{"id":11217,"date":"2021-05-21T13:40:31","date_gmt":"2021-05-21T11:40:31","guid":{"rendered":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/?p=11217"},"modified":"2021-05-21T13:40:31","modified_gmt":"2021-05-21T11:40:31","slug":"heavy-duty-trucks","status":"publish","type":"post","link":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/2021\/05\/21\/heavy-duty-trucks\/","title":{"rendered":"The role of composites in heavy duty trucks"},"content":{"rendered":"

As speculation grows over the potential increased use of composite materials in tractor-trailers, what do fleets need to know with respect to repairing these unique materials?<\/span><\/p>\n

Composites have long been used in the construction of heavy duty trucks and trailers. The primary benefits of using such materials are clear: reduce weight and thereby improve fuel economy and cargo-carrying capacity.<\/span><\/p>\n

\u201cComposite materials are used in many locations on heavy duty trucks,\u201d says Jim Nachtman, director of heavy duty marketing for Navistar, a holding company whose brands include international trucks. \u201cExamples include hoods, bumpers, skirts, cab extenders, and roof air fairings, as well as many interior components such as cabinets and the instrument panel. Engine components such as the International A26 engine valve cover, oil filter cap, and fuel filter cap are composite as well.\u201d<\/span><\/p>\n

In addition to weight savings, Nachtman says composites provide benefits including lower replacement parts cost and enhanced flexibility for certain applications such as bumpers. Given all of these benefits, some wonder if the use of composites could be expanded in the coming years.<\/span><\/p>\n

\u201cLook at the Boeing 787 airplane,\u201d says Rich Schiavoni, head of Academy Training for Wurth USA, a supplier of vehicle services, parts, and products. \u201cIt is primarily composite, so it is certainly possible. A carbon fiber chassis on a heavy duty truck? I\u2019m not sure. I don\u2019t know how much carbon fiber flexes, but I would think that everything bolted to the chassis and above, excluding the drivetrain, could go away from steel. The same goes for trailers. What holds the weight needs to be extremely strong, but what keeps the weight in has more options.\u201d<\/span><\/p>\n

Some who have been entrenched in the heavy duty collision repair industry aren\u2019t so sure the use of composites will increase.<\/span><\/p>\n

\u201cI don\u2019t think we\u2019ll ever see composites with a frame, at least not in my lifetime, and I\u2019m 60,\u201d says John Spoto, national heavy duty commercial manager for the automotive aftermarket division of 3M, a maker of abrasives, adhesives, and coatings for auto body repair. \u201cJust look at what has happened on the auto side. The auto side isn\u2019t even there yet.\u201d Spoto is also an instructor for I-CAR, the Inter-Industry Conference on Auto Collision Repair.<\/span><\/p>\n

Despite the justifiable naysaying, an Iowa-based bus manufacturer is proving that composites can play a more pivotal role in the construction of large vehicles.<\/span><\/p>\n

\u201cA company called Proterra is using composites to make electric buses,\u201d says Michael Hoke, president of Abaris Training, a Nevada-based organization that has been providing advanced composite training since 1983. \u201cOne of our instructors taught a damage repair class in Toronto the first week of January because Proterra has a fleet of buses there. We\u2019ve actually done quite a few of these classes for Proterra over the past few years.\u201d<\/span><\/p>\n

Proterra is using both carbon fiber and fiberglass in its electric buses, materials that are used based on design and loading requirements.<\/span><\/p>\n

\u201cOne of the primary advantages of composite construction is the ability to vary the makeup of materials throughout the vehicle,\u201d says Mike Finnern, Proterra\u2019s vice president of customer service. \u201cThis allows for a design optimized for strength, weight, and durability.\u201d<\/span><\/p>\n

According to Finnern, the utilization of composite materials has allowed Proterra to remove 4,000 lbs of weight compared to a traditional metal bus frame and chassis. \u201cThe primary advantage for an electric bus is that it can now store more energy [batteries] onboard to extend its range,\u201d Finnern points out.<\/span><\/p>\n

Abaris Training has also been engaged by a leading manufacturer of semi-trailers. \u201cWe\u2019ve had some personnel from Wabash National come through our training facility,\u201d Hoke says. \u201cWabash is using composites in refrigerated trailers because composites can be good insulators.\u201d<\/span><\/p>\n

Wabash National is using a unique molded structural composite (MSC) technology, an advanced material consisting of a high-efficiency foam core that is encapsulated in a polymer-reinforced shell and protective gel coat. Robert Lane, vice president of product innovation, says MSC not only reduces weight and eliminates corrosion, but also provides twice the puncture resistance while also improving thermal efficiency by up to 25 percent in 53\u2019 van applications. Wabash is also using MSC in its truck bodies.<\/span><\/p>\n

Material selection and the fleet\u2019s ROI<\/span><\/h3>\n

Regardless of what type of material a manufacturer chooses to use \u2014 composite, steel, aluminum, or otherwise \u2014 Navistar\u2019s Nachtman says the selection is typically based on several factors including strength requirements for the application, cost, serviceability, paintability, weight, temperature, and corrosion.<\/span><\/p>\n

Volvo Trucks, for example, is using a variety of composite materials including plastic and carbon fiber.<\/span><\/p>\n

\u201cIt\u2019s the partnerships with our suppliers that help us determine which type of material should be used,\u201d says Chris Stadler, product marketing manager at Volvo Trucks North America, which offers a full range of medium to heavy duty trucks. \u201cWe make sure the materials used address the best fit, form, and functionality. We also use different materials to enhance the aesthetics of the truck and investigate composites that could improve the value of the vehicle such as the costs and weight of the components. Testing and validation on these materials is always being performed. We will not sacrifice the safety, quality, and integrity of our products.\u201d<\/span><\/p>\n

Case in point, Volvo Trucks incorporates a high-strength steel cab because the company\u2019s core value is safety. \u201cWe want to keep our customers and their drivers as safe as possible,\u201d Stadler adds.<\/span><\/p>\n

For tractor-trailer manufacturers and the fleets they serve, cost-benefit analysis is key.<\/span><\/p>\n

\u201cWhen you think about the upfront cost of a vehicle, steel is more cost-effective than aluminum, magnesium, and reinforced composites,\u201d says Jody Hall, vice president of the automotive aftermarket for the American Iron and Steel Institute (AISI).<\/span><\/p>\n

For fleets in long-haul or linehaul applications, however, where fuel efficiency and cargo-carrying capacity are paramount, the added upfront cost could be offset by longer-term fuel savings and productivity gains.<\/span><\/p>\n

There is no disputing the fact that composites are lighter weight. However, Hall says recent advances in steel are offsetting some of that advantage. \u201cOver the past four years, steel strength has been increased 10 times,\u201d Hall points out. \u201cBecause of that increased strength, we can reduce thickness. That is how we\u2019re able to achieve light-weighting.\u201d<\/span><\/p>\n

Regardless of the degree to which composites are used in heavy duty trucks, it\u2019s important for technicians to understand what composites are and how they differ from materials such as steel and aluminum.<\/span><\/p>\n

\u201cAny composite is basically a fiber-reinforced resin system,\u201d Abaris Training\u2019s Hoke explains. \u201cYou can have either glass, carbon, or Kevlar fibers.\u201d<\/span><\/p>\n

In the automotive industry, Hoke says the most common composite is fiberglass. Fiberglass is the least expensive of the three; carbon fiber can actually cost up to 10 times as much as fiberglass. Fiberglass is also quite effective at resisting impact damage. \u201cThe only real disadvantage is that fiberglass is heavier than carbon fiber, though it is still considerably lighter than steel,\u201d Hoke points out.<\/span><\/p>\n

One might jump to the conclusion that because they are lighter weight, composites must lack strength and durability. As Hoke points out, this is not the case \u2014 if the composites are engineered correctly. As an example, he points to the Formula 1 race car. \u201cIt is almost entirely constructed of composite materials,\u201d Hoke says. The result is a lightweight vehicle that is still capable of withstanding violent crashes.<\/span><\/p>\n

Hoke also points to an incident in Texas, where a Proterra electric bus was T-boned by a concrete mixer. \u201cThe collision crushed in the side of the bus to a certain extent, but not as badly as you\u2019d think it would have,\u201d Hoke says. \u201cThe bus was actually able to drive away after that, and all passengers walked away too. You can make composites extremely crash-worthy if you design properly for it.\u201d<\/span><\/p>\n

That said, any damage incurred is still going to need to be repaired.<\/span><\/p>\n

Best practices for repairing composites<\/span><\/h3>\n

Hoke says technicians will largely be able to rely on existing auto body tools and techniques to make composite repairs. However, there are some differences to be aware of, such as cross-contamination.<\/span><\/p>\n

\u201cWhenever you put carbon fiber composites directly against steel or aluminum, like if you bolted a steel or aluminum door handle to a carbon fiber door panel, the carbon fiber will cause the steel or aluminum to corrode,\u201d Hoke says. \u201cIt\u2019s a galvanic corrosion problem. It doesn\u2019t hurt the carbon fiber at all but will attack the steel or aluminum. So, you need an insulator between the two to prevent that corrosion.\u201d<\/span><\/p>\n

Fiberglass, on the other hand, will not cause that kind of galvanic corrosion. That is why Hoke thinks fiberglass will ultimately emerge as the preferred choice when it comes to composite materials in heavy duty trucks. Fiberglass is also fairly straightforward for technicians to work with. \u201cYou can typically drill holes in it with traditional tools,\u201d Hoke says. \u201cThat is not true with carbon fiber where technicians need different [drill] bits.\u201d<\/span><\/p>\n

Hoke believes the heavy duty truck industry has an advantage when it comes to repairing composites. \u201cIn the airplane world where we mostly use carbon fibers, we see a lot of adhesively bonded repairs,\u201d Hoke relates. \u201cFor instance, a puncture or dent would be bonded, and then it would have to be cured for a couple of hours at a fairly high temperature of 180 to 350 degrees F. That can be time-consuming and a little tricky to set up.\u201d<\/span><\/p>\n

Conversely, in heavy duty trucks where Hoke envisions more fiberglass composites, the repair process could be much simpler.<\/span><\/p>\n

\u201cWith fiberglass, a technician can consider doing a \u2018bolted doubler\u2019 repair,\u201d Hoke says. \u201cIf a hole is punched in the side of a trailer, for example, the technician could cut another piece of fiberglass as an external doubler, drill a few holes, and then bolt that doubler over the hole. It won\u2019t necessarily look very pretty, but it would work.\u201d<\/span><\/p>\n

Whether working with fiberglass or carbon fiber, some in the vehicle collision repair business lean toward a different approach to repairs.<\/span><\/p>\n

\u201cWhile CFRP [carbon fiber-reinforced plastic] is a newer material, it still acts like FRP [fiberglass reinforced plastic] and may, in fact, be repaired the same way,\u201d says Doug Craig, Fusor field technical support and training manager. Fusor, a brand of Lord Corp., is a line of adhesives and coatings.<\/span><\/p>\n

Craig says technicians can follow a standard repair process. \u201cTechnicians could use our 100EZ plastic repair adhesive, which is a heat-set epoxy, along with our cloth or any kind of glass or carbon fiber cloth,\u201d Craig says. The cloth is used to duplicate the amount of fiber in the panel. The adhesive is used to hold the cloth and entire repair area together.<\/span><\/p>\n

For example, a rock is tossed into the air and puts a hole in a fender. The technician should first taper things out on the edge of that hole, followed by building up the patch. The technician also wants to have a lot of \u201cgrab\u201d to the existing base material. Craig shares in detail how this can be done.<\/span><\/p>\n

\u201cYou want one layer of backside reinforcement that is larger than the hole,\u201d Craig points out. That reinforcement material then needs to be cured. Then, the technician can start working on the frontside of the repair by applying layers of adhesive cloth until enough has been built up to duplicate the panel thickness. \u201cAt this point, you start rolling it down to get the air out of it,\u201d Craig explains. \u201cThen we do another heating [curing] to lock things up.\u201d<\/span><\/p>\n

The heating steps are very important and should be followed precisely by technicians. Epoxies will generally harden in minutes or hours depending on the product and certain environmental factors. Additionally, depending on the epoxy, it may continue curing for a period of time after the heat source is removed.<\/span><\/p>\n

\u201cAs it cures, the epoxy can change in size ever so slightly,\u201d Craig says. \u201cThat\u2019s what can give you ghosting or read-through. You still have a strong repair, but you can see it. Some fleets might not care, though.\u201d If the fleet does care, technicians need to be aware of this potential addition to curing time.<\/span><\/p>\n

Even before this multi-step repair procedure takes place, 3M\u2019s Spoto says one of the biggest things technicians need to keep in mind is cleaning. Anytime a composite material is hit, it creates a fracturing effect. \u201cThat\u2019s why it is so important for technicians to make sure the surface is clean before they begin to sand,\u201d Spoto says.<\/span><\/p>\n

It is also essential to keep the cleaning solvent away from the fractured areas where fibers are exposed. \u201cIf the technician oversaturates the surface with cleaning solvent, the solvent wicks down in,\u201d Spoto explains. \u201cWhen the technician completes the repair and repaints it, it looks great. But later on, mapping can set in.\u201d Mapping refers to repairs where improper preparation results in the repair area showing through the basecoat and clearcoat.<\/span><\/p>\n

In addition to proper cleaning of the repair area, Spoto says it\u2019s critical to provide proper support to the repair area. He likens it to a broken arm, where the doctor wants to support the structure on all sides.<\/span><\/p>\n

\u201cWhen repairing a composite panel, you must support the backside in order to give support to the frontside,\u201d Spoto says. \u201cWhen the backside is properly supported, repairing the frontside is easy.\u201d<\/span><\/p>\n

Another thing technicians need to think about is the variety of materials they may run into simultaneously when making repairs. As Wurth USA\u2019s Schiavoni reminds, technicians may run into a heavy steel chassis and driveline, an aluminum structural internal, and composite coatings. This creates a situation where technicians may need to adapt their normal practices, as well as the tools they reach for in their toolboxes.<\/span><\/p>\n

\u201cWith the inner structure, technicians in the old days could spotweld all of the panels together when reassembling,\u201d Schiavoni says. \u201cNow you\u2019re having aluminum panels adhere to steel inner panels and then a plastic panel over the top. You can\u2019t weld aluminum to stainless steel; you have to glue it and use self-piercing rivets which essentially stitches the vehicle back together. So, technicians need a good self-piercing riveting tool, as well as a good structural adhesive.\u201d<\/span><\/p>\n

According to Lord Corp.\u2019s Craig, a fleet maintenance shop already involved in body repair should have most of the tools it needs to tackle composites. One unique item would be a fiberglass roller so technicians can roll the air out of the fabric and get any glass thoroughly mixed with the adhesive. Technicians will also need a good heat source, typically a paint-curing lamp. They also need some kind of applicator for the adhesive cartridge which could be manual, electric, or pneumatic depending on preference.<\/span><\/p>\n

Speaking of adhesives, technicians should make sure that what they are using is designed for the material they are repairing.<\/span><\/p>\n

Spoto says 3M recommends a urethane two-part component or an epoxy to the backside, and an epoxy to the frontside. \u201cWe\u2019ve done a lot of comparisons with polyester resin,\u201d Spoto points out. \u201cFiberglass polyester resin won\u2019t work on SMC (sheet molding compound). You have to use SMC resin for SMC or it won\u2019t stick.\u201d SMC is a ready-to-mold, glass-fiber-reinforced polyester composite material primarily used in compression molding.<\/span><\/p>\n

Craig says the 100EZ plastic repair adhesive from Fusor has a hardness that is on par with SMC, fiberglass, and carbon fiber.<\/span><\/p>\n

\u201cI am shocked that I still see heavy duty shops that mix fiberglass resin and hardener to fix SMC hoods,\u201d Craig relates. \u201cThe hood gets into the paint shop and they just want it out, and the vehicle owner just wants the truck back on the road. So, the hole is filled up and they call it good enough. But that\u2019s not what I would call a quality repair that is to pre-damage condition. It will last a while but will not last as long as if the technician had used the right epoxy.\u201d<\/span><\/p>\n

As the use of composites in heavy duty vehicles persists, fleets can also look to their service partners for help.<\/span><\/p>\n

\u201cMost components in need of repair, no matter what the material, should be repaired or replaced through the dealer,\u201d Volvo Trucks\u2019 Stadler says. \u201cMost composites are designed for a specific purpose and the servicing of those parts should be taken into consideration. The type of material and design of the part will determine whether they can be repaired or replaced by the fleets. Volvo Trucks North America provides the necessary instructions to our customers for the components they can repair or replace on the vehicle.\u201d<\/span><\/p>\n

Regardless of material makeup, the question of \u201crepair versus replace\u201d is something all fleets will always wrestle with. With the right training, tools, and materials, the opportunity to repair composites might prove to be a cost-effective option more often than not.<\/span><\/p>\n

 <\/p>\n

By Gregg Wartgow<\/a><\/span><\/p>\n

Source: https:\/\/www.fleetmaintenance.com<\/a><\/span><\/p>\n

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As speculation grows over the potential increased use of composite materials in tractor-trailers, what do fleets need to know with respect to repairing these unique materials? Composites have long been used in the construction of heavy duty trucks and trailers. The primary benefits of using such materials are clear: reduce weight and thereby improve fuel…<\/p>\n","protected":false},"author":3,"featured_media":11218,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":[],"categories":[18],"tags":[53],"_links":{"self":[{"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/posts\/11217"}],"collection":[{"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/users\/3"}],"replies":[{"embeddable":true,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/comments?post=11217"}],"version-history":[{"count":1,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/posts\/11217\/revisions"}],"predecessor-version":[{"id":11219,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/posts\/11217\/revisions\/11219"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/media\/11218"}],"wp:attachment":[{"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/media?parent=11217"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/categories?post=11217"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/tags?post=11217"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}