The application trend of reinforced plastics in domestic vehicle operations

The exploration and research of GFRTP in China started in the late 1960s, about 10 years later than the United States. During this period, Nanjing Fiberglass Research Institute, Shanghai Shengde Plastic Factory and other units began to conduct some exploration and research on GF and reinforced molding technology for GFRTP. In the late 1970s, Nanjing Fiberglass Institute, Hunan Plastics Research Institute, Changsha Fiberglass Factory, etc. conducted GF/PP research and development, Nanjing Fiberglass Institute, Shanghai Shengde Plastic Factory, Changhong Plastic Factory, etc. conducted GF/PA research and development, Beijing Chemical Industry The institute imported twin-screw extruders from West Germany and began to conduct GFRTP research with untwisted roving. In the early 1980s, Beijing Yanshan Petrochemical Corporation Xiangyang Chemical Plant introduced single-screw/J0 process production technology from the United States, and began to use chopped glass fiber strands to enhance PP research and development. Beijing Research Institute of Chemical Industry and Nanjing Fiberglass Research Institute conduct research and development of GF/PBT and GF/PET. Nanjing Fiberglass Research Institute and Liming Institute of Chemical Industry of the Ministry of Chemical Industry conduct research on grinding fiber-reinforced PU and RRIM technology. Nanjing Fiberglass Research Institute also Carry out research work on milled fiber-reinforced F4 and PA. In the 1990s, the development of GFRTP was slow. For example, the annual production capacity of GFRTP pellets in Changsha Glass Fiber Plant reached 2500 tons. During this period, the annual output was less than 1,000 tons. Also due to problems such as application promotion, Beijing Xiangyang Chemical Plant/J0 process no longer produces GF/PP. Pellets.

Generally speaking, China’s research work did not start too late, but the development is very slow. So far, the annual output of GFRTP in the country is less than 5,000 tons, which is extremely disproportionate to the speed of China’s industrial development, and the gap with developed countries is very large.

The fiber strength in GFRTP can be fully utilized. GFRP is a hard and brittle material, and the matrix resin and fiber are rigidly combined. In a non-unidirectional stress state, the material damage is controlled by the matrix, and the fiber strength cannot be fully utilized. In GFRTP, the matrix resin and the fiber are combined with toughness, and the strain capacity is strong. The fiber can effectively absorb the internal cracks of the matrix. Resist stress cracking, fiber strength can be fully utilized.

High raw material utilization rate. GFRTP corner scraps and scraps can be recycled. It is a green material 0, which will not cause secondary pollution, and adding less than 20% of crushed corner scraps will basically not affect the physical and mechanical properties of the product. . The molecular structure of the matrix resin in GFRP is a three-dimensional network structure, which cannot be melted or reshaped after solidification, so the disposal of scraps and scraps becomes a problem. The current GFRP corner waste and scrap processing methods are: 1 burying. It takes up a lot of land. Incinerate. Will produce secondary pollution such as soot and ash. Crushing, separating and extracting glass fiber for reuse. The extraction cost is high. A company in the United States recycles GF from GFRP and SMC waste products for automobiles. Due to the low market demand for recycled GF, the high cost of recycling, and the high price of recycled GF, the company had to stop this recycling production. Other treatment methods, such as pyrolysis, are heated in an oxygen-free state to split organic molecules into smaller molecules to produce oil and gas. However, the investment is large and has limitations, so it is not suitable for GFRP scrap with high GF content and high filler content. In addition, such as the fine grinding method) pulverize and finely grind the corner waste to obtain the product as a filler, but it is also difficult to make a difference due to the high cost. So far, no better treatment method has been found in the world, so the development of GFRP is restricted by the environmental protection policies of some countries. For the automobile industry, various countries have formulated strict environmental protection laws. For example, the United States: sets the average fuel consumption standard for automobiles; Germany: stipulates that the average fuel consumption rate of automobiles by 2005 is 25% lower than that in 1990; the European Union plans the recycling rate of each automobile material in 2005 It was 85% and 95% in 2015. This is also an important reason for the rapid development of GFRTP.

Better technical and economic performance Thermoplastics have abundant sources, a wide variety of products, and low cost. With the emergence of new GFRTP materials and molding methods, some of the properties of GFRTP, such as heat resistance, rigidity, etc., are comparable to GFRTP. For different materials and different forming processes, there are different economic batches. For example, the economic batch for SMC molding process is less than 100,000 pieces/year; for steel stamping process, the economic batch is more than 100,000 pieces/year; for RTM process, it is economical. The batch is several thousand pieces/year.

Under a certain economic volume, the cost of GFRTP can be reduced by 30% compared with GFRP. Therefore, many experts predict that in the near future, GFRTP will catch up with and surpass GFRP in fiber composite materials. For example, PPG predicts that around 2000, the global GFRTP market share will exceed FRP.

Overview of foreign countries The application of plastics in the automobile industry in the world began in the 1950s and 1960s. It was put into commercial production in the 1970s. It developed rapidly in the 1970s. In the 1980s, it adopted a light-weight and high-strength material system. And functional parts. The amount of plastic used in foreign automobiles was 80 kg/vehicle in the early 1980s, 130-140 kg/vehicle in the middle of the 1980s, and 200 kg/vehicle in the 1990s, accounting for 20% of the total vehicle weight. Most of the plastics mentioned above are GFRP except for engineering plastics. And GFRTP, the current proportion of GFRP is greater than that of GFRTP, but in recent years, the proportion of GFRP has been declining year by year, while the proportion of GFRTP has shown a rapid upward trend.

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