technical Consumables Schlegel & Partner, Germany
4 avr. 2017 · 2:06 après-midi
The Mobility of the Future
Dominique Taffin, Senior Manager Industrial Design, Yanfeng Automotive Interiors
4 avr. 2017 · 2:10 après-midi
Q&A - The Mobility of the Future
Dominique Taffin, Senior Manager Industrial Design, Yanfeng Automotive Interiors
4 avr. 2017 · 2:31 après-midi
An industry in flux – From Motor City to Silicon Valley
Adrian Wilson, Editor Sustainable Nonwovens, Author Automotive Textiles
4 avr. 2017 · 2:38 après-midi
Q&A - An industry in flux – From Motor City to Silicon Valley
Adrian Wilson, Editor Sustainable Nonwovens, Author Automotive Textiles
4 avr. 2017 · 2:58 après-midi
Lightweight Textile Automotive Floor Systems - recent developments and future needs
Dr James Taylor, R&D Manager, Autoneum
4 avr. 2017 · 3 après-midi
Q&A - Lightweight Textile Automotive Floor Systems - recent developments and future needs
Dr James Taylor, R&D Manager, Autoneum
4 avr. 2017 · 3:33 après-midi
The Success of Nonwoven Materials for Lightweight and Acoustic Efficient Components in Underbody Applications
Dr Egon Moos, Product Manager Underbody Systems, Röchling Automotive
4 avr. 2017 · 3:36 après-midi
Q&A - The Success of Nonwoven Materials for Lightweight and Acoustic Efficient Components in Underbody Applications
Dr Egon Moos, Product Manager Underbody Systems, Röchling Automotive
4 avr. 2017 · 3:54 après-midi
Potential of nonwoven-based structures for the automotive industry
Dr. Bernd Gulich, Saxon Textile Research Institute (STFI)
4 avr. 2017 · 3:59 après-midi
Q&A - Potential of nonwoven-based structures for the automotive industry
Dr. Bernd Gulich, Saxon Textile Research Institute (STFI)
4 avr. 2017 · 4:24 après-midi
Vote of thanks
Mr Jan Ketteman, Consultant, Chemicals and Technical Consumables Schlegel & Partner, Germany
4 avr. 2017 · 4:25 après-midi