3M Webinar: Enabling Advances in Automotive Repair and Light-Weighting

3M Webinar: Enabling Advances in Automotive Repair and Light-Weighting


hello good thing hi so welcome to today’s webinar my name is dr. antonia palooka I work for 3m as a senior specialist my specialization is ever easiest so it’s just coming to one minute past 12:00 I my watch I’m just going to give it one one more minute and we’ll probably start at 12:03 and to give people chance to get their sandwiches for their lunch etc so we will be backing in touch and webinar start officially in two minutes thank you look for it thank you [Music] okay good afternoon again and welcome I mean we stopped I’m sorry pal UK senior specialist working for the free industrial business group it’s my pleasure today to welcome you to this webinar so thank you for dialing in in your lunch hour to appreciate that hopefully this will be a bit interest so the topic today is an easy piece of technology enabling advances in automotive repair and lightwei thing so really I’ll be talking about these are bombing as an enabling technology for creating lightweight structures our smaller structures by facilitating yourself lighter lighter materials where those new materials you technology materials or existing with Syria lighter gauge this until of course requires new thinking the methodology for using lasers of bonding to create new structures and our OEMs then your refresh strategy the pairing of these structures will require new thinking and methodology virtual crush repairs so today’s talk will link will travel it lost but those two often separate worlds of a OEM specification and design and what it is about these if technology is particularly attractive for this modern world of multi material assembly design and also for the practical aspect over over a pair of course most material structures are here today and these are the bonding is an important part of these modern structures but I think we’ve been trying towards lightweight singing electrification electric vehicles this will only continue to grow so just to quickly go through the year month take your first typical hitch just to go through the contents of the presentation so we’ll talk about the evolution very briefly in the context of today’s time of highway structures and why well he really is not enough that all of Italy links to the advantage of these is why they’re particularly suited to to enable this transformation of also with serial assembly and to facilitate light weighting how light can then link into crush resistant body repairs and you know briefly mentioned a new product at a friend’s lingerie recently I mean they set in this space they’re moving to multiple geo joining that light weighting in terms of one of the key parameters to consider from a design perspective there may be an and not to the future what will what could the future hold for for assemblies and body and wire structures so easiest have found an increasingly wide range of applications in automotive roof structures and also in general in general assembly and it’s pretty clear evolution from traditional applications where words where if you go back to the nineteen forties or fifties and sixties were predominantly interior applications then as you move through seventies eighties into the nineties it became much more relevant for home flanges in Medora for welding it wasn’t always unfeasible so to today’s progressive application we’re really aims in all aspects of the vehicle structure where the short or joining a vehicle polished improve rigidity durability and crash performance we’ve wet well bonding are real bonding and I need also now the structural ELISA Bonnie on Tom and this is kind of progress for number of reasons would there be trial is being waived I mean lots of studies out there I’m not gonna talk about that surveying any great detail because lots of stories out there showing the direct link between weight loss killing vehicle and improved fuel economy and co2 emissions and it’s just kind of driven this whole the area of using your releases in automotive application of course it’s also the consideration for design and performers which be kind of spearheaded by Formula One without in us you know so those drivers are actually becoming more prevalent in general automotive wrote lookouts so why is welding no longer you know frauds or manufacturing or repair what essentially body structures have evolved for a mouse steel shell bouncing onto a mile steel frame very simple to weld that together into more complex lighter struggling unibody constructions using a variety of mixed materials from conventional steel so high-strength steel people now investigates use and boron Steel’s obviously aluminium magnesium compasses and these materials and bring you different properties in combination allowed to create some really quite impressively rigid and stiff lightweight structures of course we’ve this comes complex geometries and assembly order of operation and access constraints but of course in any business and cost quality productivity is extremely important so the old paradigm was I think a gone forever okay so this is going to be accelerated by electrification but your vehicles and bring more challenges in this area so what thing is not enough so how can it easiest help the same way in all sorts of applications I think and there is a natural interaction different with different reasons for this and different Multi multi facets here X awaits airing and eases can come into play with down gauging because you know not pretty so much localized stresses on the joints you can potentially elimination over reinforcements the efficient joining into little sealing changing materials aluminium our mortar material of course this always improve design flexibility so this into over map basically what I’m saying there’s not one one reason there’s a number of reasons and that’s why it’s been I think it’s become particularly attractive it’s not one-dimensional and and and the users we proliferate over the last 30 to 40 years says proven technologies so they’ve got a history arts hot releases or stretches back till nineteen fifties so it’s been around and it’s going to increase I think part of the reason for our increase in usage is is the color play forever advantages it can bring or in the context of an alternative structure so bonding seems simultaneously using galvanic corrosion enable new some magnesium aluminium alum in your steel it really helps to have a cohesive way in between the similarity rules and similar metals but in a similar materials obviously you can’t weld composite to an aluminium frame for example so and yeah and dancing some rewards at a bond some uniform stress distribution all the joints can often be stronger the riveted joints are spot welded joints in particular because of the distribution of law over a wider area and of course in the modern idiom of using composites the ability to give for gaps is particularly useful because torus is in modern construction typically the wider and they were when welding steel frames was it was the norm so again multi-dimensional rec facets or advantages or prophecies that enable was most of its cool OSHA’s to exist so if you look at the modern consideration of a vehicle I think with its performance is the right level performance asserted by the rapid sales in the right place which every OEM that we speak to has this kind of thinking and that’s also facilitating the changes of the materials used in the construction of these structures this is a McKinsey report that came out a couple years ago and I think it’s already out of date and this is color of the face of the pace of change so if you can set a 2010 as they didn’t miss report within a few years ago and the switch to the actual structure and the materials using those structures I think 2030 is probably here today already in 2018 it’s kind of crazy certainly very close to 2013 and I think they also got the use of aluminium wrong I think yeah I mean Ian will be higher than focus M which is just my own personal view North Korean view I think aluminium all the weed if it meets the 20% range probably even 30 because it’s recent that ability but I guess the overarching message of this is correct you know it’s a multi material presence in future and and of course that has advantage in terms of if you can actually feel you want in a part of a structure in theory you can actually say one is long so it’s optimizing design and saving money productivity ratio and if you look at what a OEMs are currently doing in the manufacture of the the structure knowledge structures with a completely car it’s multiple joining methods there’s complacency now these are just some of the methods that are currently used this is not an exhaustive list so there is a wide variety of different methodologies try facilitates Assembly of these complex structures how would I hear that in the future this lease was simplified to reduce cost and complexity in quite honestly I think right now an easy Bonnie could replace although I thought most of those if the design was optimized of course so I think going to the future people are looking to take complexity cost outer structures and these new bombing is a great facilitator for that of course Elisa’s are currently using hybrid bonding I will talk a little about in a second I just want you to talk about variously touch on strategies to optimize joint performance you know it’s wattage torches it says strength there but I think performance is a better word because if you look it’s additional excelling a repair scenario additional attachment of if you put more spot welds you can increase joint strength but if that she’ll limits me into a number of spots so you can actually be added both a new and a new car and also a repair car or repaired structure even and there’s a whole reason for our additional spot welds not a fairly good idea tells a cost weight increasing the time cycle time it offer it creates other issues in terms of spacing in the design parameters of course I think it easy so John design to dramatically increase strength but also needs across will help manage stresses in structures especially combining different materials so this idea of strength has only one part of it these is actually helped to increase stiffness as well if you’re using adhesives for designing of these is it’s essential to know how they work and I think it eases do working different ways to touch mechanical joints the the responsive certain of stresses in design I’m not going to talk about the science we watching this presentation all the webinars that I’ve done in the past of our or upcoming tours if you want more information about the design but essentially these especially set on a certain stress considerations typically sense style and compression and share but this is more about the chills you have been using these if you can actually predetermine the reaction to load so so if you apply scale and stress how will the adhesive joint respond to that stress so the modulus so effectively these are available in a whole wide range of monster-y from extremely low into several mega Pascal’s to several Giga Pascal’s and for joint design and also joint repair this is a real useful factor to have at your disposal just some that you can actually play tunes really tones are getting the right match to your particular repair or indeed this which is only a joint structure from the start especially relevant where you have this similar materials that perhaps are different stiffness and particularly suitable from what’s moves here assembly but of course did that media means design for these and joins get a much better solution if you can design for the trans the beginning of the process for repair that’s not so straightforward because you’re dealing with a fixed term situation but you still have the advantage of having the ability to choose Jesus with frame different mechanical properties so these are Tricia Terry samples of the extreme fall on the right deep East over 16 is a cold hearing to be component epoxy that has a tensile stress of 45 mega Pascal’s I think this was a world record that might still be called cure and um 2k proxy for very low elongation so it’s extremely strong very stiff these if these are on the Left niqua sequencing is used extensively for composite panel bonding so as you can see here as a nation shrink air for asset limits around 10 10 mega Pascal swish it’s just released on 10 mega Pascal’s but under heart under high strain conditions or under extreme conditions he will stretch a little hard and it will become suffer they’ll become a stronger and it’s particularly good on the high strain rate conditions it’s why shoes for all sorts of applications as well because there’s a lot of energy absorption and of course toughness is the area of the stress-strain curve so so you can see he for these two extreme examples you have the ability to be fine-tuned in ease if properties be chemical properties you know every picture does tell a story modern and easiest anchored by high strength and energy absorption and all other combinations as well so you have this ability to be verbs or blog or transfer loads in structures or enjoins again this is a big advantage fears in different materials if quickly took charm on this which is a design data if you’re doing LS Tyler it’s really I think evening repairs I seen some repair couples I’ll use modeling it’s not obviously nowhere near as prevalent as it is for new build but just to be aware if you are repairer are you looking to get into repairing structures there are tools available that can help you determine how how a structure will react to load from a design perspective of course companies or a OEMs will use things like Ella Steiner etc got ways like 3m we have all the data you need to actually look at a joint from a Pfister principle just what I mentioned and you know if you look at the history of where vehicles are and where thorium has been with automotive structures we really think we’re has been evolved right to start it all it all stand really from aerospace from high in follow-on cars and it’s flown from from that into the modern high because rush that was here today I think the modern approach is combine high toughness so has a higher heights off this car and the easiest same structure so it’s basically as I mentioned earlier that you have the ability to go from so face the ball yeah feelings as a higher strength to tough so crash resistant impact resistant product I think you needed to enable this and enable the use of multi materials through facilitate this design and the current situation I think use it across a lot of vehicles is horribly join socio extremity covers Bothwell bonding and really bonding and I would Johnny isn’t really as the name suggests as a simple process of using a disease or sealer in conjunction with a spot attachment typically an SBR or a spot well or even sometimes a screw at least I think these have which are circular because they’re – they are that would provide instant extreme and the combination of the strengths and rubies in the mechanical fixture so that it can approach they really up but of course there’s an increasing traffic moving away from hybrids so just using your visas as well which will chocolate divine in a few minutes so come on switch tax slightly now on see where particular focus of impact resistance rush or these of locations so we take it makes me take structure there’ll be certain areas of that structure which will be will facilitate that means have got true structural bonding or crash resistant bombing these will be cut you know the crumple zones at the from frame rails pillow struts hours we are housing floor pounds in contrails so more examples and being on the design of the vehicle where you’re kneeling drought resistance of course you need is sounding from scratch that’s great originally repairing this broach like this and what product you use had your repair this counter structure dreamers very recently watched and last a team also launched exciting product so it’s eligible three and its equivalent in different packaging five still jingle free but solution or to repair that’s been developed under the income in collaboration with an AoE M I think this is in the first time this has been done and working directly with a OEM force a room temperature curing epoxy that has a prerequisite requirements of share peel and ink pack strength for use and true structural joint isn’t this where you need trash resistance so it’s not a replaceable panel bonding so it’s very clearly this is specifically an impossible to repair and easy physical so it has if you delve down into it’s very high fractured softness which is one of the properties that we finds impact resistance and if you need a full detail of this products we can provide all it telecom firm a shoe you want to include that today and what we have obviously all that all the data to support this product so the key things often to get truth fracture toughness often only father he cycle and we’re gonna DS if this was not so as this mention it is it can be an advantage of us all existing products are out literally and this has advantages in terms of robustness in terms of speed and flexibility and how you actually do to repair you can heat the products but you can also use it without heat so some basic advantage for repairs a lot of features and benefits he does have a change in chemistry there’s something that 3m there’s a lot in its products we’re all sorted we have a an equivalent product to this in you they offer a similarly used by a OEMs which is SI 98 it’s when C again a solute fresh it softened crash resistant products for a OEM use and which changes from red and yellow to orange this is similar chemistry which changes from silver to purple so people know it’s been mixed correctly and when they see the purple and as it cures of course so this gives them a facial standard work procedure there are a lot of repair shops and are going into visual standards 5s plus one keep keeping in step with a OEM was so this is very much part of helping the repair shops keep track of cheaper in progress with what the OEMs are doing it’s a very very good product so this in case you’re wondering your brow firm areas for impact resistant so we mentioned early hybrid joints with bonding and well bonding so crash energy management structures this is a kind of piece of the vehicle responsible for managing the energy from the crash away from the passenger this is very good develop that was done many years ago now and I think we’ve learned for something designs of the 50s so in the last 30 to 40 years box cars that we create we’ve this energy magic system and then body and wire structures as well so they so these particular areas of the vehicle where on the left hand side is particularly useful is that list you would easy for repairs and you know if you look at the actual whoa am still I can’t think you’re an RA in today that sees not using some kind of studies if no generation it’s one of its body and white platforms will satisfy what’s best if I if you look at some the repair procedures for those structures I think it’s definitely catch up and I don’t think the UK was recently worked with jail art it creates a specification for a path and globally through him he’s involved with virtually all the major OEMs try to work suitable repair strategy and specification for repair these vital sorts of components so if you ever need for this on your issues this please contact us and we can help okay so I’m good I’ve changed slightly the one more slide on this so just like in a wrap-up on start with pairs and so some of them more common with bonded applications for an easy repair scenarios are shown here just to give you a flavor it’s not all structural I mean door repairs so interesting least some some German OEMs and I was beginning to see closures as part of needing to be impact resistance and Foley structurally bonded traditionally closures we’re not impact resistant as ours in terms of fracture toughness so it seems to being switch away from about depending on the a OEM so so as a generalization because all the other structures here okay so I think just to wrap up on this we have known for a journey of looking at what you know these are as enablers we’ve looked at some of the design factors some of the drivers we’ve looked at linking you know crush just areas you know EMS repairs as you take a look you know the whole the hybrid structures she involves multi material in terms of including composites frame has exceptionally a wide portfolio not only for structural bombing and brass or say what was your mommy I guess the reason for this is next generation elaborate materials and then themselves busy bonding we’ve talked about sort monster Zoey so just summarizing some of the material Charlie says they obviously got Ashley of steel or us there was a whole plethora of other materials some of these will not be using structures but in panels and semi structure obligations as well and even in these applications you’ll find stress radiancy we combine different cereals and this is a comas it’s being one example system everywhere DS is really shine and you know even you the ability to manage stress we taught us about not only with a wide range of modulus as well so ok I’m moving on from this if you look at our portfolio for bonding composite of structural hybrid structures you know Gary Dunn is not meant to be read what it’s meant to show is that fast range perks that we have a trust that a certain across the univariate IRM sometimes you lose track of just how many products we have to help you design or solve a problem it so they were I started to start to list them down he means to realize them how we can up this with customers at different stages and this is a graphic that I do like because it kind of shows the areas that we work in pictorially rather buy products and it also brings in this is a schematic so it’s not directly related it kind of short on the right the different stiffness and the modulus that you can choose from releases so I’m a very high high strength high stiffness too strong tough so strong flexible to very flexible gap-filling and all the little that is actually chemistries as well so this is something that Freya understands it understands I’ve been in Malta material bombing of course you know it’s multiverse or either somewhat Ora and poorer aspects fusty jigging short talk Larry about a second don’t read through if he isn’t engagements here it all sussed very important and of course the automotive meal service prep your compatibility etc so come and talk to us if you’ve got a problem when you want to design something so we talked about a reef through mr. very oh that’s close to my heart which is kind of a modern world problem of using thinner lines and materials which is great for saving the planet in terms of co2 emissions and which is costly and users so really thrown on on the a surface is can be an issue Oh understand this so we have products and we have methodologies that will enable you to overcome these issues so we almost don’t have to look for in the lab we also have some practical tips and how to solve this so what example Yves actually use one of our foam tapes as a primer onto the sense it’s the very surface you do your repair and you’re wondering how to do it come on sort of further easing things that the air we M cheese so we can help you we’ve read through and we can help me recycle time one of the things also of course is cycle time tight time and fasting Jing is very very important now if you didn’t repairs so one of the things that we do for yemm’s actually is use a combined the main banda the secondary chemicals Bach you’re almost like a chemical weld so we have tapes they can do that wealth of superfast diseases they can give you happily spending less than a minute products like 5 5 or 4 5 etc so looking like that works above original built and repair we also have I think we’re probably world leaders in induction cure chemistry and structural two-component epoxy and ease this some may not be ideal for repairs but certainly for a new build a OEMs it’s a particularly good technique for getting fast lockup and we’re talking seconds several mega Pascal in seconds of course the trishal of logic you survey was it work well Borneo really bomb me so cycle time optimization so no we understand and you know it’s a big thing your automotive for our customers so we get office ok that’s a wrap up now somewhere talk about a couple of them and things that are cost my heart as a scientist working in this area so will you we I do a lot of boats with serial and composite bonding and so with you if you’re using composites or multi material the tolerance is a lot the same as they were when it was old-fashioned steel to steel welding that generally is a gap in modern construction especially on panel bonding if you are using a composite the gap can be two three millimeters so Cadiz is a particularly good for up but what’s interesting here is I’ve got four of these as Lister fourth remedy zips and the listed on the graphs in decreasing order of shrimp but if you so if you read your nutritional bond the thin bond gaps Point C five they clearly differentiated in strength overlap chef Smith Whateley try bigger the gap gets narrower so that’s an interesting observation and feeler but if you look at the bond energies so the amount of energy is absorbed by these and easiest as a bond get gets bigger its flipped so the law modulus products are becoming increasingly important before semi structural bonding so very in particular again conversely multiples hero bonding but also what sort of failure is not an option and there’s a modern paradigm where these this can be used to control stresses and actually being the points of failure in extreme situations like a crash or a high-impact situation so again we understand this come on talk to us if you’re doing design all repairs now this is one of my favorite subjects is fatigue modern adhesives are engineering materials this is one of the best changes I’ve seen in my work in life I started in my PhD several years ago now the easiest about seen as engineering materials and as such these these are the bonded joints can be to be tested see well basically modeled for forty performance so giving our customers real insights on lifecycle data for this is dumb so this is care ability that 3m housing certainly we have extensive knowledge on 14 testing so if you can stand about up and you want to know more about that and getting some of talks was a question I have done so I work a lot with AMS is how much is this prevalent in repaired searches say well they’re actually tested a repair structure in fatigue and I thought about the acetone is but I do know is that forever going to look at this in the coming months as dedicated projects if anyone is interested in that then game come talk to us I think this whole area for seeing is exactly where I want I need this to be because it’s a way of releasing lifecycle performance that’s where predicting and getting confidence so they could our customers and to their customers I think this is how technology becomes established by giving people confidence okay if this plan sir I thought that last couple of slides which briefly wanted to mention outsource assemblies this may have a particular relevance were repair scenarios were silly for a OEMs we will astound the world without source assemblies going more and more important people be making sir parts of the callee than maybe the tailgate certain components off-site and off the main line cam banding whatever it may be so again this is were thinkin easy technologies particularly useful because it allows partly bonded offline and maybe and maybe shoots in as needing several weeks later prin also a slide I think just wanted to mention white weight singers through a big three Amber’s place if it’s always good to see the bigger picture then 3m is a multi-faceted technology company so we don’t just make it easy and takes us with a whole range of technologies from things Shalit micro a case of insulation to our glass bubble technology so we’re we’re thinking of the big picture when it comes to our waiting and of course these is farmers parts of this picture and I think it’s really exciting come work with them is a really exciting time to to be involved in this area I think so we will make make a real difference so design and weight loss of vehicle structure cos I guess this is a picture of a car it could be a truck it could be going to be a train so so we have a really I think technology looking label work with ok sliced through slice I just wanted to mention the future so today’s paradigm is well well bonding or if bonding how about the elimination of spot welds the elimination RSP are just purely allow me visas is that fantasy and these are two components torture these is to eliminate spot wells and bond backings Rubik same secure or maybe very localized spot hearing its what components together I think this is something left this is soil if Emily’s definitely considering we’re working on this we’re not all alike customers talk about a complex these are short a slide of maybe six or seven different shining technologies earlier so I think this confers complexity to me reduce the elimination of well saves money and it gives you increased design flexibility so that’s a challenge I’ve done for ourselves and also for our customers but of course every challenge every opportunity has a challenge the challenge with eliminating and one challenge of eliminating spot was of course this performance farm was showing in court in particular so some issues to be overcome but we know that Auriemma in particular I’ve seen the potential to revolutionize the manufacturing process bringing new materials so remove body in white ovens and of course is this this whole talk has been talking about compatibility of mixed polish structures and looking to to really push the envelope as a need out the consumers are weirder embrace of military vehicles so it’s all space is changing well I think we’re at a crossroads at the moment and I can see a real interesting future for an easiest and again we’re pushing the boundaries in terms of them fix ulis and easy bonding true structural moment okay as my glimpse of the future and I think probably talk to you enough that was probably half an hour so thank you very much for listening it’s for me it’s been a pleasure absolute pleasure to talk about subject so jet close to my heart so I’d like to thank you very much for listening and I’ll show you your lunch hour with me and I think what a few minutes for questions so well my colleagues it is pointing your her laptop at me so I’m gonna ask a couple of questions now so the first question that’s come in it’s more be the biggest challenges for bonding solutions in the gas electric vehicles well the benefits okay so I said that’s a small subject I think so challenges regarding Bonnie solutions through actual vehicles well I will flip that on its head to start with you say if you don’t use an easy bonding how are you going to facilitate the battery packs the batteries themselves how do you incorporate those heavy bulky batteries into a body structure I think it eases bonding can help you with the battery tracer example the enclosure of the actual batteries themselves it can help with the actual assembly of the batteries themselves the actual pouches or whatever technology you’re using they could also potentially I think help you lightweight the structure because most batteries that I’ve seen are upwards of six 700 kilograms per vehicle which is a huge amount of weight add to any structure so you probably have to make the structure stiffer as well so you have to adjust if there’s nothing better than a well chosen well designed and easy bond to do that so maybe this person by six question can come and talk to us and separately send us an email because it’s a big topic for for a question on the bank so thanks that question so now if you have a question is what maybe we can do those are flying and so what I like to say now is on one last call for any other questions I’ve got one one more minute perhaps no this is really coming in so with that I like to say thank you very much it you still have an opportunity to UM answer answer the ask any questions you can’t something directly or come for any usual channels of them hoping to enjoy today’s webinar I think it’s what has been recorded and will probably be available on YouTube a very sort of friend channels and we’re in the next couple of weeks and also a film has a regular series of webinars so please stay tuned for those in the future in the meantime I would say thank you very much for listening an absolute pleasure and thank you and goodbye


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