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Adhesives in the Automotive Industry

I. INTRODUCTION Adhesive bonding and sealing are used for various applications in the modern automotive industry, ranging from exible car body sealings to high-performance structural adhesives (Fig. 1). Adhesive types with specic properties are available for miscellaneous processing. The requirements for adhesive bonds have increased due to the extended life of the car. In adhesive processing, industrial health and environmental protection aspects have become more and more important. Therefore, it is more dicult but nevertheless necessary to determine requirements for the adhesives to be used in the future. In addition, the demand for quality standards requiring better quality management is increasing.

II.

ADHESIVE APPLICATIONS IN THE AUTOMOTIVE INDUSTRY

In this chapter, adhesive bonding and sealing in automobile production are subdivided schematically into ve ranges of application: (1) mechanical parts production, (2) the body shop, (3) the paint shop, (4) the assembly shop, and (5) the manufacturing of components. Depending on the variety of applications, adhesives must satisfy a wide range of requirements. On principle, all body shop adhesives must be usable without risk to the paint shop and they must resist the high temperature of the paint bake ovens. Generally, the bond strength and/or sealing ability must perform under severe conditions for the life of the car. Further requirements depend on: 1. Function of the material (e.g., spot-weld sealants): good corrosion protection, weldability, no HCl or chlorine emitted to cause corrosion when overbaked, good adhesion on the substrates Processing technique: manual or automatic application, bonding at the assembly line or at a separate working site Specic material characteristics (e.g., moisture and/or hot-curing adhesive): curing time, stability in storage, exibility at low temperatures, hydrolytic stability, aging resistance, adhesion properties

2. 3.

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Figure 1

Samples of adhesive applications in car production.

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For all ranges of application the adhesives must not only meet the functional requirements but also retain them under a wide variety of conditions during use: impacts, vibrations, climate conditions, extreme changes in temperature, corrosion, and so on. A. Adhesives for Mechanical Applications

In this range of applications, adhesives are used for fastener locking, formed-in-place gaskets, and bonding of mechanical parts. Mainly cyanoacrylates, anaerobic and encapsulated adhesives, modied acrylates, and elastomer or resin-based compounds are applied. Examples of applications are listed in Table 1. To choose a suitable adhesive, the required strength and mechanical properties as well as the chemical conditions for the specic application should be well known. For example, for the curing of dimethacrylates, the catalytic eect of the glued surface, the absence of oxygen, the temperature, the mold of the bond line, and the type of material to be bonded are important. Depending on the type of bonding, the requirements dier. The bond strength, temperature and aging stability, and the resistance to chemical reagents must t the application load. The specic conditions of the joint performance have to be taken into consideration.

Table 1 Adhesive and Sealant Applications in Mechanical Parts Production Type of adhesive Anaerobic adhesives Method of curing Absence of oxygen and metal contact Applications Gaskets Flat surface bonding Adhesive bonding of electric and electronical components Fastener locking Shaft/hub bonding Gaskets Thread sealing Flat surface bonding Bonding of caps in cylinder head covers, gearboxes, crankcases, axle housings Shaft/hub bonding Bonding of heat exchanger Gaskets Common sealing Fastener locking

Cyanoacrylates

Moisture

Epoxy resin adhesive foils Synthetic resin sealants Encapsulated adhesives Modied acrylates Phenolic adhesive foils Silicone rubbers

Heat treatment Solvent evaporation Anaerobic or with hardener after bursting of the capsules Activator and absence of oxygen Heat treatment Moisture or hardener

Bonding of at surfaces Bonding of brake straps Bonding of clutch and brake linings Sealing of oil pans and housing covers

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Figure 2 Examples of fasteners coated with encapsulated adhesives. (Courtesy of Loctite Deutschland GmbH).

For adhesive bonding of plastics to plastics and plastics to metal the cyanoacrylates are usually better than anaerobic compounds, which are more suitable for metal-to-metal bonding because of their greater resistance to mechanical vibrations and impacts. Encapsulated adhesives can be used to coat the fastener by the supplier. The curing takes place after fastening and locking are done. Figure 2 shows the great variety of available coated fasteners. Formed-in-place gaskets and adhesive sealants are used in various mechanical applications to seal and bond surfaces. There are cyanoacrylates, anaerobic adhesives, and modied acrylates and solvent-based rubber or resin compounds as well as silicones. The products are applied manually or automatically on the surfaces just prior to assembly. Figure 3 shows a sealant application extruded automatically onto an oil pan ange. B. Adhesive Applications in the Body Shop

There are adhesives and sealants in the body shop with basically four dierent functions (Table 2): 1. 2. Sealants for body joints Spot-welding sealants and tapes

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Figure 3 Application of a sealant automatically extruded onto an oil pan ange.

Table 2 Main Adhesive Bonding and Sealing Applications in the Body Shop Application Shear strength range (MPa) 30 . . . 15 . . . 7 . . . 4 . . . 2 . . . 0 Structural adhesive bonding and hem ange sealing Epoxies Polymer blends Polyurethanes Acrylic plastisols Antiutter bonding Body joint sealing Spot-weld sealing

Polyurethanes PVC plastisols Acrylic plastisols Reactive butyls

Polyurethanes PVC plastisols Acrylic plastisols Reactive butyls Butyls Nonsetting rubber compounds

Acrylic plastisols Reactive butyls Butyls Nonsetting rubber compounds

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3. 4.

Antiutter bonding Structural adhesive bonding and hem ange sealing

Examples of these applications are shown in Figs. 4 and 5. The sealants for body joints are applied after assembly. They are extruded over the welded joints and have to seal out dust and water and avoid corrosion. A typical application is shown in Fig. 6. The following materials are in use: 1. 2. 3. 4. Moisture and/or heat curing one-component polyurethanes PVC plastisols Pregelling compounds based on synthetic rubber Butyls

Spot-weld sealants and tapes are used in spot-welded anges to protect against corrosion. They are applied to the anges before joining, then the body parts are pressed together and spot-welded. Figure 4 shows the application points on a body shop car schematically. The application of spot-weld sealing on the ange between the front section

Figure 4 Examples of adhesive and sealant applications in the body shop.

Figure 5 Applications of a hem ange adhesive in the body shop.

Figure 6

Example of a sealant application for body joints in the body shop.

and the lower windshield and on the inner ange of the rear fender can be seen as an example. The extrusion of a spot-weld sealant on the inner side of the fender is shown in Fig. 7. In use are: 1. 2. 3. 4. 5. PVC plastisols Acrylic plastisols Warm-applied butyls Butyl tapes Rubber-based pastes

The solvent-based compounds used formerly are no longer used. Outer car body panels are stiened with reinforcements to avoid utter and the socalled oil can eect. In this way the strength of the body component is also improved. In Fig. 4 the use of an expandable butyl as antiutter material is shown. Figure 8 gives an example of the use of an intermediate layer for antiutter bonding on a hood. The following materials are used: 1. 2. 3. 4. Bituminous or acrylic-soaked foams Warm-applied butyls Vulcanizable expandable butyls Hot-curing one-component polyurethanes

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Figure 7

Extrusion of a spot-weld sealant on the inner side of a fender.

Figure 8 Sketch of inner and outer hood panels.

Figure 9

Robotized application of a hem ange adhesive on a rotary table.

Metal-to-metal adhesives are used to bond and seal hem anges as well as for structural bonding of body shop components. As an example, Fig. 5 shows the adhesive bonding of inner and outer door panels. In Fig. 9 the robotized application of an adhesive on a rotary table can be seen. The adhesive bonding of hem anges enables a homogeneous stress distribution along the bond line, through which the stiness of the bonded component is better than in a conventional spot-welded joint. Often, adhesive bonding is combined with spot welding, which provides some advantages: the adhesive can replace a large number of spot-welding points, which reduces expensive surface nishing at outer panels; the components can be handled immediately after joining, before the adhesive is cured; and improved strength is achieved. Moreover, the spot-welding points hinder the attack of peel forces, which is harmful to the bond line. Instead of spot welding, other joining techniques (rivet fastening, screw fastening, clinchen, toxen, etc.) can be used in combination with the adhesive bonding. Corrosion protection is often mentioned as a principal advantage of adhesive ange bonding, but today, coated sheet metal and aluminum are used more and more in the body shop, so this advantage is no longer the primary one. With the increasing use of coated sheet metal, the adhesive choice becomes more important. The bond strength is poor if the adhesive used is not adapted to the particular properties of the coatings. For adhesive metal bonding the following compounds are in use: 1. 2. 3. 4. PVC or acrylic plastisols if no higher strength is required One-component hot-curing or two-component cold-setting polyurethanes with medium strength Epoxy-based adhesives, hot or cold curing, as one- or two-component pastes or as adhesive lms for structural bonding with signicant loads Polyurethane/epoxy-based polymer blends (so-called toughened epoxies)

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The conventional epoxyresin adhesives give good sheer strength results, but they show brittle fracture under impact loads, particularly in cold conditions. Polyurethane compounds are more exible and tougher, but they give lower strength in adhesive bondings. Adhesive applications in the body shop had usually been conned to low-loaded components. Nowadays adhesive bonding is also used more and more for parts that have to transmit signicant structural loads (e.g., chassis components, oor panels, and side rails). The deformation ability of the adhesive-bonded components must be high to absorb the impact energy to give the car body good crash behavior. That requires a toughened adhesive with as high a strength as possible and was the reason for the development of polymer blends. Worthwhile mentioning also are the adhesive applications in car body manufacturing, where the traditional sheet steel construction is replaced by steel or light metal space frames with plastic exterior body panels. A growing demand exists for the use of exterior body components made of plastic or metalplastic composites, as doors, tailgates, trunk lids, hoods, roofs, and so on. Using these components to build a car body has forced the manufacturing process to be altered from the conventional ow of manufacture. That has inuenced adhesive processing and caused modications in the adhesives. Polyurethanebased adhesives, which are one-component moisture-curing or two-component coldsetting compounds, are generally used in these applications. C. Adhesives and Sealants in the Paint Shop Apart from underbody coating (usually PVC based), which is not explained further, the majority of bonding and sealing products in the paint shop are also PVC compounds. Acrylate plastisols are not often used and polyurethane-based sealants are rarely found. The main applications are in seam sealing and antiutter bonding. On a small scale there are adhesive applications to bond and seal caps and to x sound deadeners. In addition, foams and butyls as well as bituminous or acrylic-based sealants are used to ll car body holes. D. Adhesive and Sealant Applications in the Assembly Shop There are lots of adhesive applications in the assembly shop and in the manufacture of components. A complete list is not given, but adhesive use is illustrated by examples. The larger quantities of adhesives used on the assembly line are for bonding of insulation pads, interior ttings, instrument panels, and roof modules, and for direct glazing. When the applications do not require a surface coating adhesive or when smaller assembly pads are to be bonded or a droplike or continuous extrusion of the adhesive is sucient, hot melts can be used with advantage. When higher strength is not necessary, ethylenevinyl acetate (EVA), polyamide (PA), or thermoplastic rubber compounds can be chosen. Otherwise, reactive hot-melt adhesives would be preferred. They can be applied as common hot melts, but they are cross-linking afterward and therefore provide bond strength like that of twopart urethane adhesives and good durability at higher temperatures. In some cases, adhesive bonding with cyanoacrylates or methacrylates, which cure in a few seconds, is used only as a temporary xative to assist assembly. When joining is required over the entire surface, pressure-sensitive adhesives. adhesive tape systems, or hot-melt adhesive foils can be used. For health reasons, conventional rubber-based solvent cements are used rarely today. There is a trend to replace them with hot melts or water-based adhesives. With new application techniques the hot melts can be
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coated on substrates like solvent-based adhesives. Water-based adhesive systems frequently have the disadvantages of a longer open time and insucient tack. An additional mechanical xing is often necessary. The adhesive bonding of interior roof linings is an example of the use of water-based instead of solvent-based adhesives. The primary sealants in common use in the assembly shop (e.g., for sealing of assembled air-conditioning systems or air lters) are: 1. 2. 3. Polyisobutylene-based compounds Butyls Moisture-curing one-component polyurethane adhesives

The adhesive bonding of plastic assembly components such as instrument panels, spoilers, spare wheel boxes, roof parts, trim assembles, and fenders is generally with one- or twocomponent polyurethanes. Frequently, a primer is used as pretreatment to improve adhesion. Adhesive tape systems can provide good results for the bonding of dash panels, trim lines, insignia parts, and rear view mirrors, for example. Today the use of polyurethane adhesives is a common practice for adhesive bonding of windows in a car body, called direct glazing. Compared to the former glazing technique using rubber seals or polysulde materials, direct glazing has the following signicant advantages: 1. 2. 3. 4. 5. Possibility of completely automatic application (see Fig. 10) High-performance sealing, matching the safety standards Higher body strength Smoothly designed car bodies Improved aerodynamics

In addition, with direct glazing windows can be used as design and engineering elements of a car body (ush glazing). One- or two-component adhesives are used, which can be applied either warm or at room temperature and which are moisture- or hot-curing or

Figure 10

Sketch of automatic manufacturing equipment for direct glazing.

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Figure 11

Robotized extrusion of a polyurethane adhesive onto a windshield.

curing with hardener. One-component moisture-curing compounds are very common. Generally, the bonding process includes pretreatments using specic cleaner and primer for both the glass surface and the car body ange. To protect the adhesive joint against ultraviolet rays, ceramic silk-screen printing on the glass and a black glass primer are used. New developments utilize their requirement primerless direct glazing. As mentioned above, the complete process of direct glazing can be performed fully automatically. Figure 10 shows a sketch as an example of such manufacturing equipment. In Fig. 11 a robotized extrusion onto a windshield is shown. The robot is holding the windshield and leads it along a stationary swiveling nozzle, and after the adhesive is applied, puts it in the body opening (see Fig. 12). The accuracy in tting is controlled by sensors. E. Adhesive Applications in Component Manufacturing

The use of adhesives in component manufacturing ranges from automotive headlamps to plastic body components (e.g., hoods, tailgates) to interior ttings to cabriolet soft tops, including a wide range of adhesives employed. Table 3 lists applications without any claim to being complete. Looking at the plastic components it is obvious that there are many dierent types of polymers, but the adhesives selected are basically polyurethane and epoxy-based compounds. The latter are rarely used. The main dierence among them is in the way they are formulated: one or two components, cold setting or curing at higher temperature, liquid or paste, and so on. Because of the easy processing, the newly developed two-part acrylic adhesives, which are applied in a no-mix formulation, are very interesting. The A component is applied to one side and the B component to the other side of the surfaces to be bonded. After being xed together, the adhesive cross-links in a few minutes. Bondings manufactured using this type of adhesive show good shear and peel strength results and high durability at impact loads. Applications include the bonding of protection plates to the sill beam or the joining of exterior lighting housings. In cabriolet-cover manufacturing, solvent adhesives, synthetic rubber- or polyurethane-based, are used for sealing the folding top seams and for bonding the soft
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Figure 12

Robotized assembly of a windshield.

cover to the hood linkage. Adhesives are often mixed with hardener to improve the heat resistance of the bonding. Hot-melt adhesive foils are also employed. Preformed butyls or butyl sealant pastes or moisture-curing polyurethane adhesives are used for additional sealing. Many interior ttings (e.g., instrument panel, door and sidewall panels, package trays, seat linings, boot carpetings, rear window shelves, etc.) are often manufactured by vacuum drawing and laminating the cover sheet material (leatherette, textile, leather, etc.) onto the trim panel. The use of hot-melt (also cross-linking) adhesives and waterbased polyurethane adhesives (with hardener) is state of the art for this type of component production.

III.

SOME CONSIDERATIONS REGARDING TRENDS IN AUTOMOTIVE ADHESIVE BONDING

For the future the evolution of adhesive bonding as a joining technique in automobile production points in two directions. On the one hand, well-known applications have to be optimized and improved to make them cost-eective but nevertheless reliable and trustful processes enjoying increasing acceptance for adhesive bonding. On the other hand, there will be new applications with dierent adhesive requirements, and adhesive suppliers must anticipate these changes and develop compatible adhesive compounds to satisfy the new requirements. As to the rst point mentioned above, cost-cutting steps have to be taken seriously. Increasing automation of the adhesive application is imperative. Adhesive bonding processes without extra pretreatment of joint surfaces and without using a primer but with
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Table 3 Adhesive Bonding and Sealing Applications in the Assembly Shop and in Components Manufacturing Type of adhesive Anaerobic adhesives Cyanoacrylates Method of curing Absence of oxygen and metal contact Moisture Applications Fastener locking Flat surface bonding Gaskets Flat surface bonding Metal-to-metal bonding Metal-to-plastic bonding Plastic-to-plastic bonding Adhesive bonding or rubber and EPDM parts Adhesive bonding to assist assembly Laminating at interior ttings Adhesive joining of seat linings Adhesive bonding of headliners Bonding of: Moldings Protective strips Name plates Pattern plates Mirrors Rubber seals Wheelhouse covers Flared wheel arches Chassis beam panels Insulating parts Draught excludors Reectors Radiators Common sealing in the assembly shop Sundry (no further data, not state of the art) Fastener locking Bonding of at surfaces Bonding of lighting housings Glassmetal bonding (e.g., quarter-window adjuster, rear view mirror) Assembly bonding of plastic components: Spoiler Side protectors Spare wheel compartments Fender Instrument consoles Air ducts systems Window guiderails (continued)
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Adhesive dispersion Adhesive tape systems

Drying and/or heat supply, pressure No curing, joining under heat supply and pressure

Epoxy resin adhesives Rubber sealant Solvent-based cements Encapsulated adhesives Modied acrylates

Heat supply or hardener Solvent evaporation Solvent evaporation Anaerobic or with hardener after bursting of the capsules Activator

Polyurethanes

Moisture or hardner

Table 3 Continued Type of adhesive Method of curing Applications Window lifter rails Roofs and sun roofs Rigid roof linings Bonding of plastic components: Bonnets Tailgates Multipiece spoiler Impact protection parts Bumper Heating and ventilation systems Seat buckets Backrest linings Head and rear light housings Direct glazing Adhesive bonding and sealing at cabriolet hard and soft tops Bonding of wiring harnesses Sealing of radiators Rear view mirrors Laminating at interior ttings Assembly bonding of moldings Bonding of headlight lenses Adhesive bonding of sound systems Antiutter bonding Bonding of insulation pads and sound deadeners Adhesive bonding at lters and lter housings, heating and ventilation channels Bonding of insignia parts at wheel caps Bonding of brackets at interior door panels Adhesive bonding and sealing at cabriolet hoods

Hot-melt adhesives (also cross-linking)

Cool down (moisture)

reliable eciency are required. Pregelling of body shop adhesives will be eliminated and oven temperatures for adhesive curing will be lowered to reduce energy costs. Increased use of reactive hot melts is conceivable. Multifunctional adhesives will be welcome: for example, hem ange adhesive bonding and seam sealing with only one material in one procedure. For ecological and personnel safety reasons, the use of harmful adhesives (e.g., solvent-based cements) will be reduced. Costs for toxic waste disposal, exhauster, reheat, or solvent recovery equipment will be reduced. New applications of adhesive bonding can be expected where the specic advantages of this joining technique will be usable. Due to lightweight construction, which will be more and more important, outside panels must be used as supporting parts of the body structure. Conventional sheet steel constructions often show welded joints at the visible
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outer skin of the car body, which should be avoided in a smooth aerodynamic body design. In hybrid constructions dierent materials must be bonded. For both techniques adhesive bonding is preferred to welding or soldering. Adhesive bonding can also be combined with two new joining techniques, clinchen and toxen. Structural adhesive bonding processes could be transferred from the body shop into the assembly shop to get clean and better dened glue surfaces. Temperature loadings to glue joints in paint bake ovens could be dropped, which would be an additional advantage, Components could be manufactured in a subsystem production process and adhesive bonded to the car body in the assembly shop. Adhesive bonding processes separate from the assembly line, performed at special working sites with specic adhesive equipment, would have advantages. Recycling aspects will get more attention. Components should be recoverable and the adhesives applied must not disturb the reprocessing. New improvements are being developed to manufacture laminated interior ttings, in which coverings and form substrates are made of the same or similar materials, so reprocessing can be done without prior delaminating of the layers. In this case the adhesives used had to t with the substrate materials. The future number of adhesive bonding applications in the automotive industry will depend on the success of the adhesive bonding processes. The quality and the safety reproducibility, especially of high-performance structural adhesive bondings, will be more and more important for large-scale productions. A quality system including planning and surveillance should support these requirements.

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Hahn, O., and B. Motzko, Preprints, Euradh 92, Dechema, Frankfurt am Main, Germany, 1992. Halg, P., Adhaesion 3 (199l). Hennemann, O.-D., and A. Gro, Adhaesion 4 (1992). Hirthammer, M., and M. Schumann, Preprints, Euradh 92, Dechema, Frankfurt am Main, Germany, 1992. Hussain, A., and C. Pugbeil, Conference Proc., Eurobond 91, Network Hagenburg, 1991. Jud, K., and U. Remper, Preprints. Euradh 92, Dechema, Frankfurt am Main, Germany, 1992. Kleinert, H., P. Pochert, and C. Bar, Conference Proc., Eurobond 91, Network Hagenburg, 1991. Kohl, M., and M. Krebs, Preprints, Euradh 92, Dechema, Frankfurt am Main, Germany, 1992. Kotting, G., Veranstaltung T-30-228-056-2, Haus der Technik, Essen, Germany,1991. Kotting, G., Sonderdokumentationsreihe 13 (1992). Kotting, G., and M. Friederich, Preprints, Euradh 92, Dechema, Frankfurt am Main, Germany, 1992. Krebs, M., Sonderdokumentationsreihe 13 (1991). Lehmann, H., R. Moser, and K. Mechera, Conference Proc., Eurobond 91, Network Hagenburg, 1991. Lohse, H., and W. Meier, Preprints. Euradh 92, Dechema, Frankfurt am Main Germany, 1992. Meier, W., and G. Cordes, Sonderdokumentationsreihe 13 (1991). Meyer. H. R., Sonderdokumentationsreihe 13 (1991). Mullenberg, L., Conference Proc., Eurobond 91, Network Hagenburg, 1991. Der Loctite, 1992/93, Loctite Deutschland. Nobis, H., Sonderdokumentationsreihe 13 (1991). Probster, M., Conference Proc., Eurobond 91, Network Hagenburg, 1991. Rademacher, D., Sonderdokumentationsreihe.13 (1991). Rohrer, P., Conference Proc., Eurobond 91, Network Hagenburg, 1991. von Voithenberg, H., Preprints Euradh 92, Dechema, Frankfurt am Main, Germany, 1992. Wesch, K., Bonding, Coating and Sealing, PVC and Possible Alternatives, Teroson, Heidelberg, Germany, 1992. Yun Feng Chang, Conference Proc., Eurobond 91, Network Hagenburg, 1991.

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