The German manufacturer has also developed sorting and recycling processes for composite scrap (fibre prior to impregnation, cut-outs, etc. Secondary (recycled) material therefore accounts for around 10 percent of the carbon fibre used in the production of BMW i3. Here's how BMW will fix it, Rescheduled 2020 New York Auto Show canceled due to COVID-19 pandemic, Kia Telluride named 2020 World Car of the Year, 2021 Honda Odyssey gets styling tweaks and more safety tech, 2020 New York Auto Show postponed due to coronavirus concerns. BMW Technical Training Manager Walter Malec shows the inner door structure of the BMW i3. To guarantee adequate performance (170 CV, acceleration from 0 to 100 km/h in just 7.2 seconds) and sufficient range (officially 130-160 kilometres) for urban use the designers are relying on the lightweight chassis to compensate for the greater weight of the lithium ion batteries. An illustration showing the various sectioning points. The upper Life module is a passenger compartment consisting mainly of a high-strength, ultra-lightweight carbon-fibre reinforced plastic (CFRP), certainly the most innovative section of the project, even with regard to the manufacturing technology. Write CSS OR LESS and hit save. That said, Malec, BMW's Technical Training Manager, estimated that overall repair cost of the i3 should be "comparable" to that of a traditional car. Lightweight and passive safety cannot always coexist, but composite materials, thanks to their intrinsic rigidity, deliver a good compromise, thanks in part to the special design. With the i8 sports car (also with a carbon fiber Life Module) about to start production, the company's RTM throughput will be well tested. If you want to buy a new carbon-fiber BMW, then don’t delay too long in realizing the dream; the i3 and i8 look set to be the last of the company’s products to feature carbon-fiber structures. However, some details have emerged. The powertrain components are also made by BMW: the plant at Dingolfing, in Bavaria, produces the battery, the transmission, and the Drive module’s aluminium structure. Over the next few months, it will make thousands of BMW i3 models, the first electric vehicle with mass production ambitions. In addition, even after front or rear impact, the CFRP body remains intact and the doors can be opened without any problem, facilitating the process of rescuing occupants. All the secrets of the new BMW i3, the first electric car designed for mass production. At a cost of 72 million euro, the plant has two production lines, each of which have a capacity of 1,500 tons a year. The use of CFRP has also permitted strut B to be eliminated (the one that separates the doors), making passenger access easier. The result is a Kerb weight of just 1,195 kilograms, equivalent to a conventional car with a full tank. BMW, the German auto maker, is aiming high. The iNext—which is going to show BMW’s expertise in both electrification and high-level autonomy—will be based on the company’s new Fifth Generation architecture when it arrives in 2021. Likewise, all of the energy used in carbon fibre production in Moses Lake is entirely derived from renewable, locally generated hydroelectric power. The final assembly of the vehicle also takes place in Leipzig. Die Reichweite im genormten Fahrzyklus betrug 2013 190 km. Though the new cars are not yet in production, the American plant already accounts for around 10 percent of global CFRP production today. CTRL + SPACE for auto-complete. The choice of unusual materials for the vehicle extends also to the interiors, where a combination of leather, kenaf fibre for the door trim panels and natural wool, combined with synthetic materials, and 25 percent of the interior is made from recycle materials or renewable raw materials. Replacing the glass, however, is a bit more complicated. The left and right portions of the Life Module, which will be cut into segments. Following an investment of 40 million euros last year, the site is now the key innovation and production centre for CFRP components, earning it the “JEC Europe Innovation Award 2013”. In designing the Leipzig plant, BMW wanted to extend the concepts of sustainability that distinguish the new car: the plant consumes about 50 percent less energy and around 70 percent less water in comparison with current average figures for production. A special carbon milling tool has been developed. Carlo Latorre. The company is rightly proud of its expertise in producing carbon parts in relatively high volumes. During this stage, the coloured plastic body panels are fastened to the Life module using special hidden supports. You have entered an incorrect email address! “At the time of the BMW i3, the capacity of batteries was still quite low, and so we tried to get every kilogram out of the car to reduce the amount of energy we needed [to power it],” Robert Irlinger, head of BMW’s i division, told us recently. Carbon fiber is still an extremely important material when it comes to passenger safety, for example, but you only use it in certain areas.”. As far as composites are concerned, it all starts with the carbon fibre, produced at an American plant (Moses Lake) set up in 2011 as part of a joint-venture with SGL Group. In addition, the Italian company Piovan has supplied BMW with its Modula multi-hopper drying systems for pellets, in addition to Varyo self-regulating vacuum conveyor systems, the MDW gravimetric blenders and the Winfactory monitoring software. That's bonded to the so-called Drive Module, a mostly flat aluminum structure that forms the base, where the suspension and the motor attach. BMW gives us an inside look at why it won't be so bad. The double-platen injection presses of the duo range have clamping forces of between 2,700 and 4,000 tons, installed in tandem configuration back-to-back to ensure the correct cycle phasing (in master/slave mode), and produce simultaneously two body parts to be assembled successively. BMW typically relies on a machine that uses piano wire to cut the adhesive bonding glass to frame. If, for example, the A pillar is damaged (the forward structure that holds the windshield), that section of the composite shell will be cut starting at the front of the roof and again down at the footwell.

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