SAE TECHNICAL 2006-01-2626

PAPER SERIES E

Methodology of plastic parts development in the automotive

industry

Guido Muzio Candido

PTI - Engenharia e Projetos LTDA.

Filippo Santolia Junior

PTI - Engenharia e Projetos LTDA.

Marcos R. F. de Melo
PTI - Engenharia e Projetos Ltda

Gustavo A. B. dos Santos

PTI - Engenharia e Projetos Ltda

FILIADA À
XV Congresso e Exposição Internacionais
da Tecnologia da Mobilidade
São Paulo, Brasil
21 a 23 de novembro de 2006

AV. PAULISTA, 2073 - HORSA II - CJ. 1003 - CEP 01311-940 - SÃO PAULO – SP

Methodology of plastic parts development in the automotive
industry
Copyright © 2006 Society of Automotive Engineers, Inc
ABSTRACT
Nowadays, the increasing use of plastic in the
automotive industry complies with the desires of weight and
cost reduction, material recyclability and increased
performance. Today you can find plastic components in
almost all subsystems of the vehicle, including the engine
compartment, the interior cabin to the outside of the vehicle.
Apart from the low weight, which can be translated to lower
fuel consumption, the customer also gains with a gradual
increase of plastic impact resistance due to the latest
developments. It also contributes to automakers design and
production versatility, useful life and keeping part quality
related to steel (there is no corrosion).
Faced with this scenario, the purpose of this paper is
to introduce an automotive injection moulding plastic
component methodology in order to obtain technical and
economical benefits of the latest designs with reduced part
development time, reduced tooling costs, flexibility and
design of style and quality.
INTRODUCTION
Plastic materials have expanded their application in
the automotive industry in the 80's, during the oil crisis. At
that time, automakers were developing a way to make
lighter cars and reduce fuel consumption without loss of
final product quality.
After several years, plastic is still being developed in
this area and it is not just because of economic reasons.
Besides weight, cost and production time reductions, these
materials allow the development of modern style designs.
The plastic raw material is immune to corrosion and can
increase the security of the passengers, for having high
mechanical resistance and supporting high temperatures.
1
2006-01-2626
Guido Muzio Candido
Filippo Santolia Jr.
Marcos R. F. de Melo
Gustavo A. B. dos Santos
PTI Engenharia e Projetos LTDA.
In 2002, the European automotive industry used
annually about 2 million tonnes of plastic. It was verified
that the average application of the material per vehicle was
about 110 kg. Studies show that each 100kg of plastic can
substitute 200kg to 300kg of mass from previous materials
[1].
The use of plastic as an alternative for the European
automotive sector contributed to the reduction of annual
fuel consumption of 12 million tonnes and the CO2 emission
of 30 million tones [1].
In Brazil, by the end of the 80's, the average of plastic
used in national vehicles was about only 30 kg. In 2002,
each vehicle used 60 to 90 kg of plastic, being 63% in
interior components, 15% in the exterior components, 9% in
the engine, 8% in electrical systems and 5% in the chassis.
Currently, with the advance of technology, it is presumed
that the percentage of use of plastic will increase still more.
In automobiles, plastic is used in the instrument panel,
door panels, in door handles, the bumpers and even the fuel
tank. Some models can even have body structure made of
plastic. In trucks, the considerable lightening was acquired
with the use of plastic material, allowed the increase of load
capacity [1].
In specialized literature, where the growth of plastic
application in vehicles is well documented, the main cited
advantages, over all, in relation to steel, are the reduction of
weight and the absence of corrosion. The decision of
automakers to adopt these, or any new component, or
material on a bigger scale depends more, each time, on the
evaluation of the contribution that brings for the increase of
efficiency. This purpose is increasingly relevant in
consideration of the intense competition that the material is
submitted. Amongst these criteria of evaluation, the
following stand out:
 • Offering consumers of better quality
performance terms, durability and appearance.
• Total cost of production, including final assembly,
must be lower than previous or substituted ones.
in • Detailed phase: elaboration of the detailed
drawings of the end item, development of the
manufacturing tooling.

• Cost and quality of the part, including service and

replacement must be competitive.

• Weight should be reduced.

GENERAL ASPECTS OF DESIGN FOR INJECTION

MOULDING PLASTIC PARTS

The development of injection moulding plastic
components can be defined as being a set of procedures
(processes), through which, using adequate tools (means),
find a solution that meets the necessities of customers and
contemplates the aspects, recommendations, impositions,
limitations, and restrictions related to the distinctly involved
fields of knowledge in this activity (information). These
fields are constituted by engineering design knowledge,
materials, process, mould tooling and costs.
The development of these components involves the
design phases: informational, conceptual, preliminary and
detailed [2]. Amongst them, it is the distinguished concept
phase, when the definition of the product characteristics
must be made to determine its performance and its lifecycle.
In short, this phase involves, initially, the definition of the
project specifications followed by the generation of design
alternatives of concept of the product will be made.
Figure 1. Phases of injection moulding plastic
components development [2].
The practical application of concurrent engineering
for teams specialized in the development of plastic products
reflects the work in parallel of the different necessary stages
for the conclusion of the project. According to
Malloy(1994) [4], this type of approach provides a
reduction of the development time, improvement of the final
product quality and minimizes the possibility of
imperfections in the project or design problems, as
schematized in Figure 2.

In the process of definition of the design

specifications of these products, the dependence and the
interdependence between the corporate requirements, legal
requirements, the strategies and recommendations of project
must be considered.

According to Ferreira (2002)[3], in a synthesis of the

development phases, are the following (shown in Figure 1):

• Informational phase: or design criteria means

definition of the objectives of the product, survey
of the necessities of customers, establishment of
the design requirements, definition of design
restrictions and project specifications definition;
Figure 2. Concurrent engineering applied in the plastic
• Conceptual phase: functional structure of the product development [4].
product, generation of alternatives of the concept
of the product; METHODOLOGY OF PLASTIC PARTS
DEVELOPMENT IN THE AUTOMOTIVE
• Preliminary phase: design development of a INDUSTRY
geometric model of the product, analyses of
mechanical, structural, thermal resistances and The development of plastic components in the
rheological analysis; automotive industry has specific characteristics that can
differentiate it, in some aspects, of considered and studied

2
processes for the development of plastic components for
general purpose. This difference occurs, mainly in the
phases of informational and conceptual design and
automotive components normally already possess preset
requirements, restrictions and functional characteristics. The
methodology of development of injected plastic
components in the automotive industry can be described by
the following sequence:
SEQUENCE OF INJECTION MOULDING
PLASTIC COMPONENT DEVELOPMENT IN THE
AUTOMOTIVE INDUSTRY:
1 Establishment of the design parameters:
1.1 Survey of the reference information (other
models, latest standards in the market, etc.);
1.2 Market research;
1.3 Benchmarking;
1.4 Estimate of product lifecycle;
1.5 Economic planning of the project considering:
1.5.1 Functional characteristics of the
product (mechanical, aesthetic, structural,
optical, etc.);
1.5.2 Amount of functional items that can
design into the part without impacting in
the final cost;
1.5.3 Minimum number of parts to be
used in the assembly.
2 Estimation of general characteristics of the component:
2.1 Survey of the required properties of material
considering:
2.1.1 Structural requirements;
2.1.2 Tolerances of assembly and
functionality;
2.1.3 Environment of the part (contact
and interfaces with other substances and
parts);
2.1.4 Maximum temperature to which the
part will be subjected;
2.1.5 Desired useful life;
2.1.6 Conditions of assembled
components;
2.1.7 Type of surface finishing required.
2.2 Determination of the raw material;
2.3 Determination of the basic dimensions of the
component;
2.4 Estimation of the thickness;
2.5 Determination of the desirable maximum
weight;
2.6 Aesthetic factors of the component (color,
texture, brightness, apparent geometry, etc.).
3 Production of the style surface:
3.1 Creation of the assembly theme;
3.2 Construction of the preliminary physical model
(mock-up);
3
3.3 Tests applied in the preliminary physical model
such as wind tunnel or other ones;
3.4 Three-dimensional measurement of the surface
of the model;
3.5 Conversion of reference geometry into a
surface in a CAD (computer aided design)
application;
3.6 Manipulation of the surface in CAD.
4 Establishment of the requirements of the project and
relative parameters to the manufacturing process:
4.1 Requirements for the application of the design
parameters;
4.2 Requirements for application of the
characteristics of the component;
4.3 Research of requirements of the current law in
the market territory;
4.4 Survey of the corporate requirements of
component design.
5 Adaptation of the style surface to the relative
requirements of the design and parameters of the
manufacturing process:
5.1 Communization with reference to existing
components;
5.2 Forecast of future modification of design
parameters;
5.3 Addition of details in geometry to attend
specific requirements (legal, aesthetic petitions, of
security, etc.), considering:
5.3.1 Details of safety characteristics;
5.3.2 Details of characteristics of
component interface or joints;
5.3.4 Details for assembly characteristics.
5.4 Addition of details in geometry to attend
relative parameters to manufacturing process
considering:
5.4.1 To avoid sharp edges in the part (as
shown in Figure 3) to minimize the effect
of the concentration of stress (Figure 4).
Regions with small radii will present
structural fragility of the part;
Figure 3. Different hole profiles in a plastic part [5].
 Figure 4. Stress concentration factor given by the Figure 7. Good practices for depth holes [6].
relation of the minimum radius and part thickness (R/T) [6].

5.4.2 To avoid threads moulded in the

plastic parts, because they are complicate
to mould and process;
5.4.3 To avoid types of holes that will
need side actions of sliders in the mould.
This type of system increases significantly
the mould cost and becomes more
complex in its operation during the
process (Figure 5).

Figure 8. Minimum distance between holes and part

edges [6].

5.4.4 Changing of the surface for

increasing rigidity, using more rigid
formations without addition of mass,
Figure 5. Different holes in plastic parts and its depending on the mechanical forces
adaptation [5]. operating on the part (Figure 9).

Other design good practices

recommended to plastic parts holes
profiles are illustrated in Figures 6, 7 e 8.

Figure 9. Example of increasing rigidity of a part

without addition of thickness or ribs [7].

5.4.5 Apply draft angle for moulding

ejection on the surfaces of the component
Figure 6. Good practices for blind holes [6]. considering the direction in which will be

4
 moulded. They must also be applied in
the direction of the moulding of auxiliary
movement systems in regions of texture
application without detriment of final
product quality and its extraction from the
mould, as shown in Figure 10;
5.4.6 Develop the parts, simplifying the
parting regions (contact between core and
cavity of the mould) and facilitating easier
maintenance of the injection mould tool.
The parting line (PL) of regions of sharp
edges must be avoided (Figures 12, 13).

Figure 12. Types of parting lines for different

geometries, according to injection moulding fabrication.
Figure 10. Examples of the application of draft
angle for moulding ejection [8].

For surfaces without surface graining a

minimum draft angle of 0.5 degrees is
recommended. For graining walls the
depth of the texture regards to addition in
the draft angle according to the type of
graining. Figure 11 graphically shows the
geometric relation of draft angles, height
of the part and distance between the base
and the top of the core in the mould. Figure 13. Parting line details [7].

6 Adaptation of the surface to suit the interfaces with other

components:
6.1 Application of style surface requirements to the
interfaces with other components (gaps and
flushness).

7 Detailing of the functional characteristics of the

component:
7.1 Application of estimating thickness
considering:
7.1.1 Keep a constant thickness on all
contours of the part, preventing stress
concentration in transition regions that
can cause embrittlement (Figures 14, 15);

Figure 11. Relation to draft angles, part height and

distance to core top and bottom [6].

5
 7.2 Application of structural details considering:
7.2.1 Addition of ribs is a common way to
increase the rigidity of plastic parts without
additional thickness (as shown at Figure 17).
The positioning of the ribs in the products
must follow the load direction to obtain better
results of mechanical structure (Figure 18);

Figure 14. Application of constant thickness

recommended [8].

Figure 17. Recommended profile for ribs [6].

Figure 15. Apply constant thickness to corner radius on

the part [9].

In the cases which the variation of

thickness of the part is inevitable, a
gradual transition as recommended as
indicated in the last drawing of Figure 16.

Figure 18. Recommended rib lay-out [9].

7.2.2 The addition of gussets for

structural reinforcement in the regions of
adjoining angled walls and internal details
subjected to flexing. These
reinforcements can increase the rigidity of
the part with little addition of mass and
without compromising the process
(Figures 19 and 20);

Figure 16. Types of different thickness transitions, E Figure 19. Examples of addition of gussets [5].
represents shorter thickness [6].

6

Figure 20. Recommended design for gussets [6].
7.2.3 To avoid sharp or very close
internal walls that can cause thin section
regions in the core of the mould,
presenting future problems on process
involving premature breakage of mould
tool (Figure 21);
Figure 21. Example of part with problems of mass
concentration and sink marks [5].
7.3 Elaboration of details for attachments and
assembly considering:
7.3.1 Addition of details for specific
attachments (threading, riveting, clips,
push pins, etc.);
7.3.2 Addition of details for adhesion of
components;
7.3.3 Addition of details for living hinges
(Figure 22);
Figure 22. Example of living hinge design [8].
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7.3.4 Addition of details for metallic
inserts in the part;
7.3.5 Addition of details for assembly
with snap-fits. The most common type of
assembly currently applied to plastic
parts. It does not require other
components and involves, in the majority
of the cases, only the mechanical effort of
assembly, disassembly and locking
(Figure 23);
Figure 23. Examples of snap-fit design [10].
7.3.6 Addition of details for assembly
locks (Figure 24);
Figure 24. Example of pressure operated plastic locks
[7].
7.3.7 Addition of details for alignment of
the assembly, preventing loss of time in
the assembly process, to guarantee
positioning in all the parts assembled
(shown in Figure 25);
 The described sequence does not have to be a serial
process, in which each activity would be completed after the
termination of the previous one. With the application of the
techniques of simultaneous engineering, exemplified by
Malloy (1994), the development of the activities and phases
of the project must be in parallel, as shown previously in
Figure 2.

It is possible to associate the stages of development

sequence of injected plastic components in the automotive
industry with the different phases of the project, in view of
the fact, the activities can often being carried out by
different teams of professionals.

Figure 26 demonstrates the stages of the sequence of

development that can be related with the teams that
compose the work and its activities in whole development
Figure 25. Example of alignment feature design [11]. time. This methodology provides a reduction in the total
time of development and makes possible improvement of
7.3.8 Addition of details for welded the product quality [4].
junctions (sonic weld, vibration,
induction, heat, etc.).

8 Analysis and simulation of detailed geometry:

8.1 Study of the conditions of component function;
8.2 Determination of the types of analyses to be
carried out (rheological, structural, thermal, etc):
8.2.2 Structural analysis;
8.2.1 Rheological analysis;
8.2.3 Thermal analysis;
8.2.4 Interaction between different
analyses.
8.3 Evaluation of the results of the analyses;
8.4 Optimization of the component based on the
analyses results.

9 Manufacture of tooling for first prototypes:

9.1 Revision of the product for manufacturing
process;
9.2 Support for manufacture of the mould tool;
9.3 Evaluation mould tool functioning (try-out).

10 Phases of Prototypes:
10.1 Analysis of performance of the prototype;
10.2 Initial phase of production.

The proposition of this methodology is generated from

observation of the practice for designing automotive
injected plastic components, of inquiries and the research
carried out in this area, as well as the study of literature.
With the objective to reflect the relations between the
involved fields of knowledge in this activity, to satisfy the
necessities of the sector and accordingly to deal with the
development of the injected components using the
philosophy of concurrent engineering, in other words,
involving the engineering departments of product,
processes, production tooling and manufacture.
Figure 26. Detailed concurrent engineering applied in
plastic products development.
On the other hand, the implantation of concurrent
engineering in a development process requires integrating
tools that make possible a higher degree of information
synergy between the work teams.

8
 This concurrent engineering technique in this study is
applied to the long one of the complete process of
development of products. Mascarenhas (2002) and Santos
(2004) [12,13] also analyze its application in a more
detailed way e, focused in the phase of tooling engineering
(injection mould design), evaluating the interaction and
execution of each activity in such work.
ANALYSIS AND CONCLUSIONS
Nowadays, product engineering in automotive
industries makes use of innumerable tools that assist the
development with quality, making possible the development
of vehicles with cost and mass reduction, developed in
shorter periods of time. This process of continuous
improvement and optimization of the design comes to face
up to a competitive global market with a greater variation of
automotive products for even more demanding consumers.
Faced with this panorama, the work presents an
optional method for developing automotives products
focused on injection moulded plastic component design
based on specialized literatures and practical experiences of
automotive designs for interiors and exteriors parts of the
vehicles. This methodology can provide reduction of the
total time of development, with the application of
multidisciplinary teams working a simultaneous engineering
technique. A great improvement in final product quality is
possible.
Despite the design process of a plastic component is
complex, this article shows simple techniques used in
companies specialized in thermoplastic material
manufacturing, for example GE Plastics, Bayer and plastic
transformation companies, in the case the suppliers of auto-
parts that work on product development together with the
automakers.
The objective of proposals shown on this paper is to
minimize costs and avoid possible problems occurrences in
the injection mould performance. In some examples it will
not be possible to incorporate all the design improvements,
but these recommendations will, at least, increase
understanding in the thermoplastic component design good
practices.
ACKNOWLEDGMENTS
The authors also express its gratitude for the support
and help to PTI Engenharia e Projetos LTDA., Ford Motor
Company (Brazil) and Polytechnic School – University of
São Paulo (Brazil) that have contributed to conclude this
paper.
9
REFERENCES
[1] QUICKPLAST; The triumph of plastics in
automotive segment. Available from:
http://www.pecasplasticas.com/artigos_newsletter_otriunfod
oplastico.asp. Accessed on March 13th 2006.
[2] FERREIRA, C.V.; Integrated product development.
Presentation in the week of product development at Senai-
Cimatec. Bahia, Brazil, 2004.
[3] FERREIRA, C.V.; Methodology for the phases of
informational and conceptual design of injected plastic
components integrating the design processes and cost
estimates. PhD thesis. Federal University of Santa
Catarina, Santa Catarina, Brazil, 2002.
[4] MALLOY, R. A.; Plastic part design for injection
moulding. Munich. Ed. Hanser 1994.
[5] IMM MAGAZINE; A series of plastic part design
archives. Available from: http://www.immnet.com.
Accessed on May 5th 2005.
[6] DSM ENGINEERING PLASTICS. General design
guidelines. Available at: http://www.dsm.com/en_US.
Accessed on June 3rd 2006.
[7] GE PLASTICS; Injection moulding design guidelines.
Available from http://www.geplastics.com . Accessed on
April 10th 2004.
[8] SANTOS, G.A.B.; Introduction to plastics technology
and injection moulding design. Course given for PTI
Engenharia e Projetos. Bahia, Brazil 2006.
[9] BAYER S.A.; Design guide for injection moulding
2005. Available from: http://www.bayer.com. Accessed on
January 16th 2006.
[10] DUPONT S.A.; The 10 more tips of design –
Available from: http://www.dupont.com.br . Accessed on
January 16th 2006.
[11] BONENBERGER, P.R.; The first snap-fit handbook.
Munich; Ed. Hanser, 2000.
[12] MASCARENHAS, W.N.; Systematization of the
process of dimensional lay-out injection moulded plastic
components. Master engineer dissertation. Federal
University of Santa Catarina, Santa Catarina, Brazil, 2002.
[13] SANTOS, G.A.B.; Development of injection mould
and process planning of thin walled plastic part with
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Research article. Polithecnic School, Bahia Federal
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AUTHORS

Guido M. Candido,Msc - PTI Engenharia e Projetos LTDA.

e-mail: gcandido@ptiengenharia.com

Filippo Santolia Jr,Msc - PTI Engenharia e Projetos LTDA.

e-mail: fsantolia@ptiengenharia.com

Marcos R. F. de Melo - PTI Engenharia e Projetos LTDA.

e-mail: mmelo@ptiengenharia.com

Gustavo A. B. Santos - PTI Engenharia e Projetos LTDA.

e-mail: gusbusson@hotmail.com

10
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