Case Study: Lamborghini

Lamborghini has always been at the top of the list for most exotic and elegant sports cars in the world. Even through the company's rough patches over the years, they have been able to relentlessly manifest iconic works of art in the form of vehicle designs. However, Lamborghini was bought out in 1998 by Audi, who was determined to increase the profits for the sport car brand and begin to place it up with Ferrari worldwide. To clarify, Ferrari has been known as THE exotic sports car, with a great emphasis on SPORT. Meaning, Ferrari as a company and brand is highly involved in multiple levels of racing and designs their cars with a focus on the driving enthusiast, aiming to develop a fluent connection between driver and machine. Lamborghini, on the other hand, has placed most of their focus on the design, creating works of art with their very much geometric-based design foundation. In 2007, Lamborghini was actually able to outshine Ferrari, posting better sales worldwide (just a few years after Lambo introducted the Gallardo or "economical Lambo"). Following up the much anticipated and impressive Murcielago with an affordable (in the "ask the butler to pull the car around" sense), version such as the Gallardo was a great business move in my book. However, the Gallardo has been on the road for almost 8 years, the enthusiasts and tuning shops have been there and done that and honestly, the Lamborghini fans have been growing impatient for a new fantasy we can drool over through posters, computer wallpapers and drive invincibly in video games.

After months of teaser pictures scattered across the internet like some kind of crude

scavenger hunt, the 2010 Paris auto show gave the loyal Lambo fans what they deserve, the Sesto Elemento concept (Italian for the Sixth Element, which we all know on the periodic table is Carbon, you knew that though, right?). The name says it all, oozing with carbon fiber in multiple forms this vehicle has a overall curb weight of a shoe (only 2,202 lbs) and when given a 570 horsepower V10, can get the Sesto Elemento from 0-62 mph in 2.5 seconds. The car is based around a carbon fiber monocoque (making more components actually functional structural components of the vehicle), which is created as a Forged Composite. Traditional carbon fiber is layered in woven sheets to a desired form, Forged Composites, however, are created by injecting a epoxy/fiber paste into a mold. This process makes the fibers become randomly oriented, offering strength in many more directions than the traditional layered sheet carbon. Forged Composites allows for complex geometries to be created, ultimately consolidating parts and lowering weight. The Sesto Elemento exhibits these type of components along with traditional woven sheet carbon fiber and braided carbon fiber, which can all be seen in high resolution here. Crossing industry boarders, this type of material development has also

gained the attention of Callaway Golf, which will be using the Forged Composite technology to create new golf clubs.

Even though I personally believe that this new concept looks a typical Lamborghini concept, I do have to applaud them on material development and the minimalistic design direction, they not only thought out of the box, they smashed the box with a sledge hammer and wove a lighter one. It is vehicles like this that help the industry progress and embracing the progress is the key to moving forward.

Have a seat

Automotive seating structures are very complex and heavy components in a vehicle. The high end, automatic seats can weigh upwards of 70 pounds and can take over an hour to assemble (How it's Made - Automotive Seats). Opel, a General Motors European subsidiary has teamed up with Recaro, one of the world's most innovative seat designer/manufacturers as well as BASF, the largest chemical company in the world. The product of this union was a state-of-the-art slim seat design. Shown here to the right, Recaro was able to use simulation software known as ULTRASLIM to create a seat with minimal components, ultimately reducing assembly time and cost. Design criteria included low weight, high mechanical strength, high level of comfort and sporty look. The use of CAD software allows the design to conform more to the driver, providing better ergonomics and higher level of comfort without the use of large metal springs or excessive amounts of foam. It does not stop there, no springs means no squeaks and rattles and the thinner design creates more interior room for cargo or passenger legroom. BASF provided the high mechanical strength in the form of Ultramid B3ZG8 and B3G10 fiberglass reinforced plastics to make the backrest and seat pan. The foam is Neopolen P 9225 K energy absorbing foam, which means less foam is required than a conventional seat. For more information on the materials click here and to see the final seats in the Opel Insignia, click here.

My final topic of discussion today deals with a very in depth dissertation I recently came across (L.T. Harper, Discontinuous Carbon Fibre Composites for Automotive Applications, The University of Nottingham, UK). The author goes into great detail about the feasibility of carbon fiber composites in the automotive industry, how they will work and what will be the challenges faced by their integration into the market.

However, the section which caught my attention dealt with the dent resistance of recently developed composites compared to the current standard steel. Specifically, steel was compared to six different types of composites which are either in production or under consideration to be placed in production by the automotive industry. Below is a graph which is in L.T. Harper's paper, which shows each material and its dent threshold (the amount of displacement needed in order to create a visible dent).

The dotted horizontal line indicates when there is a visible dent and the far left curve is that of steel. Steel will have a noticeable dent when displaced by 0.5 mm. The composite with the lowest displacement will not have a dent until 2.2 mm of displacement and the strongest composite is over 3 mm. Although the composites tested have a dent performance around 6 times that of steel, Harper mentions that their cost is around 39 times more than steel. My concern is that manufacturers might be asking too much from future components with the current technology. Is there a reason why there is such a large leap in strength? Would the final product work just as fine with a composite which dents at 1 mm of displacement? I strongly believe in baby steps in order to create a successful movement. There are plenty of other factors that composite developers can focus on, such as how to repair a dent in a composite. I am pretty positive most body shops are not too familiar with how to repair a $1500 carbon fiber bumper after you backed into a light pole. All I am suggesting is to slow down and get the little things right and gradually increase from there, when the little things are done correctly, the big things fall into place.

Summer Detours

The summer term has come to an end, this could only mean two things; football season and the start of yet another school year. For myself, this is the final year of my masters program, foreshadowing the inevitable thesis...My summer was chalked full of research, distractions and detours, ultimately leading me back to the same place from which I started. A simple picture of my desk is indicative to not only my necessary Rockstar energy drink sponsorship but how busy my summer has actually been (housecleaning is on the To Do list).

This summer provided me with time to research material properties for which to compare the product of my thesis experiments. I began with the intent to use carbon fiber in my experiments, until I was told that NC State does not have the equipment to run carbon fiber....so I shifted my focus to a more feasible material. Stein fibers, out of Charlotte, North Carolina were able to provide me with a few pounds of bicomponent polyester. This bicomponent fiber has a sheath/core cross section, meaning the core of the fiber has different properties than the skin. This was of interest to me because the sheath is created from a low melt component, requiring less energy to melt, hence bond the fibers together in a thermal bonding process. Another snag is the fact that tests show the molds that I have designed with the three-dimensional printer have about the same glass transition point as the fibers. This means that the molds will begin to melt around the same time as the fibers, making temperature control crucial. However, at the moment I am awaiting to confirm a committee meeting to ask for solutions to this problem.

The technology that I am basing my thesis around has been around for a few years and is constantly under development, so a main focus of my research has been reviewing this technology and trying to find out the vital areas for future development. Basically, where the current developers are having trouble and where I can add to the pool of knowledge. My summer came to an end with yet another detour in the form of a journal article lurking in my mailbox. It appears as though a university with a hefty automotive manufacturer as a financial backer (University of Nottingham and Bentley Motors) has developed and is testing the exact idea that I was aiming towards. Not only that, they won SAMPE's 2010 Outstanding Paper Award. However, as with every cloud, there is a silver lining and they were able to provide sufficient information pertaining to challenges they were facing which can help open new doors for my project. Article reviews have pointed me in the direction of studying the feasibility of fiber alignment in a nonwoven composite, which offers comparable strength at lower cost than woven carbon fiber laminate. I will discuss these in greater detail in due time.

I am looking forward to my last year and a meeting last night discussing an upcoming career fair has my foot tapping and making me excited for what the future holds.

P.S. I have a new addiction, TED.com. If you have time, view some videos of interest, simply inspiring.

The Rise in Demand

The semester is finally over and another class walked across the stage this past weekend. It was a wonderful ceremony and yet another reminder of how close I am to graduating again. Moments like those really motivate me to finish my graduate research with an impact and to be able to leave a something behind here at NC State.
As many students or new alums are starting their new jobs/internships or simply taking time off to soak up freedom before they take on the real world, I find myself wrapping my mind around time lines and reestablishing myself with CAD software. One of the keys to success I have learned in my time at NCSU is the importance of time management and old fashioned determination. Great ideas are merely paperweights unless properly put into action.
Now, on with the post: I have been very interested in the demand in the automotive market for composite materials. Along with what companies are doing to appease this demand.
BMW is known for creating excellent driving machines, connecting with the emotion of driving and offering reliability in beautifully designed automobiles. Through the past decade or so, it has been seen that BMW is trying to flex their designing muscles by breaking into different markets, filling in gaps in their lineup. The current BMW lineup includes the 1, 3, 5, 6, and 7-series along with the X3, X5 and X6, not to mention the Z4 and the entire performance-based M class. Needless to say, BMW has their hands full and judging from their Efficient Dynamics concept, their future looks very busy.
The specific reason for my interest in BMW recently is the partnership they have created with the SGL Group in October of 2009. SGL Group is one of the world's leaders in carbon products ranging from graphite materials to carbon fibers and composites. This partnership will create a $100 million carbon fiber plant in the state of Washington. There hasn't been any word on the exact date of the opening of the plant but it has been said that the facility will be utilizing hydroelectric power to turn out carbon fiber-reinforced plastics for BMW's upcoming MegaCity car, due out in 2013. The MegaCity concept is based off of BMW's electric vehicle movement. BMW currently has the Mini E, which utilizes an all-electric 204 horsepower motor in the Mini platform. They have launched the Mini E in several test markets to study the market reaction. The Mini platform was used for its already low weight, allowing time for BMW to develop affordable light weight composites to create larger passenger vehicles.
Light weight composites are necessary in electric vehicles to counteract the high weight of the battery systems required for the power train. BMW is said to further develop this electric drive train and utilize it in upcoming vehicles such as the ActiveE (based on the 1-series, pictured) and the MegaCity.
Carbon fiber automobiles are usually only seen on racetracks or in the garages of people who are too powerful to wash their own cars. However, BMW says that the MegaCity vehicle will be the first mass-produced vehicle which relies heavily on carbon fiber for the structure. This coalition between BMW and the SGL Group might be strictly for the MegaCity concept currently, however, the MegaCity design and development will open doors in the future for further composite developments within BMW. I believe the downfall of the electric vehicle is the fact that there haven't been any truly exciting electric vehicles and I hope that BMW can pull through with producing one that can break the mold.
This relationship between BMW and the SGL Group has the ability to show automotive manufacturers across the board the importance of composites for production vehicles.
For more information on the MegaCity click here. (Don't worry, the picture in the link is not the MegaCity).
More on my thesis research to come!

It's raining concepts!

Automotive news has recently been riddled with concepts and production teasers. For example the Zenvo ST1, Ford Focus RS500 (which will not be sold in the US...don't get me started), the new Hennessey Venom GT (with a 1200 hp option I might add), Koenigsegg Agera, and even McLaren has come out with a MP4-12C. All of these vehicles are very fast, expensive and full of carbon fiber (the McLaren actually has a carbon fiber monocell chassis configuration) which only very few of us will actually see in real life and even fewer will have the chance to drive. What is the purpose for cars like these you ask? To evoke emotion.
Designers and manufacturers of these types of cars want to bring the passion back to driving. Sure, your car can get you from point A to point B and has XM radio and GPS (yada yada), but have you ever turned your radio off, opened your windows and just listened to the road? Press down on the gas just a bit more than you are use to and just feel the car come to life. The synergy of an automobile and driver is unparalleled. This feeling is where designers build their art.
These exotic bullets are actually an amazing (and costly) source of research and development. 50 years ago, nobody thought that a woven fabric could out perform steel car bodies and now thanks to concept car testing and racing advancements, carbon fiber is a household name. A more recent development is from 2008 with BMW's GINA concept which is covered in a fabric (polyurethane coated Spandex) which is translucent, stretchable and water resistant. Click here to see more about this car and watch the video about the design. The skin is one piece which you have to see to believe. Designers such as these are a true inspiration and really help people think outside of the box, innovating the way we think. We may never actually see a production version of this type of car but it definitely provokes an motivational emotion within me. You may never grace the driver's seat of one of these exotic masterpieces but in a few years you may see yourself driving an affordable car fully equipped with a carbon fiber chassis....maybe.

Spring is in the air

I have recently returned from a vacation to visit family down in Miami, Florida. Vacations are not only healthy downtime but can be used to open your eyes to different cultures, their influences and to spark some inspiration. During short walks through Miami, I was able to catch a few cars that before I had only read about. For example, this twin-turbo V6 Nissan GT-R and this 5.7L V12 Ferrari 575M Maranello (in a tight parking spot I might add). I must admit, leaving Miami was difficult; however, hacing dinner outside while a Ferrari 599 GTB Fiorano is parked yards away can inspire any gear head.

Returning, I find myself relieved that midterms are finally over and I can begin to gather my focus on my material research. Last week, Professor Powell, Jenna Eason and myself were able to meet with Sean Coleman, an NC State graduate student who was named the winner of the 2010 Shell Eco-Marathon Americas (SEMA) Urban Concept Car Competition. Utilizing Sean's excellent design capabilities, we are looking forward to creating a strong collaboration in order to further his "green" concept. Implementing our resources here at the College of Textiles, we are aiming to aid Sean with any material research and development needed to bring his designs to life.

It's a Printer, in THREE Dimensions

The College of Textiles has recently acquired a 3D printer by Z-Corp (Model 450 to be exact). What is a 3D printer you ask? Well, the process starts off in a three dimensional CAD program,where your design is created or loaded (this is an example of a 3D weave design I created in SolidWorks). The design can be colored and resized to your liking with the Z-Corp editing software. The software takes your design and breaks it down into hundreds (depending on the size) cross sectional images (Imaging taking your design and cutting it into millimeter thick sections). The printer consists of a build bed, which holds the build powder, and a printing head. The printer then starts by laying down a single layer of powder and prints a cross section, then repeats the process until the build is complete. The printer speed is approximately 0.9 inches per hour and has the capabilities to print in color. When the build is complete, the build bed recycles any unused powder for future use, the user takes the build out of the bed and into the right section for depowdering (using compressed air to remove any excess powder). Finally, the product is dipped in or covered with a binder,making the final product stronger and brightens the colors.

The capabilities of this printer seem endless and I am very excited to work with this more in the future. For more information about the Z-Corp 450 or to see more designs click here.

My Committee

I have finally created my committee for my thesis support. This committee consists of three professors here at the College of Textiles, each brings a very strong angle to my thesis direction.
Professor Nancy Powell has over 27 years of experience in the automotive textile industry, has a strong management background as well as interests in automotive textiles as well as new product development and currently teaches courses in Textile and Apparel Management. Professor Powell offers experience and knowledge of the automotive industry with a management focus.
Dr. Pam Banks-Lee received her B.S. in Textile Technology and Applied Mathematics, along with her PhD in Fiber and Polymer Science, Dr. Banks-Lee currently teaches courses in Textile Technology with a focus in nonwovens. Dr. Banks-Lee brings a technical view to this committee, be a support in the testing phases of the research.
Dr. Hoon Joo Lee holds a B.S. in Textile Engineering and received her PhD in 2007 in Textile Technology Management, Dr. Lee's research interest is in product development and computer-based design. Dr. Lee offers a strong product development aspect to my committee, being able to help from concept to product.

I am very excited to have my committee finalized and look forward to the next few semesters.

Inspiration

The past few weeks have been a bit hectic, classes have begun and I am finally in classes that I believe can offer the most towards my research. Also, I have finally come to a decision on my thesis topic. I will be focusing my research on using nonwoven technology to design rigid three dimensional structures with a rapid prototyping approach. Basically, I intend to investigate the ability to create a nonwoven, economical alternative to the current woven carbon fiber.

Today i participated in a web seminar that promoted a new, very innovative software for virtual design. The company is Realtime Technology AG (RTT, USA) and they offer a 3D visualization software which enable the user to create a virtual prototype utilizing any physical material in realtime. Basically, any material can be scanned into the software's library or a material can be created virtually and scaled to build a virtual model. The user can view the model in any virtual environment and can even test the fluid flow of a model. Using this software can significantly lower the cost and time of design and product development. I thought this was a very novel software, if you would like to know more, check out the website at http://www.rttusa.com/.

Due to the fact that my last few weeks have been so very busy with getting things in order, I thought that I would get my mind off of things and shed light on an extreme in the automotive community. I wanted to highlight the Splinter car, that's right the wooden supercar. A few years ago, NCSU graduate student in industrial design, Joe Harmon designed and built a 2500 lbs. two-seater with around 600 horsepower. The body was made by weaving wooden strips into sheets, molding the sheets into the desired shape and vacuum sealing it with resin. Not only was the body made from wood, the frame, interior (woven wooden seats, wooden steering wheel), suspension (wooden leaf springs) and even the wheels. Joe event went as far as to track down a type of wood known as osage orange (the strongest wood found in North America) in Kentucky to build the leaf springs. Joe's intention wasn't to put it into production but to show the diversity of a material and to push the limits. To see more on the Splinter including detailed video and visual documentation through the entire build process, check out the website at http://www.joeharmondesign.com/. I wanted to highlight this project because it has been personally inspiring and I believe it offers an amazing insight to the world of materials and their capabilities.

"I have been impressed with the urgency of doing. Knowing is not enough, we must apply. Being willing is not enough; we must do." -Leonardo da Vinci

Experience

First, I hope everyone had wonderful and safe holidays, it was nice to have a relaxing break but I am looking forward to hitting the ground running. I wanted to start this post with a quick overview of my previous related work experience before I start getting too in depth with my research plans.

I was accepted into NCSU in the biomedical engineering field, for which I was very excited. However, the first semester, I took the elective T101 and my mind was opened to an entirely different world, a new, revolutionary world of textiles. I was blown away, and I had to be part of it. In my undergraduate studies, I was able to hone my research and experimentation abilities.

During the summer of 2008, I had the opportunity to intern with Guilford Performance Textiles, who are leaders in automotive textile production (seat cloth, headliners, etc.). I was very fortunate to be able to work with such a strong company, I was able to see manufacturing first hand and actually be a part of something global. My project there was to investigate a new camera-based quality inspection system. I had to research the parts and present my final recommendation for what to use for the system and how to implement it. This was a great experience and I am very thankful to have been able to do that.

Very soon before my undergraduate graduation in December of 2008, Nancy Powell contacted me about a possible job opportunity with a very innovative company called the Advanced Vehicle Research Center (AVRC). At this time, the company was very strong with their DoE (Department of Energy) contracts, PHEV (Plug-In Hybrid Electric Vehicle) upgrades to the Toyota Prius and they were expanding into PHEV charging stations, CNG (Compressed Natural Gas) up fitments, and much more. I have always loved to be on the cutting edge of technology, especially technology that is helpful to society and the environment, so needless to say that I was very excited to begin working with them. My time at AVRC was never dull, there was always something going on, one day I was writing website code, the next day I would be traveling to Ashville to help with a PHEV installation. During the year that I was able to work with them, AVRC opened an amazing headquarters in Danville, Virginia in the up and coming "Cyber Park", equipped with an off road testing track and 16,000 sq.ft. of office and garage space. I hope to be able to work with AVRC again in the future.

While I was with AVRC, I attended an open house at NCSU and missed it too much to stay away. So, I studied, took my GRE and came back to graduate school in the Fall of 2009. My experience in the automotive field has brought me through the manufacturing aspects of it as well as the customer-interaction and development stages. Over my time in "real-world" experience, I have been able to see what works, what doesn't, what people want and things that people would love but know about yet.

As for my research towards my thesis, I believe I will be locking myself in the library for quite awhile in order to do some literature research to see what is out there. As I have stated before, I am interested in this nonwoven preform process. Professor Powell thought it was a great idea and suggested that I somehow incorporate a way to create the molds quickly in order to create a rapid prototype of the nonwoven parts...