JEC COMPOSITES MAGAZINE - Issue #71 - March 2012 - 111

Fig. 2: Competing reactions during the formation of polyurethane foam include the gel reaction and the blow reaction

Figure 2, achieving all material and performance requirements, and eliminating odour from the soy content. and accelerate the commercialization Odour requirements for automotive for the use of excess soybeans. In that interior are evaluated by a subjective same year, the first trials and material test performed by an odour panel of evaluations were completed with Tier 1 five panellists. The following shows the and Tier 2 suppliers for automotive head numerical ratings, with a maximum restraint foam. By 2006, formulations rating of 3 to pass: for automotive seating foam had been 1 – no noticeable odour trialled and tested. 2 – slight but noticeable odour Key technical challenges for the 3 – definite odour but not strong enough commercialization of soy-based foam to be offensive included the optimization of the soy 4 – strong offensive odour formulation to maintain good balance 5 – very strong offensive odour of the competing reactions shown in Figure 3 shows the odour panel results for a sample of soy-based polyol prior to and after stripping off low molecular weight volatiles by a wiped film evaporator technique, at room temperature as well as after a heating cycle. Also shown are the results of the unprocessed soybean oil, which shows very low odour. In 2007, soyFig. 3: Odour rating for the soy-based polyol before and after stripping via the based seating wiped film evaporator technique. Odour was evaluated for ambient temperature foam was as well as after a 1-hour heat soak. Also included for reference is the unprocessed soybean oil introduced into
Fig. 1: Soy-based foam seating introduced in the 2007 model year Ford Mustang. Seat covering cut away to show exposed foam with soy content

the 2008 model year Ford Mustang, resulting in a reduction in CO2 emissions of 5.5 kg/kg of polyol versus a fully petroleum-based polyol. By 2011, all Ford Motor Company vehicles produced in North America used soy-based foams in the seats and soy-based foam formulations are currently being migrated to head restraints and other applications.

Case study ll: wheat straw-reinforced composite
Natural fibre-reinforced composites have been used for many years in both automotive and non-automotive applications. The first applications of injection moulding and extrusion grade materials in this category used the renewable additives as a filler, displacing a portion of the petroleum-based resin without improving the performance. Examples include sawdust-filled “woodstock” and composite decking. Existing technology also includes compressed and consolidated hardboards that are typically comprised of 50% natural fibres mixed with 50% polypropylene or polyethylene terephthalate (PET) fibres in a non-woven mat construction. Current and developing technologies include injection moulding grade composites and engineering resins containing natural fibres that improve the performance, replacing reinforcing agents such as glass fibre and minerals. Fibres including but not limited to hemp, kenaf, sisal, coconut coir, purified

No71 March 2012

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JEC COMPOSITES MAGAZINE - Issue #71 - March 2012

Table of Contents for the Digital Edition of JEC COMPOSITES MAGAZINE - Issue #71 - March 2012