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trailer world Issue Two 2012

    Issue Two 2012  35 tion, is not an option, since with that meth- od, the resin is mechanically injected, and as a result, the spaces between the fibres are too large to achieve the required strength. Which also finally answers the question of whether widespread use of the cross beams will lead to lower prices for the product. Willig concedes that the higher price for the slimmed down axle is not insignifi- cant. However, the vehicle manufacturer keeps a relaxed attitude: “We offer our customers a product, and they need to cal- culate whether it benefits them based on their individual order structure.” Which is obviously the case for many customers, since in 2012 (the first year in which the product was offered as optional equip- ment after several years of testing), Willig expected around 30 orders – but those ex- pectations were far surpassed: during the first eight months of the year alone, cus- tomers ordered 80 vehicles equipped with the “lean” carbon fibre axle. At an average of seven routes per day – i.e. seven delivery trips with a higher load capacity (more car- go) and seven return trips with lower tare weight – the lightweight component has a noticeably positive effect. More Application Options With carbon fibres being such a great success, the obvi- ous question is whether there are further possibilities for using the high-tech mate- rial. This is a typical, yet naive reporter’s question, because companies are not will- ing to put their cards on the table before such developments have progressed far beyond the testing stage and have been protected with patents. With a sly smile, Robert Klebensberger at least admits that “applications will not be limited to cross beams”. There won’t be an ultra-light tanker semi- trailer made completely from carbon fibre in the foreseeable future, because it would be prohibitively expensive. Moreover, due to the properties of carbon fibre, the tanks, for example, cannot be manufactured from the plastic material. However, the engineer points out the in- terdependency between the design developed by vehicle manufacturers such as Willig and the ever stricter legal regulations. If tankers have to bear higher loads and be as light- weight as possible at the same time, carbon fibre is surely one of the potential answers to the conflicting objectives. (rk) For more information about the Willig company, please visit: www.willig-tankfahrzeuge.de Prior to assembly, a special adhesive is applied to the carbon fibre components which are then positively locked and finally secured in position with screws.

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