Prediction of Energy Intensity of Carbon Fiber Reinforced Plastics for ...

Final energy consumption by sector in Japan
Prediction of Energy Intensity of
Carbon Fiber Reinforced Plastics for
Mass-produced Passenger Cars
Tetsuya Suzuki, Jun Takahashi
The University of Tokyo
Index 1973 = 100
300
250
200
150
100
Transport
(Passenger)
Residential
Commercial
Transport
(Cargo)
Industry
9th Japan International SAMPE Symposium & Exhibition
2005.11.29-12.2 Tokyo
50
73 75 77 79 81 83 85 87 89 91 93 95 97 99 01 03
Fiscal year
Source: EDMC, Handbook of Energy & Economic Statistics in Japan
Environmental burdens of various types of
vehicles during the life cycle
Relation between vehicle weight and fuel efficiency
Bus
10t truck
4t truck
2t truck
Passenger car
Material production
Use
Waste
Parts & vehicle production
Maintenance
Transport
0% 20% 40% 60% 80% 100%
Source: J. Kasai, The International Journal of Life Cycle Assessment,
Vol.5, No.5, p.316 (2000)
Fuel efficiency [l/100km]
20
18
16
14
12
10
8
6
4
2
0
y = 0.0077x - 0.4757
R 2 = 0.8775
0 500 1000 1500 2000 2500
Vehicle weight [kg]
1

Specific strength [σf/ρ]
Specific strength [σf/ρ]
Why carbon fiber reinforced plastics (CFRP)
50 50
45 45
40 40
35 35
30 30
25 25
20 20 Steel (1470MPa)
15 15
• TS: Thermosetting
• TP: Thermoplastic
• Vf: Fiber volume fraction
10 10 Steel (780MPa)
55
Steel (440MPa)
Steel (270MPa)
00
CFRTS (For airplanes)
CFRTS (Rapid Molding)
Titanium
GFRP
Aluminum
Magnesium
Vf=0.1
Vf=0.6
Vf=0.6
Vf=0.5
CFRTP
0.00 0.05 0.10 0.15 0.20 0.25
Specific rigidity [ 3 E/ρ]
Energy intensity of steel and carbon fiber (CF)
Raw material production
Processing & assembly
Total
Steel *1
[MJ/kg]
-
-
33
In 1999 *2
42
436
478
CF [MJ/kg]
In 2004 *3
39
247
286
*1: Atushi Funazaki, Katsunori Taneda, “A Study of Inventories for Automobile LCA
(3) – Iron and Steel Production –”, JARI ResearchJournalVol.23, No.2, 2001.2
*2:Society of Japanese Aerospace Companies, “An investigation report about
inventory data construction of a composite material”, 1997
*3:METI, Global warming program, “Report of Research and development on carbon
fiber reinforced plastic for lightening automobiles”, 2004
Energy intensity of matrix resins
Decrease of energy intensity by removing of prepreg production
Matrix
Epoxy
Unsaturated polyester
Phenol
Flexible polyurethane
High-density polyethylene
Polypropylene
Energy
intensity
[MJ/kg]
76.0
62.8
32.9
67.3
20.3
24.4
CFRTS
CFRTP
Production process
Resin blending
Resin coating
Resin impregnation
Prepreg winding
Atmosphere control
Raw material storage
Prepreg storage
Release coated
paper production
Total
Energy
intensity
[MJ/kg]
0.1
1.4
2.1
0.2
20.8
11.5
3.4
0.5
40.0
Omission of prepreg
production or integration
into mass-production lines
Dramatic reduction of
energy consumption
0-4 MJ/kg
2

Energy intensity of molding
Relation between fiber volume fraction and structural index of CFRP
Molding method
Hand lay up
Spray up
RTM
VARI
Cold press
Preform matched die
SMC
Filament winding
Pultrusion
Energy
intensity
[MJ/kg]
19.2
14.9
12.8
10.2
11.8
10.1
3.5
2.7
3.1
CFRTS
CFRTP
Structual index [ 3 E/ρ] of CFRP
3
2.5
2
1.5
1
0.5
0
PP
PA
PC
UP
Saturation of weight reduction in Vf=30-60%
Magnesium: 2.01
Aluminum: 1.49
Steel: 0.76
0 0.1 0.2 0.3 0.4 0.5 0.6
Fiber volume fraction
Energy intensity of CFRP for body
Emphasis on rigidity
Fiber volume fraction: 30%
Matrix resin: Polypropylene (Thermoplastic)
Weight reduction ratio: 65%
Energy intensity of CFRP for chassis
Emphasis on strength
Fiber volume fraction: 60%
Matrix resin: Epoxy (Thermosetting)
Weight reduction ratio: 70%
CF
PP
Preform
matched die
CFRP
Energy intensity
[MJ/kg]
286
24
10
155
Weight
[kg]
0.462
0.538
1
1
Energy intensity
[MJ/kg-CFRP]
132
13
10
155
CF
EP
RTM
CFRP
Energy intensity
[MJ/kg]
286
76
13
234
Weight
[kg]
0.692
0.308
1
1
Energy intensity
[MJ/kg-CFRP]
198
23
13
234
3

Reuse and recycle flow of scrapped CFRP cars in the future
Scrapped
CFRP car
Aged
degradation
Shortage of
fiber length
Recycle
Resin degradation
by recycle
Aged
degradation
1 st recycle 2 nd recycle 3 rd recycle
Strength parts
Reuse
Reason for
property decrease
Repeated weight
by running
Reason for
property decrease
Non structural parts
Property decrease
Property decrease
is dependent on
resistance to fatigue
CFRTS -> Only fiber
CFRTP -> Fiber + Resin
Thermal recycle
Recovering energy
as thermal
No landfill
CFRP after 3R
• Reuse of CFRTS
• Only
• Only
transportation
transportation
and
and
washing:
washing ->
about
about
0 MJ/kg
0 MJ/kg
• Recycle
• Recycle
of
of
CFRTS
CFRTS
• Fiber volume fraction: 30%
• Additional PP -> 13MJ/kg
• Additional fresh PP: 13MJ/kg
• Preformed matched die -> 10MJ/kg
• Preformed matched die: 10MJ/kg
• Separating and recovering of CF -> 10MJ/kg
• Separating and recovering of CF: 10MJ/kg
• Total -> 43MJ/kg
• Total: 43MJ/kg
• Recycle of CFRTP
• Melt and remold CFRTP without adding fresh resin
• Preformed matched die -> 10MJ/kg
• Recovering CFRTP -> 5MJ/kg
• Total ->15MJ/kg
Results
Conclusion
assembly, molding
CF production
Steel
Fresh CFRTS
Recycle CFRTS
Fresh CFRTP
Recycle CFRTP
steel or matrix resin production
materials recoverly
• Effective combination of several technologies is
needed in order to decrease energy intensity of
CFRP parts for mass-produced cars
• In particular, 3R has a great effect because
energy intensity of fresh CFRP is very large and
the technological development is indispensable
0 50 100 150 200 250
Energy intensity [MJ/kg]
4

For more information..
suzuki@sunshine.naoe.t.u-tokyo.ac.jp
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