Table of contents

1
1.1

Introduction
Scope

2
2.1
2.2

State of the Art

Light weight automotives
Weight reduction
2.2.1 Composites
2.2.2 Hybrids
Joining techniques
2.3.1 Glueing
2.3.2 Multiform
2.3.3 Comparision
Adhesive joints
Adhesion advantages & disadvantages
Adhesive parameter identification
Adhesive testing
Material models for simulation
2.8.1 LS-DYNA
2.8.2 Radioss
2.8.3 Abaqus

2.3

2.4
2.5
2.6
2.7
2.8

3
3.1

(adhesion promoter Vestamelt hylink)

3.4
3.5

Material modeling parameter identification

Single lap Joint
3.1.1 Sample model building
3.1.2 Parameter Identification
3.1.3 MAT_LAW83
3.1.4 Failure model
Simulation results of lap joint specimen
Butt joint
3.3.1 Sample model building
3.3.2 Parameter Identification
3.3.3 MAT_LAW83
3.3.4 Failure model
Simulation results of Butt joint specimen
Hypothesis

4
4.1
4.2
4.3
4.4
4.5

Complex model building

Meshing
Defining boundary conditions
Simulation
Post Processing
Comparision of simulation & real-world results

Summary

Bibliography

7
7.1
7.2

Annexure
A Adhesive data sheet
B Calculations

Drawings

3.2
3.3

#Research topics
Plastics in Motion

Unique Bonding Material and Thermoplastic Composite UD-Tape for Lighter Automoti
ve Components
Martin Risthaus, Business Director Lightweight Design, Evonik
To meet the strictest emission regulation with an increasing demand on fuel effi
ciency, the automotive sector has open up to more non-traditional solutions that
can further support the weight reduction trend with enhanced performance. At Ev
onik, VESTAMELT Hylink was specially developed to enable the bonding between meta
llic structure and polymer surfaces. VESTAMELT Hylink is a copolyamide- based adh
esion promotor specially modified to create an exceptionally strong & reliable b
ond between the metal and plastics. This solution open up new assembly possibili
ty in existing hybrid structures design. In the area of thermoplastic composites
, Evonik has been developing various UD-Tape (unidirectional- tape) solutions ba
sed on three different thermoplastic matrix namely, polyamide (PA), polyphthalam
ide (PPA) and polyetheretherketone (PEEK). The UD-Tape is the basic foundation f
or the production of the thermoplastic composite. With thermoplastic composite,
the designer can further explore alternative joining method that can significant
ly reduce the processing cost.

Assembly of Moulded Composite Components by Adhesive Bonding

W.S. Gutowski (speaker), S.Li, C.Filippou, L.Russell, Industrial Interfaces Team
, CSIRO Manufacturing Flagship, Melbourne/Australia
Polymeric composites such as carbon- or glass-reinforced polymers are the key re
placement materials for steel in vehicle body components and structures where si
gnificant weight reduction is desired.
The body or structure components, predominantly fabricated from epoxy-matrix com
posites and requiring bonding or coating are in the form of moulded and non-moul
ded parts with surfaces contaminated by release agents or handling, which necess
itates costly surface preparation prior to bonding. This may involve sanding, su
rface cleaning and other operations necessary to ascertain structural integrity
of assembled body components or structure for the required strength and durabili
ty under demanding service conditions.
Owing to the above complexities, composite surfaces designated for bonding and c
oating require surface modification with the aim of achieving the following gain
s: (i) elimination of surface contaminants, (ii) high strength of adhesion resul
ting in cohesive fracture within the adhesive layer or composite matrix on excee
ding failure stress level, and (ii) reliable and fast processing minimising manu
al handling impact.
The following has been demonstrated through this work targeting improved strengt
h of adhesion between composite surfaces fabricated in moulds with the use of si
licone release agents and bonded by polyurethane structural adhesive: (i) OH&S a
cceptable commodity solvents e.g. isoproanol or acetone do not remove mould rele
ase agents from the substrate surface to the extent sufficient to provide improv
ed adhesion; (ii) corona discharge, atmospheric plasma or flame treatment commer
cially used by automotive industry do not provide desirable bond strength improv
ement when used alone (i.e. without subsequent use of graft chemicals), and (iii
) a process comprising surface activation of moulded epoxy-based composites foll
owed by application of reactive graft chemicals provides significant strength in
crease, up to the level producing cohesive failure within adhesive or composite
matrix upon overloading above the failure stress.