{"id":556670288,"date":"2015-09-17T10:00:00","date_gmt":"2015-09-17T08:00:00","guid":{"rendered":"https:\/\/fagorarrasate.com\/fagor\/studie-autodach-aus-verbundwerkstoff\/"},"modified":"2021-05-20T15:59:30","modified_gmt":"2021-05-20T13:59:30","slug":"studie-autodach-aus-verbundwerkstoff","status":"publish","type":"post","link":"https:\/\/fagorarrasate.com\/de\/allgemein\/studie-autodach-aus-verbundwerkstoff\/","title":{"rendered":"STUDIE AUTODACH AUS VERBUNDWERKSTOFF"},"content":{"rendered":"<p>Um den hohen Anspr\u00fcchen an Gewichts-und Kosteneinsparung gerecht zu werden, begeben sich die Ingenieure der Automobilindustrie auf die Suche nach den besten Fertigungsprozessen. \u00dcbergeordnetes Ziel dieser Studie ist es daher, die Kostenstrukturen der einzelnen <a href=\"https:\/\/fagorarrasate.com\/de\/produkt\/90\/26\/umformlinien-fur-verbundwerkstoffe.aspx\" target=\"_blank\" rel=\"noopener noreferrer\"><u><strong>Fertigungszellen beim Harz-Injektionsverfahren RTM<\/strong><\/u><\/a> (engl. Abk. f\u00fcr Resin Transfer Moulding), beim Hochdruck-Harz-Injektionsverfahren HPRTM, sowie beim Compression RTM f\u00fcr ein Produktionsvolumen von 90.000 Autod\u00e4chern pro Jahr aufzuzeigen. Die Berechnung der Injektions- und Aush\u00e4rtezeiten, sowie der Druckverteilung wurde mit der Simulationssoftware PAM-RTM realisiert,<\/p>\n<p>Ausr\u00fcstung und Werkzeug anhand dieser Information\u00a0ausgew\u00e4hlt. Schlie\u00dflich wurden bei\u00a0den \u00a0Produktkosten f\u00fcr alle RTM Varianten die\u00a0nvestitionskosten, Energieverbrauch und die\u00a0laufenden Kosten f\u00fcr die Anlage zu Grunde gelegt.\u00a0Das Ergebnis in einem Satz: Verglichen mit\u00a0dem klassischen RTM Verfahren lassen sich\u00a0die Kosten mit HP-RTM Technologie um 38 %\u00a0und mit dem CRTM Verfahren um 93 % senken.<\/p>\n<h3>Die f\u00fcr diese Fallstudie herangezogene Form ist das Dach eines Stadtautos mit rundem\u00a0Dachfenster<\/h3>\n<p>Berechnet wurden die Kosten f\u00fcr ein Autodach, das vergleichsweise mit drei verschiedenen\u00a0RTM-Verfahren hergestellt wird: Klassisches RTM, HP-RTM und CRTM. Die Studie\u00a0hat zum Ergebnis, dass CRTM die kosteng\u00fcnstigste Variante darstellt, HP-RTM ist\u00a09,2 mal so teuer und RTM 14,8 mal. Der Grund f\u00fcr diese gro\u00dfen Unterschiede liegt darin,\u00a0dass CRTM weniger Injektionszeit ben\u00f6tigt. Dadurch sind h\u00f6here Formtemperaturen\u00a0m\u00f6glich und das Aush\u00e4rten des Composites wird beschleunigt. Die Folge ist eine k\u00fcrzere\u00a0Zykluszeit. Darauf folgt in erster Linie, dass f\u00fcr die Fertigung von 90.000 Autod\u00e4chern\u00a0pro Jahr, die Zelle f\u00fcr CRTM eine einzige Presse \/ Form erforderlich macht, w\u00e4hrend\u00a0die HP-RTM Technologie 6 ben\u00f6tigt und das klassische RTM-Verfahren 15. Die \u00a0Anlagenfl\u00e4che\u00a0ist direkt proportional zur Anzahl der Pressen, sodass die Kosten f\u00fcr RTM\u00a0und HP-RTM entsprechend hoch ausfallen.<\/p>\n","protected":false},"excerpt":{"rendered":"<p>Um den hohen Anspr\u00fcchen an Gewichts-und Kosteneinsparung gerecht zu werden, begeben sich die Ingenieure der Automobilindustrie auf die Suche nach den besten Fertigungsprozessen. \u00dcbergeordnetes Ziel dieser Studie ist es daher, die Kostenstrukturen der einzelnen Fertigungszellen beim Harz-Injektionsverfahren RTM (engl. Abk. f\u00fcr Resin Transfer Moulding), beim Hochdruck-Harz-Injektionsverfahren HPRTM, sowie beim Compression RTM f\u00fcr ein Produktionsvolumen von [&hellip;]<\/p>\n","protected":false},"author":1,"featured_media":556670284,"comment_status":"closed","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[38],"tags":[],"class_list":["post-556670288","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-allgemein"],"acf":[],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v25.1 - https:\/\/yoast.com\/wordpress\/plugins\/seo\/ -->\n<title>STUDIE AUTODACH AUS VERBUNDWERKSTOFF - Fagor Arrasate<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/fagorarrasate.com\/de\/allgemein\/studie-autodach-aus-verbundwerkstoff\/\" \/>\n<meta name=\"twitter:label1\" content=\"Verfasst von\" \/>\n\t<meta name=\"twitter:data1\" content=\"kudeatzailea\" \/>\n\t<meta name=\"twitter:label2\" content=\"Gesch\u00e4tzte Lesezeit\" \/>\n\t<meta name=\"twitter:data2\" content=\"2\u00a0Minuten\" \/>\n<script type=\"application\/ld+json\" class=\"yoast-schema-graph\">{\"@context\":\"https:\/\/schema.org\",\"@graph\":[{\"@type\":\"Article\",\"@id\":\"https:\/\/fagorarrasate.com\/de\/allgemein\/studie-autodach-aus-verbundwerkstoff\/#article\",\"isPartOf\":{\"@id\":\"https:\/\/fagorarrasate.com\/de\/allgemein\/studie-autodach-aus-verbundwerkstoff\/\"},\"author\":{\"name\":\"kudeatzailea\",\"@id\":\"https:\/\/fagorarrasate.com\/de\/#\/schema\/person\/f240817c53788f755371b0dae11772e9\"},\"headline\":\"STUDIE AUTODACH AUS VERBUNDWERKSTOFF\",\"datePublished\":\"2015-09-17T08:00:00+00:00\",\"dateModified\":\"2021-05-20T13:59:30+00:00\",\"mainEntityOfPage\":{\"@id\":\"https:\/\/fagorarrasate.com\/de\/allgemein\/studie-autodach-aus-verbundwerkstoff\/\"},\"wordCount\":295,\"publisher\":{\"@id\":\"https:\/\/fagorarrasate.com\/de\/#organization\"},\"image\":{\"@id\":\"https:\/\/fagorarrasate.com\/de\/allgemein\/studie-autodach-aus-verbundwerkstoff\/#primaryimage\"},\"thumbnailUrl\":\"https:\/\/fagorarrasate.com\/wp-content\/uploads\/2020\/04\/auxi7_2015_09_16_19_54_24.jpg\",\"inLanguage\":\"de\"},{\"@type\":\"WebPage\",\"@id\":\"https:\/\/fagorarrasate.com\/de\/allgemein\/studie-autodach-aus-verbundwerkstoff\/\",\"url\":\"https:\/\/fagorarrasate.com\/de\/allgemein\/studie-autodach-aus-verbundwerkstoff\/\",\"name\":\"STUDIE AUTODACH AUS VERBUNDWERKSTOFF - 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