VW introduces 3D printing into mass vehicle production
Volkswagen has become the first automotive manufacturer to use metal 3D printing processes in its vehicle production, the company has revealed.
The automotive giant is to implement the “HP Metal Jet” process that simplifies and speeds up metallic 3D printing productivity by up fifty times compared with other 3D printing methods.
The project is being delivered with printer manufacturer HP and component manufacturer GKN Powder Metallurgy, with all stakeholders presenting the new process for the first time at the International Manufacturing Technology Show in Chicago.
Dr Martin Goede, Head of Technology Planning and Development, Volkswagen, said: “Automotive production is facing major challenges: our customers are increasingly expecting more personalisation options.
“At the same time, complexity is increasing with the number of new models. That’s why we are relying on state-of-the-art technologies to ensure a smooth and fast production. 3D printing plays a particularly important role in manufacturing of individual parts.”
A Volkswagen vehicle is manufactured from 6,000 to 8,000 different parts, but previous 3D printing could only be used for the special production of individual parts or prototypes.
By contrast, Volkswagen says the additive 3D Metal Jet technology from HP enable the production of a large number of parts using 3D printing for the first time – without having to develop and manufacture the corresponding tools.
It significantly reduces the time required to manufacture parts. As a result, the process is now also suitable for the production of large quantities in a short period of time.
“That’s why the new HP Metal Jet platform is an important step into the future for us as an automotive manufacturer, but also for the entire industry. And we look forward to helping shape this development and thus creating further added value for our customers in the future,” Dr Goede added.
As early as next year, GKN Powder Metallurgy intends to establish a process chain geared toward automotive production in collaboration with Volkswagen. The first small (design) components are to be used to further develop the technology so that the first structural components for mass-production vehicles can be printed within two to three years.
“A complete vehicle will probably not be manufactured by a 3D printer any time soon, but the number and size of parts from the 3D printer will increase significantly,” explained Dr Goede.
“Our goal is to integrate printed structural parts into the next generation of vehicles as quickly as possible. In the long term, we expect a continuous increase in unit numbers, part sizes and technical requirements – right up to soccer-size parts of over 100,000 units per year.”
Japan Seeks to Revive Stalled Semiconductor Industry
Post-pandemic, Japan has seen the consequences of relying solely on foreign imports for its semiconductors. Over 64.2% of its chips are usually imported from South Korea and Taiwan, leaving the country dependent on its neighbours. Industries from auto manufacturers to consumer electronics firms wait for chips, to no avail. But now, the Japanese government looks likely to put real funding behind its semiconductor industry, with top officials emphasising their support.
Domestic supply chains have never been more important. Rather than remain tied to international shipping routes during shortages and delays, governments are doing everything in their power to develop local lines of supply. But the question remains: can Japan pull it off?
How Will Japan Pay For It?
Herein lies our first issue. Japan’s debt has rapidly increased over the past few years, and the semiconductor industry will need roughly a trillion yen—US$9bn—in this fiscal year alone. This cost, however, pales in comparison to what Japan could lose if it fails to keep up with Europe and the US. Both nations have launched aggressive funding measures to revive their local semiconductor industries. And if Japan refuses to invest due to its debt, it could slow down progress in fields ranging from artificial intelligence to autonomous driving.
According to Tetsuro Higashi, the former president of Tokyo Electron and Japan’s top government advisor in semiconductor strategy, ‘If we miss this opportunity now, there may not be another one’. Yet one advanced wafer fabrication factory can cost more than US$10bn, and any money poured into the industry will go fast. That’s why Japan, rather than invest trillions and trillions in failing domestic firms, is considering a second option.
What Do They Plan To Do?
Japan now intends to look abroad and convince overseas chip foundries to come to its shores. Its past failures mostly centred on trying to merge domestic firms that were already going through tough times. ‘This sort of made-in-Japan self-reliance approach hasn’t worked out well’, said Kazumi Nishikawa, a director at the Ministry of Economy, Trade, and Industry’s IT division. ‘This time the goal is to offer a strong incentive for an overseas logic foundry to come to Japan’.
As follows, Japan will now reach out to industry partners and leaders in other countries, including the industry heavyweight Taiwan Semiconductor Manufacturing Co. (TSMC), to build Japanese bases. According to the South China Morning Post, the heart of Japan’s mission is a US$337.2mn research and development project in Tsukuba that will involve TSMC and more than 20 Japanese firms. ‘I think we need to cooperate with our overseas counterparts’, said Akira Amari, a senior member of the ruling Liberal Democratic Party. ‘[And] TSMC is the world’s top logic chipmaker’.
Indeed, if that’s Japan’s strategy, the future looks bright. TSMC recently set up a venture near Tokyo to research energy-efficient 3D chips with several Japanese partners. And in the future, the multinational chipmaker may consider expanding its Japanese operations—that is, if government incentives pave the path forward.