The auto industry was one of the first to implement 3D printing technology when it was invented over 30 years ago, back when it was called “rapid prototyping.” The technology is now maturing to the point that it can be used to manufacture end parts, and the automotive sector is again quick to recognize the potential.
Now that entirely new 3D printing processes are being invented, such as those from Carbon and HP, BMW has quickly seen the potential of these novel systems in an attempt to stay ahead of the cutting edge and ultimately produce better cars. The manufacturing conglomerate is an early customer of both Carbon’s ultrafast and layerless M1 3D printer as well as HP’s Multi Jet Fusion (MJF) process.
3D Printing History at BMW
The BMW Group has been relying on 3D printing technology for over 25 years, initially using it to produce predevelopment models for vehicle validation and testing or for concept cars and show cars.
The group was able to roll out its first series 3D-printed part in 2010. This 3D-printed water pump wheel is still manufactured for Deutsche Tourenwagen Masters (DTM) racecars today, with over 650 of these water pump wheels produced to date, according to Ertel. “As final metal product, BMW currently produces water pump wheels for DTM racecars using additive production methods. The high-precision component, which is subject to high stresses, consists of an aluminum alloy and has previously proven its worth in the tough environment of motorsports,” Ertel said. “Without exception, all pump gear works flawlessly.”
Ertel used the DTM water pump wheel as an example. “Additive manufacturing as a production method has turned out to be the ideal procedure for the small batch,” he pointed out. “Firstly, it allows for the inclusion of design refinements in the six-bladed centrifugal pump wheel, whose implementation would require much greater effort with other production methods. With the new method, it was possible to achieve ideal aerodynamics of the component for the DTM race series. Secondly, no complex tools or molds are needed, which makes the demand-oriented production more cost effective.”
Ertel added, “On top of that, 3D printing ensures the dimensional accuracy of the water pump wheel over the entire production time. BMW applies the homologated high-precision part both in the DTM racecars and in the Z4 GT3 customer vehicles.”
The Rolls-Royce Phantom and Dawn
In 2012, the BMW Group began to use 3D printing to produce parts for the Rolls-Royce Phantom, before GE even began manufacturing its widely trumpeted fuel nozzle for the LEAP jet engine. According to Ertel, the parts included “[p]lastic holders for hazard-warning lights, center lock buttons, electronic parking brakes and sockets.”
Future 3D Printing Technologies
Just as the BMW Group was quick to employ metal 3D printing processes, the group is one of the first customers for both Carbon and HP, which BMW believes may be essential to the use of 3D printing for the production of end parts. Ertel suggested that the reason for this is the high speed and low cost of these new processes.
Carbon’s continuous liquid interface production (CLIP) technique is capable of 3D printing parts in mere minutes. CLIP 3D printing sees a digital light processing projector cast UV light through an oxygen-permeable optical window onto a vat of proprietary photosensitive resin.
This optical window enables the system to cure the photopolymers much more quickly and makes it possible to print isotropic parts, in which the physical properties are the same across the X-, Y- and Z-axes, unlike other 3D printing technologies. A secondary curing process further allows these parts to become even more durable. Altogether, objects printed with CLIP are closer to injection-molded parts than those made with other 3D printing processes.
Ertel said that both CLIP and MJF, “planar” processes, as he refers to them, will speed up production times without raising costs. “The new planar 3D printing technologies will enable much faster production times and more economical production in the future, compared to conventional point-to-point 3D printing methods. Beamers or infrared sources are used to expose the full surface or bigger areas, rather than point-to-point, high-priced light sources such as CO2 or UV lasers,” Ertel explained.
He added, “Today, planar technologies seem to be central to the use of additive processes in series production. The most recent example can be found in the preliminary trials of the HP MJF technology. The process will initially be used in prototyping, but we plan to extend it into series production over the long term.”
CLIP and MJF are only the most recent examples of BMW’s adoption of 3D printing technology. Based on the company’s track record, it’s clear that BMW will continue to utilize whatever may be the most cutting-edge manufacturing process at the time. Ertel concluded, “Additive technologies will be one of the main production methods of the future for the BMW Group—with promising potential. The integration of additively manufactured components into Rolls-Royce series production is another important milestone for us on the road to using this method on a large scale. By utilizing new technologies, we will be able to shorten production times further in the future and increasingly exploit the potential of tool-less manufacturing methods. On the way to a wide application in series manufacturing, there will be further milestones that have to be made to prove the technological and economical maturity of this relatively young technology. But from what we know now, it seems promising enough for us to take this journey.”