Optimal route to lighter, stronger carbon fiber composites
Carbon forms the basis of all organic molecules, which, in turn, form the basis of all living things. Recently, however, carbon has also found use in disciplines such as aerospace and civil engineering, through the development of carbon fibers that are stronger, stiffer and lighter than steel. Consequently, carbon fibers have taken over steel in high-performance products like aircrafts, racing cars and sports equipment.
Carbon fibers are usually combined with other materials to form a composite. One such composite material is carbon fiber reinforced plastic (CFRP), which is well-known for its tensile strength, rigidity and high strength-to-weight ratio. Nevertheless, researchers are still working to improve the strength of CFRPs, and one popular approach is known as 'fiber-steered design', which aims to enhance strength by optimizing the orientation of the fibers.
However, the fiber-steered design approach is not without its drawbacks. "Fiber-steered design only optimizes orientation and keeps the thickness of the fibers fixed, preventing full utilization of the mechanical properties of CFRP," explains Ryosuke Matsuzaki from Tokyo University of Science (TUS) in Japan, who researches composite materials. "A weight reduction approach, which allows optimization of fiber thickness as well, has been rarely considered."
Against this backdrop, Matsuzaki and his colleagues have proposed a new design method for simultaneously optimizing the orientation and thickness of the fibers, depending on their location in the composite structure. This has allowed them to reduce the weight of CFRP, compared to a constant thickness linear lamination model, without compromising strength. They report their findings in a paper in Composite Structures.
Their method consists of three separate processes: preparatory, iterative and modification. In the preparatory process, an initial analysis is performed using the finite element method (FEM) to determine the number of layers. This allows the researchers to conduct a qualitative weight evaluation with a linear lamination model and a fiber-steered design with a thickness variation model.
The iterative process is used to determine the fiber orientation by the principal stress direction and iteratively calculate the thickness using 'maximum stress theory'. Finally, the modification process makes modifications by first creating a reference 'base fiber bundle' in a region requiring strength improvement. The next step in this process is to determine the final orientation and thickness by arranging the fiber bundles such that they spread on both sides of the reference bundle.
This method of simultaneous optimization led to a weight reduction greater than 5%, while allowing a higher load transfer efficiency than could be achieved with fiber orientation alone.
The researchers are excited by these results and look forward to the future implementation of their method for further weight reduction of conventional CFRP parts. "Our design method goes beyond the conventional wisdom of composite design, making for lighter aircraft and automobiles, which can contribute to energy conservation and reduction of CO2 emissions," says Matsuzaki.
#CarbonFiberComposites #composites #TokyoUniversityofScience
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Carbon forms the basis of all organic molecules, which, in turn, form the basis of all living things. Recently, however, carbon has also found use in disciplines such as aerospace and civil engineering, through the development of carbon fibers that are stronger, stiffer and lighter than steel. Consequently, carbon fibers have taken over steel in high-performance products like aircrafts, racing cars and sports equipment.
Carbon fibers are usually combined with other materials to form a composite. One such composite material is carbon fiber reinforced plastic (CFRP), which is well-known for its tensile strength, rigidity and high strength-to-weight ratio. Nevertheless, researchers are still working to improve the strength of CFRPs, and one popular approach is known as 'fiber-steered design', which aims to enhance strength by optimizing the orientation of the fibers.
However, the fiber-steered design approach is not without its drawbacks. "Fiber-steered design only optimizes orientation and keeps the thickness of the fibers fixed, preventing full utilization of the mechanical properties of CFRP," explains Ryosuke Matsuzaki from Tokyo University of Science (TUS) in Japan, who researches composite materials. "A weight reduction approach, which allows optimization of fiber thickness as well, has been rarely considered."
Against this backdrop, Matsuzaki and his colleagues have proposed a new design method for simultaneously optimizing the orientation and thickness of the fibers, depending on their location in the composite structure. This has allowed them to reduce the weight of CFRP, compared to a constant thickness linear lamination model, without compromising strength. They report their findings in a paper in Composite Structures.
Their method consists of three separate processes: preparatory, iterative and modification. In the preparatory process, an initial analysis is performed using the finite element method (FEM) to determine the number of layers. This allows the researchers to conduct a qualitative weight evaluation with a linear lamination model and a fiber-steered design with a thickness variation model.
The iterative process is used to determine the fiber orientation by the principal stress direction and iteratively calculate the thickness using 'maximum stress theory'. Finally, the modification process makes modifications by first creating a reference 'base fiber bundle' in a region requiring strength improvement. The next step in this process is to determine the final orientation and thickness by arranging the fiber bundles such that they spread on both sides of the reference bundle.
This method of simultaneous optimization led to a weight reduction greater than 5%, while allowing a higher load transfer efficiency than could be achieved with fiber orientation alone.
The researchers are excited by these results and look forward to the future implementation of their method for further weight reduction of conventional CFRP parts. "Our design method goes beyond the conventional wisdom of composite design, making for lighter aircraft and automobiles, which can contribute to energy conservation and reduction of CO2 emissions," says Matsuzaki.
#CarbonFiberComposites #composites #TokyoUniversityofScience
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Composites
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Diab acquires SABIC’s ULTEM foam production line
The recyclable PEI thermoplastic foam will be incorporated into Diab’s portfolio under Divinycell U to be produced, sold and further developed.
Diab (Laholm, Sweden) has agreed to acquire the ULTEM foam production line from SABIC (Riyadh, Saudi Arabia). Diab reports that it will incorporate the ULTEM resin-based foam into its current portfolio under the name Divinycell U, and will further the development of the resin-based foam with support from SABIC.
“We are excited to broaden our portfolio with the acquisition of the ULTEM foam production line and develop the technology further,” says Diab CEO Tobias Hahn. “This will strengthen our position in the market, enabling us to offer even more fit for purpose core material.”
Divinycell U is a recyclable polyetherimide (PEI) thermoplastic foam targeted for use in aerospace applications. With intermediate densities positioned between Diab’s current F50 and F90, the company says it will now be able to provide 60 and 80 kilogram per cubic meter (kg/m3) densities, which enables potential significant weight-saving opportunities.
“Diab already has an excellent product for FST [fire, smoke and toxicity] applications in Divinycell F,” says Hahn. “With Divinycell U, we can broaden our offering to the aerospace market with a product that has even better fire properties.”
“Diab is a well-recognized company offering advanced capabilities in the lightweight material space with broad access to aerospace and industrial markets and customers,” says Scott Fisher, business director, ULTEM Products and Additives, SABIC. “SABIC looks forward to collaborating with Diab to continue advancing the adoption and growth of the ULTEM resin-based Divinycell U foam.”
DIAB reports that it will relocate the acquired production line equipment to its manufacturing site in DeSoto, Texas, U.S. Beginning Q3 2021, Diab will produce and market the Divinycell U portfolio to existing and new ULTEM resin-based foam users.
#Diab #composites #SABIC
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The recyclable PEI thermoplastic foam will be incorporated into Diab’s portfolio under Divinycell U to be produced, sold and further developed.
Diab (Laholm, Sweden) has agreed to acquire the ULTEM foam production line from SABIC (Riyadh, Saudi Arabia). Diab reports that it will incorporate the ULTEM resin-based foam into its current portfolio under the name Divinycell U, and will further the development of the resin-based foam with support from SABIC.
“We are excited to broaden our portfolio with the acquisition of the ULTEM foam production line and develop the technology further,” says Diab CEO Tobias Hahn. “This will strengthen our position in the market, enabling us to offer even more fit for purpose core material.”
Divinycell U is a recyclable polyetherimide (PEI) thermoplastic foam targeted for use in aerospace applications. With intermediate densities positioned between Diab’s current F50 and F90, the company says it will now be able to provide 60 and 80 kilogram per cubic meter (kg/m3) densities, which enables potential significant weight-saving opportunities.
“Diab already has an excellent product for FST [fire, smoke and toxicity] applications in Divinycell F,” says Hahn. “With Divinycell U, we can broaden our offering to the aerospace market with a product that has even better fire properties.”
“Diab is a well-recognized company offering advanced capabilities in the lightweight material space with broad access to aerospace and industrial markets and customers,” says Scott Fisher, business director, ULTEM Products and Additives, SABIC. “SABIC looks forward to collaborating with Diab to continue advancing the adoption and growth of the ULTEM resin-based Divinycell U foam.”
DIAB reports that it will relocate the acquired production line equipment to its manufacturing site in DeSoto, Texas, U.S. Beginning Q3 2021, Diab will produce and market the Divinycell U portfolio to existing and new ULTEM resin-based foam users.
#Diab #composites #SABIC
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Composites
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Roth Composites Machinery delivers customized filament winding system
Three-spindle system for the manufacture of hydrogen tanks boasts a flexible impregnation station and enhanced automation with a 40% increase in performance.
Roth Composite Machinery GmbH (Steffenburg, Germany) has recently delivered a customized filament winding system for the manufacture of hydrogen tanks with three spindles.
“A high-performance drive concept combined with a new machine frame structure enable performance improvements of about 40% compared to the international state of the art,” says Dr. Andreas Reimann, general manager of Roth Composite Machinery,
The machine concept comprises five interpolating axes and five additional CNC programmable axes. Roth Composite Machinery says the machine’s setup is suitable for series production as well as for development applications (R&D) using the traditional wet winding process.
A movable impregnation station, suitable for carbon and glass fiber processing, enables the use of individual, single spindles in order to avoid unnecessary resin consumption. An NC-controlled doctor blade allows a precise and reproducible adjustment of the resin gap. Decreased wrap angles reportedly reduce roving load, and by means of double cylinder control and the fiber storage device, the company says even very low fiber tensions can be adjusted in line with the process. Consistent fiber delivery speeds of up to 4.5 meters per second are possible.
Further, the production line is said to be prepared for a quick and easy change to towpreg winding, and through the use of the ROTH RCA (automatic roving cutting and applying device), the automation level of the machine has been increased.
Emphasizing the filament winding line’s capabilities, Roth Composites Machinery gives the example of winding of pressure vessels. The machine is equipped with an automatic pressurization and pressure measuring system which is able to create and regulate the necessary inner pressure of the liner during the winding process, the company says. Exceptional machine stiffness further minimizes mechanic impact on the manufacturing process and ensures high precision during the filament winding process.
#FilamentWindinSystem #composites #RothCompositesMachinery
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Three-spindle system for the manufacture of hydrogen tanks boasts a flexible impregnation station and enhanced automation with a 40% increase in performance.
Roth Composite Machinery GmbH (Steffenburg, Germany) has recently delivered a customized filament winding system for the manufacture of hydrogen tanks with three spindles.
“A high-performance drive concept combined with a new machine frame structure enable performance improvements of about 40% compared to the international state of the art,” says Dr. Andreas Reimann, general manager of Roth Composite Machinery,
The machine concept comprises five interpolating axes and five additional CNC programmable axes. Roth Composite Machinery says the machine’s setup is suitable for series production as well as for development applications (R&D) using the traditional wet winding process.
A movable impregnation station, suitable for carbon and glass fiber processing, enables the use of individual, single spindles in order to avoid unnecessary resin consumption. An NC-controlled doctor blade allows a precise and reproducible adjustment of the resin gap. Decreased wrap angles reportedly reduce roving load, and by means of double cylinder control and the fiber storage device, the company says even very low fiber tensions can be adjusted in line with the process. Consistent fiber delivery speeds of up to 4.5 meters per second are possible.
Further, the production line is said to be prepared for a quick and easy change to towpreg winding, and through the use of the ROTH RCA (automatic roving cutting and applying device), the automation level of the machine has been increased.
Emphasizing the filament winding line’s capabilities, Roth Composites Machinery gives the example of winding of pressure vessels. The machine is equipped with an automatic pressurization and pressure measuring system which is able to create and regulate the necessary inner pressure of the liner during the winding process, the company says. Exceptional machine stiffness further minimizes mechanic impact on the manufacturing process and ensures high precision during the filament winding process.
#FilamentWindinSystem #composites #RothCompositesMachinery
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Composites
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NCC research proving recycled composites can be used in new applications
Ground-breaking research being conducted by the National Composites Centre (NCC) is proving that composites can be recycled at end-of-life for use in new industry applications, providing solutions for the challenge of composite waste and reducing the environmental impact of advanced materials.
The innovative project is being conducted by the NCC in collaboration with a cross-sector group of industry-leading organisations, including Network Rail, Airbus, Shell and Gen 2 Carbon as part of the NCC’s Core Research Programme.
The UK’s world-leading research centre for composite materials, and part of the High Value Manufacturing Catapult, the NCC’s research aims to demonstrate the recycling of end-of-life composites, and increase industry confidence in the subsequent use of the non-virgin materials in second-life applications.
The project has successfully extracted carbon fibre from two Airbus A320 vertical tail planes that had reached the end of their service lives, using a pyrolysis process. The reclaimed fibres will now be processed and configured into a fabric format that can be used with liquid resin composite manufacturing processes. The new material combination will be assessed and characterised for its mechanical performance, before being used to manufacture a wheelchair ramp against design criteria from the rail sector.
The demonstrator will show the cross-sector application possibilities for end-of-life composites, with the learnings from this case study being taken forward and transferred to other products in sectors such as construction, rail, automotive and more.
Dr Enrique Garcia, chief technology officer at the NCC, said: “The NCC is at the forefront of the use of advanced composites, working with industry to anticipate the future needs and applications across the sectors. The diverse consortia involved in this project highlights the near-term challenges being faced across a number of industries, and the importance of our work to find sustainable solutions for end-of-life composites.
“This initiative is successfully developing the technologies required to overcome these challenges, paving the way for a new supply chain of recycled composites, allowing more industries to make use of their unique, beneficial properties at a lower cost.”
The Core Research programme is a cross-sector initiative involving the NCC’s Member organizations that identifies the biggest challenges currently being faced by industry and solves them through collaborative research and development.
In partnership with the Centre for Process Innovation (CPI), the NCC also leads the Sustainable Composites initiative. Through this programme, the NCC works with companies of all sizes to create a more sustainable future utilising the benefits of composite materials and applications.
#NationalCompositesCentre #composites
> source
Ground-breaking research being conducted by the National Composites Centre (NCC) is proving that composites can be recycled at end-of-life for use in new industry applications, providing solutions for the challenge of composite waste and reducing the environmental impact of advanced materials.
The innovative project is being conducted by the NCC in collaboration with a cross-sector group of industry-leading organisations, including Network Rail, Airbus, Shell and Gen 2 Carbon as part of the NCC’s Core Research Programme.
The UK’s world-leading research centre for composite materials, and part of the High Value Manufacturing Catapult, the NCC’s research aims to demonstrate the recycling of end-of-life composites, and increase industry confidence in the subsequent use of the non-virgin materials in second-life applications.
The project has successfully extracted carbon fibre from two Airbus A320 vertical tail planes that had reached the end of their service lives, using a pyrolysis process. The reclaimed fibres will now be processed and configured into a fabric format that can be used with liquid resin composite manufacturing processes. The new material combination will be assessed and characterised for its mechanical performance, before being used to manufacture a wheelchair ramp against design criteria from the rail sector.
The demonstrator will show the cross-sector application possibilities for end-of-life composites, with the learnings from this case study being taken forward and transferred to other products in sectors such as construction, rail, automotive and more.
Dr Enrique Garcia, chief technology officer at the NCC, said: “The NCC is at the forefront of the use of advanced composites, working with industry to anticipate the future needs and applications across the sectors. The diverse consortia involved in this project highlights the near-term challenges being faced across a number of industries, and the importance of our work to find sustainable solutions for end-of-life composites.
“This initiative is successfully developing the technologies required to overcome these challenges, paving the way for a new supply chain of recycled composites, allowing more industries to make use of their unique, beneficial properties at a lower cost.”
The Core Research programme is a cross-sector initiative involving the NCC’s Member organizations that identifies the biggest challenges currently being faced by industry and solves them through collaborative research and development.
In partnership with the Centre for Process Innovation (CPI), the NCC also leads the Sustainable Composites initiative. Through this programme, the NCC works with companies of all sizes to create a more sustainable future utilising the benefits of composite materials and applications.
#NationalCompositesCentre #composites
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Composites
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University of Bristol, NCC develop novel composite materials to assess performance in space
In-house developed matrices reinforced with carbon fiber will spend six months attached to the ISS to better understand and improve their functionality in extreme space conditions.
Composite materials developed by University of Bristol scientists and engineers with support from the National Composites Centre (Bristol, U.K.) will be blasted 250 miles from the Earth’s surface and affixed between two aluminum plates on the International Space Station (ISS), says a recent report issued by the university.
The novel composites will spend six months attached to the SESAME (Scientific Exploration Subsurface Access Mechanism for Europa) module of the ISS, orbiting the Earth some 3,000 times at speeds of 17,000 miles per hour. According to the university and the NCC, the materials are being placed on the ISS in order to test them in the fierce space environment, where they will be subjected to micro-meteoroids, temperatures from -150ºC to +150ºC, high-velocity dust, severe electromagnetic radiation and engineering debris. Real-time data will assess how the materials are performing and will reportedly help university scientists on the ground improve fiber-reinforced materials for next-generation space missions.
“This project will assess how our composites fare in the extreme space environment,” says Ian Hamerton, professor of Polymers and Composite Materials at the University of Bristol. Hamerton has been spearheading the Bristol said of the mission. “The data we recover will be used to make a ‘digital twin’ of the physical material, which will help us understand how these materials — and other materials — function. Not only will this improve the performance of our composites, but it will help us and others develop even more ambitious space materials.”
The matrix families for these composite materials have been developed in-house at the Bristol Composites Institute by two of the university’s PhD students, Dr. Yanjun (Desmond) He and Mayra Rivera Lopez. The first system includes three benzoxazine resins, based on blends of monomers obtained from Huntsman Advanced Materials (Basel, Switzerland) and modified to form nanocomposites. The benzoxazines, according to Hamerton, were developed in a PhD program with Oxford Space Systems (Harwell, U.K.) a company that specializes in deployable boom structures (i.e., ultra-thin CFRP laminates). The other system is said to be a novel cyanate ester resin system based on a monomer from Lonza AG (Visp, Switzerland), but chemically modified to enhance its reactivity and atomic oxygen (AO) erosion yield. HexForce PrimeTex 43098 S 1020 S carbon fiber was supplied by Hexcel Composites (Duxford, U.K.).
In support of the project, the NCC cured the composite samples and machined them to be tested prior to their launch to the ISS. More specifically, the specimens have been machined to have both thick (3-millimeter) and thin (0.3-millieter) sections, Hamerton says, which is designed to explore their utility in both deployable and structural applications. The samples are to be despatched to ESTEC (European Space Research and Technology Centre, Noordwijk, Netherlands) July 7 for preflight tests and integration into the module.
“The development and testing of our composites into real space conditions is a big step for us as researchers. Through this mission, we will assess the performance of our already resilient composites, but also, we will obtain a better perspective on ways to keep innovating the composites design,” says Lopez.
In-house developed matrices reinforced with carbon fiber will spend six months attached to the ISS to better understand and improve their functionality in extreme space conditions.
Composite materials developed by University of Bristol scientists and engineers with support from the National Composites Centre (Bristol, U.K.) will be blasted 250 miles from the Earth’s surface and affixed between two aluminum plates on the International Space Station (ISS), says a recent report issued by the university.
The novel composites will spend six months attached to the SESAME (Scientific Exploration Subsurface Access Mechanism for Europa) module of the ISS, orbiting the Earth some 3,000 times at speeds of 17,000 miles per hour. According to the university and the NCC, the materials are being placed on the ISS in order to test them in the fierce space environment, where they will be subjected to micro-meteoroids, temperatures from -150ºC to +150ºC, high-velocity dust, severe electromagnetic radiation and engineering debris. Real-time data will assess how the materials are performing and will reportedly help university scientists on the ground improve fiber-reinforced materials for next-generation space missions.
“This project will assess how our composites fare in the extreme space environment,” says Ian Hamerton, professor of Polymers and Composite Materials at the University of Bristol. Hamerton has been spearheading the Bristol said of the mission. “The data we recover will be used to make a ‘digital twin’ of the physical material, which will help us understand how these materials — and other materials — function. Not only will this improve the performance of our composites, but it will help us and others develop even more ambitious space materials.”
The matrix families for these composite materials have been developed in-house at the Bristol Composites Institute by two of the university’s PhD students, Dr. Yanjun (Desmond) He and Mayra Rivera Lopez. The first system includes three benzoxazine resins, based on blends of monomers obtained from Huntsman Advanced Materials (Basel, Switzerland) and modified to form nanocomposites. The benzoxazines, according to Hamerton, were developed in a PhD program with Oxford Space Systems (Harwell, U.K.) a company that specializes in deployable boom structures (i.e., ultra-thin CFRP laminates). The other system is said to be a novel cyanate ester resin system based on a monomer from Lonza AG (Visp, Switzerland), but chemically modified to enhance its reactivity and atomic oxygen (AO) erosion yield. HexForce PrimeTex 43098 S 1020 S carbon fiber was supplied by Hexcel Composites (Duxford, U.K.).
In support of the project, the NCC cured the composite samples and machined them to be tested prior to their launch to the ISS. More specifically, the specimens have been machined to have both thick (3-millimeter) and thin (0.3-millieter) sections, Hamerton says, which is designed to explore their utility in both deployable and structural applications. The samples are to be despatched to ESTEC (European Space Research and Technology Centre, Noordwijk, Netherlands) July 7 for preflight tests and integration into the module.
“The development and testing of our composites into real space conditions is a big step for us as researchers. Through this mission, we will assess the performance of our already resilient composites, but also, we will obtain a better perspective on ways to keep innovating the composites design,” says Lopez.
Composites
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The space-bound materials are part of the Euro Ageing program, a £3.5 million European Space Agency (ESA) project which will see 45 materials exposed to the effects of space while encased in a chamber on the Bartolomeo platform — the ISS’ payload hosting platform — specially designed by Airbus (Toulouse, France). Places on the spring 2022 mission have been highly sought after and the university team are said to be faced with a five-month, highly competitive tender process to get their materials accepted.
“The composites we developed has already been proven to show an excellent performance in a simulated space environment, while this project is able to push it further by examine our composites in a real space environment, which help us gaining a deeper insight on the design of composites for space applications,” adds Dr. He.
It is said that the data will also be useful for CoSEM CDT (Centre for Doctoral Training in Composites Science, Engineering and Manufacturing) student George Worden, who expects to develop and use the ‘digital twin’ in his PhD program to break new ground in the field of space materials, including the potential to create composites with self-healing properties.
Financial support for the project has come from the UK Space Agency, the Science and Technology Facilities Council and the University of Bristol
#cyanateester #composites #space
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“The composites we developed has already been proven to show an excellent performance in a simulated space environment, while this project is able to push it further by examine our composites in a real space environment, which help us gaining a deeper insight on the design of composites for space applications,” adds Dr. He.
It is said that the data will also be useful for CoSEM CDT (Centre for Doctoral Training in Composites Science, Engineering and Manufacturing) student George Worden, who expects to develop and use the ‘digital twin’ in his PhD program to break new ground in the field of space materials, including the potential to create composites with self-healing properties.
Financial support for the project has come from the UK Space Agency, the Science and Technology Facilities Council and the University of Bristol
#cyanateester #composites #space
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Russian MC-21 performs well in test flights
Irkut Corporation's MC-21-300 composites-intensive aircraft will make its public premiere at MAKS-2021 in Moscow.
Irkut Corp.’s (Moscow, Russia) MC-21-310 flight-test composite aircraft has arrived in Zhukovsky from Ulyanovsk, Russia, after being painted at by paint-shop specialist, Spektr-Avia.
According to test pilot Vasily Sevastyanov, the aircraft, which is equipped with new Russian PD-14 engines, performed well in flights from Irkutsk to Ulyanovsk and Ulyanovsk to Zhukovsky. It will continue the flight test program at the airfield, which is home to the Gromov Flight Research Institute.
The aircraft made its maiden flight in December 2020. The public premiere of the aircraft type is planned for the Moscow International Aviation and Space Salon, MAKS-2021.
#MAKS2021 #composites #aircraft
> source
Irkut Corporation's MC-21-300 composites-intensive aircraft will make its public premiere at MAKS-2021 in Moscow.
Irkut Corp.’s (Moscow, Russia) MC-21-310 flight-test composite aircraft has arrived in Zhukovsky from Ulyanovsk, Russia, after being painted at by paint-shop specialist, Spektr-Avia.
According to test pilot Vasily Sevastyanov, the aircraft, which is equipped with new Russian PD-14 engines, performed well in flights from Irkutsk to Ulyanovsk and Ulyanovsk to Zhukovsky. It will continue the flight test program at the airfield, which is home to the Gromov Flight Research Institute.
The aircraft made its maiden flight in December 2020. The public premiere of the aircraft type is planned for the Moscow International Aviation and Space Salon, MAKS-2021.
#MAKS2021 #composites #aircraft
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Composites
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Airtech 3D-printed resins deliver composite tooling for competitive motorsport vehicles
BBi Autosport joins with Airtech Advanced Materials Group to develop high-performance carbon fiber body panels for its Porsche race cars using Dahltram resins and Print-Tech services.
BBi Autosport (Huntington Beach, Calif., U.S.) is returning to Pikes Peak, Colorado, for the 99th running of the Pikes Peak International Hillclimb on June 27, 2021. Known as “The Race to the Clouds,” the automobile hill climb is regarded as one of the most famous and arduous racing events globally. For this year’s 2021 effort, BBi says it is bringing three Porsche race cars, all of which make extensive use of carbon fiber composites and 3D-printing technologies.
The high-performance vehicles’ carbon fiber composite body panels were produced using 3D-printed mold tooling manufactured by BBi technical partner, Airtech Advanced Materials Group (Huntington Beach, Calif., U.S.), as well as Airtech’s Dahltram range of resins and Print-Tech in-house tooling 3D print service. Motorsports programs require rapid development cycles, BBi Autosport says, and with Print-Tech, molds are able to be produced much more quickly. This advantage further enables aerodynamic development and part manufacturing to be completed in weeks, rather than months.
Airtech’s Dahltram range of resins have been made distinctly suitable for multiple print platforms, providing production flexibility with end use material approvals. Continuous thermal cycle testing, pressure leak testing, laser surface scanning and contact material testing have generated data supporting more than 250 autoclave cycles, Airtech says, without degradation of the Dahltram manufactured tooling.
Airtech’s retains Dahltram additive manufacturing resins and Print-Tech large-scale 3D-printed tool manufacturing capabilities in the U.S. and Europe.
#Airtech #composites #MotorsportVehicles
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BBi Autosport joins with Airtech Advanced Materials Group to develop high-performance carbon fiber body panels for its Porsche race cars using Dahltram resins and Print-Tech services.
BBi Autosport (Huntington Beach, Calif., U.S.) is returning to Pikes Peak, Colorado, for the 99th running of the Pikes Peak International Hillclimb on June 27, 2021. Known as “The Race to the Clouds,” the automobile hill climb is regarded as one of the most famous and arduous racing events globally. For this year’s 2021 effort, BBi says it is bringing three Porsche race cars, all of which make extensive use of carbon fiber composites and 3D-printing technologies.
The high-performance vehicles’ carbon fiber composite body panels were produced using 3D-printed mold tooling manufactured by BBi technical partner, Airtech Advanced Materials Group (Huntington Beach, Calif., U.S.), as well as Airtech’s Dahltram range of resins and Print-Tech in-house tooling 3D print service. Motorsports programs require rapid development cycles, BBi Autosport says, and with Print-Tech, molds are able to be produced much more quickly. This advantage further enables aerodynamic development and part manufacturing to be completed in weeks, rather than months.
Airtech’s Dahltram range of resins have been made distinctly suitable for multiple print platforms, providing production flexibility with end use material approvals. Continuous thermal cycle testing, pressure leak testing, laser surface scanning and contact material testing have generated data supporting more than 250 autoclave cycles, Airtech says, without degradation of the Dahltram manufactured tooling.
Airtech’s retains Dahltram additive manufacturing resins and Print-Tech large-scale 3D-printed tool manufacturing capabilities in the U.S. and Europe.
#Airtech #composites #MotorsportVehicles
> source
Composites
Qarbon Aerospace’s leading edge structure technology, developed to demonstrate the efficiency and weight savings potential of the company’s Helios Ice Protection system compared to legacy anti-icing technology. Photo: Qarbon Aerospace
Qarbon Aerospace launches composite aircraft icing protection system
The thermoplastic composite Helios system will be distributed by AIR Group for use on the leading edges of turboprop aircraft wings and other components.
On July 14, Qarbon Aerospace Inc. (Red Oak, Texas, U.S.) launched its Helios Ice Protection system, an all-composite electrothermal system designed as an alternative to legacy ice protection technology such as pneumatic boots and bleed air.
According to Qarbon Aerospace, Helios consists of a thermoplastic/carbon fiber heating element with a layer of graphite, embedded within a thermoplastic composite leading edge structure for use on an aircraft wing, nacelle or empennage. The system has achieved icing protection certification requirements in numerous icing tunnel tests, and uses a zoned thermal profile to optimize power usage.
Qarbon Aerospace has partnered with AIR Group, a vertically integrated regional and turboprop aviation organization, for worldwide distribution of Helios. Together, Qarbon Aerospace and AIR Group will target airlines operating turboprop aircraft where there would be value in reducing the maintenance costs, replacement expenses and operational limits imposed by pneumatic boots.
Evan Young, head of engineering at Qarbon Aerospace, says, “Significant technology and manufacturing development have positioned Helios Ice Protection to be a leap forward in safety when flying into known icing conditions. Extensive icing tunnel and operational evaluation tests have proven Helios is an efficient, low power and reliable solution for icing protection.”
Morgan Whitehead, VP of operations for AIR Group, says, “AIR has been supporting turboprop operators around the world for over 20 years. Our team of highly experienced professionals offer class leading around the clock AOG service from our distribution facility near DFW Airport in Texas. We believe Helios brings our customers a whole new level of value and safety, and we are proud to have been selected as Qarbon Aerospace’s partner for the supply of Helios and look forward to stocking and supporting this advanced technology system.”
#composites #aircraft
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The thermoplastic composite Helios system will be distributed by AIR Group for use on the leading edges of turboprop aircraft wings and other components.
On July 14, Qarbon Aerospace Inc. (Red Oak, Texas, U.S.) launched its Helios Ice Protection system, an all-composite electrothermal system designed as an alternative to legacy ice protection technology such as pneumatic boots and bleed air.
According to Qarbon Aerospace, Helios consists of a thermoplastic/carbon fiber heating element with a layer of graphite, embedded within a thermoplastic composite leading edge structure for use on an aircraft wing, nacelle or empennage. The system has achieved icing protection certification requirements in numerous icing tunnel tests, and uses a zoned thermal profile to optimize power usage.
Qarbon Aerospace has partnered with AIR Group, a vertically integrated regional and turboprop aviation organization, for worldwide distribution of Helios. Together, Qarbon Aerospace and AIR Group will target airlines operating turboprop aircraft where there would be value in reducing the maintenance costs, replacement expenses and operational limits imposed by pneumatic boots.
Evan Young, head of engineering at Qarbon Aerospace, says, “Significant technology and manufacturing development have positioned Helios Ice Protection to be a leap forward in safety when flying into known icing conditions. Extensive icing tunnel and operational evaluation tests have proven Helios is an efficient, low power and reliable solution for icing protection.”
Morgan Whitehead, VP of operations for AIR Group, says, “AIR has been supporting turboprop operators around the world for over 20 years. Our team of highly experienced professionals offer class leading around the clock AOG service from our distribution facility near DFW Airport in Texas. We believe Helios brings our customers a whole new level of value and safety, and we are proud to have been selected as Qarbon Aerospace’s partner for the supply of Helios and look forward to stocking and supporting this advanced technology system.”
#composites #aircraft
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Composites
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Composites Evolution, Bcomp launch Evopreg ampliTex flax-epoxy prepregs
Compatible with Bcomp’s powerRibs reinforcement grid, the family of natural fiber materials drives enhanced stiffness, lightweight and a reduced footprint for motorsports and high-performance automotive applications.
Composites Evolution Ltd. (Chesterfield, U.K.) has teamed up with natural fiber reinforcement specialists Bcomp (Fribourg, Switzerland) to launch a new range of flax-epoxy prepreg materials, designed to offer enhanced sustainability without compromising on performance. Evopreg ampliTex prepregs are said to combine Composites Evolution’s high-performance Evopreg epoxy resin systems with Bcomp’s award-winning ampliTex flax reinforcements, to deliver a family of materials that offer outstanding performance for component applications.
To reach the full performance of natural fibers, says the company, Evopreg ampliTex prepregs have been tailored to be compatible with Bcomp’s powerRibs reinforcement grid, enabling the same stiffness and weight as thin-walled monolithic carbon fiber parts while decreasing the CO2
footprint by 85%. Composites Evolution also notes that the family of materials improves safety, as it blunts braking behavior without the dangerous debris or sharp edges.
“Sustainability is an increasingly important factor for many of our customers — particularly those involved in motorsports and high-performance automotive applications,” says Composites Evolution’s Sales and Marketing Director, Ben Hargreaves. The company itself has more than 10 years of experience in the development and production of natural fiber prepregs “As you’d expect in these sectors though, sustainability can’t come at the expense of performance — the two must go hand-in-hand. This is something that other prepregs can struggle with, as natural fiber behave very differently to carbon or glass fiber, for example.”
He continues, “Working together with Bcomp, we can offer an unrivaled package of technical expertise and application know-how. We draw upon this to help customers understand the strengths and weaknesses of natural fiber composites, and to show where and how they can be adopted without the need for significant changes to existing composite component production processes.”
One such customer is U.K.-based Retrac Group, which houses a composites division that Composites Evolution claims is one of the U.K.’s most
experienced composites engineering companies across motorsports, automotive and aerospace. It recently used Evopreg ampliTex + powerRibs to produce a demonstrator bonnet panel for a race-bred supercar.
“We’re seeing a growing interest in flax fiber composites, particularly in the motorsports and niche vehicle sectors,” notes Retrac Group Project Manager Alan Purves. “It is therefore essential that we have developed an in-depth understanding of the processing requirements and performance capabilities of these materials, and are ready to respond to our customers' requirements. Being able to tap into the combined expertise and experience of both Composites Evolution and Bcomp is proving invaluable.”
Purves says Retrac’s laminators found the Evopreg ampliTex materials easy to use, with good drape and tack to the molds. “The finished part looks great, and we shall showcase it later in the year,” he says.
The bonnet demonstrator is a two-part molding, with both inner and outer produced using Evopreg ampliTex EPC300-F300T 2x2 twill prepreg, backed with powerRibs. The air duct components were 3D-printed at Retrac, using the company’s Stratasys (Eden Prairie, Minn., U.S.) Fortus 450MC machine.
Bonded using polyurethane adhesive to minimize A-surface witnessing, the whole assembly weighs only four kilograms.
Johann Wacht, motorsports manager at Bcomp Ltd concludes: “We share the view that sustainability and performance need to go hand in hand and are proud that already during the development phase of Evopreg ampliTex several OEMs and parts manufacturers have fully validated the prepregs.”
#composites #FlaxFiberComposites #FlaxEpoxyPrepregs
Compatible with Bcomp’s powerRibs reinforcement grid, the family of natural fiber materials drives enhanced stiffness, lightweight and a reduced footprint for motorsports and high-performance automotive applications.
Composites Evolution Ltd. (Chesterfield, U.K.) has teamed up with natural fiber reinforcement specialists Bcomp (Fribourg, Switzerland) to launch a new range of flax-epoxy prepreg materials, designed to offer enhanced sustainability without compromising on performance. Evopreg ampliTex prepregs are said to combine Composites Evolution’s high-performance Evopreg epoxy resin systems with Bcomp’s award-winning ampliTex flax reinforcements, to deliver a family of materials that offer outstanding performance for component applications.
To reach the full performance of natural fibers, says the company, Evopreg ampliTex prepregs have been tailored to be compatible with Bcomp’s powerRibs reinforcement grid, enabling the same stiffness and weight as thin-walled monolithic carbon fiber parts while decreasing the CO2
footprint by 85%. Composites Evolution also notes that the family of materials improves safety, as it blunts braking behavior without the dangerous debris or sharp edges.
“Sustainability is an increasingly important factor for many of our customers — particularly those involved in motorsports and high-performance automotive applications,” says Composites Evolution’s Sales and Marketing Director, Ben Hargreaves. The company itself has more than 10 years of experience in the development and production of natural fiber prepregs “As you’d expect in these sectors though, sustainability can’t come at the expense of performance — the two must go hand-in-hand. This is something that other prepregs can struggle with, as natural fiber behave very differently to carbon or glass fiber, for example.”
He continues, “Working together with Bcomp, we can offer an unrivaled package of technical expertise and application know-how. We draw upon this to help customers understand the strengths and weaknesses of natural fiber composites, and to show where and how they can be adopted without the need for significant changes to existing composite component production processes.”
One such customer is U.K.-based Retrac Group, which houses a composites division that Composites Evolution claims is one of the U.K.’s most
experienced composites engineering companies across motorsports, automotive and aerospace. It recently used Evopreg ampliTex + powerRibs to produce a demonstrator bonnet panel for a race-bred supercar.
“We’re seeing a growing interest in flax fiber composites, particularly in the motorsports and niche vehicle sectors,” notes Retrac Group Project Manager Alan Purves. “It is therefore essential that we have developed an in-depth understanding of the processing requirements and performance capabilities of these materials, and are ready to respond to our customers' requirements. Being able to tap into the combined expertise and experience of both Composites Evolution and Bcomp is proving invaluable.”
Purves says Retrac’s laminators found the Evopreg ampliTex materials easy to use, with good drape and tack to the molds. “The finished part looks great, and we shall showcase it later in the year,” he says.
The bonnet demonstrator is a two-part molding, with both inner and outer produced using Evopreg ampliTex EPC300-F300T 2x2 twill prepreg, backed with powerRibs. The air duct components were 3D-printed at Retrac, using the company’s Stratasys (Eden Prairie, Minn., U.S.) Fortus 450MC machine.
Bonded using polyurethane adhesive to minimize A-surface witnessing, the whole assembly weighs only four kilograms.
Johann Wacht, motorsports manager at Bcomp Ltd concludes: “We share the view that sustainability and performance need to go hand in hand and are proud that already during the development phase of Evopreg ampliTex several OEMs and parts manufacturers have fully validated the prepregs.”
#composites #FlaxFiberComposites #FlaxEpoxyPrepregs
Composites
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Breton unveils new large-scale Genesi 3D printer
Breton has launched its Genesi 3D printer for the large-scale production of thermoplastic materials. Genesi uses machine learning algorithms and advanced artificial intelligence systems to achieve high-level mechanical and aesthetic properties.
Genesi is said to be one of the world's largest 3D printers for prototyping - 3m in height, up to 5m in width and length on request - with a deposition capacity up to 200kg per hour of reinforced thermoplastic materials.
The intense R&D of new 3D printing systems on which the Breton Institute of Technology has focused in recent years is part of the project co-financed by Mise ‘True 3D printer’. The innovative solution with which Breton opens up a new path for businesses is the result of a process rich in synergies, exploiting the machine learning and artificial intelligence skills of the Canadian company Augmenta, but also all the printing process experience of the MUSP, a research institute in Piacenza.
The development process was carried out in close cooperation with the best material manufacturers in this sector, such as SABIC, and by forming partnerships with strategic companies, such as Siemens in the field of software.
"For a company like Breton, which has always been committed to research and development, it is a pleasure to launch our solution in the extremely innovative and growing sector of 'Large Additive Manufacturing'," said Breton’s business development manager, Gabriele Corletto. "While additive printing is a process that still requires a rather artisanal approach from the user, the goal of 'Breton Genesi', thanks to the development of a complex AI and machine learning system, is to let the machine 'learn' while making the parts in order to shorten the process."
Genesi can operate either in a purely additive version or in combination with a subtractive system. This second solution overcomes the limits of the pure additive method, which allows the production of near net shape parts that are close to the final shape but not completely finished. With Genesi, finishing and optimisation are ensured by the high-speed subtractive capability installed in the same machine, thus making the part not only near net shape but also ready to use.
"For Breton, the partnership with companies is fundamental, as they can re-evaluate the production processes together with our technicians and try out the version available at the Castello di Godego site, which has a printing size of 2,000 x 3,200 x 8,400mm," added Corletto.
The Genesi proposal can be configured with modules of different sizes, with solutions that are adapted to the needs of our current and potential customers.
A partnership has already been established with an innovative start-up, Northern Light Composites, which is using the advantages of Genesi to manufacture the moulds for the prototype of ‘Ecofoiler’, the first sailing boat with a completely recyclable foil on the market. Ecofoiler is a 3.80m hull designed by Matteo Polli with the collaboration of foiling experts such as Matteo Ledri, who has already been involved in three America's Cup campaigns.
Breton invites companies wishing to try out this new solution to visit the company and see Genesi and its advantages first-hand.
#composites #Breton #3Dprinter
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Breton has launched its Genesi 3D printer for the large-scale production of thermoplastic materials. Genesi uses machine learning algorithms and advanced artificial intelligence systems to achieve high-level mechanical and aesthetic properties.
Genesi is said to be one of the world's largest 3D printers for prototyping - 3m in height, up to 5m in width and length on request - with a deposition capacity up to 200kg per hour of reinforced thermoplastic materials.
The intense R&D of new 3D printing systems on which the Breton Institute of Technology has focused in recent years is part of the project co-financed by Mise ‘True 3D printer’. The innovative solution with which Breton opens up a new path for businesses is the result of a process rich in synergies, exploiting the machine learning and artificial intelligence skills of the Canadian company Augmenta, but also all the printing process experience of the MUSP, a research institute in Piacenza.
The development process was carried out in close cooperation with the best material manufacturers in this sector, such as SABIC, and by forming partnerships with strategic companies, such as Siemens in the field of software.
"For a company like Breton, which has always been committed to research and development, it is a pleasure to launch our solution in the extremely innovative and growing sector of 'Large Additive Manufacturing'," said Breton’s business development manager, Gabriele Corletto. "While additive printing is a process that still requires a rather artisanal approach from the user, the goal of 'Breton Genesi', thanks to the development of a complex AI and machine learning system, is to let the machine 'learn' while making the parts in order to shorten the process."
Genesi can operate either in a purely additive version or in combination with a subtractive system. This second solution overcomes the limits of the pure additive method, which allows the production of near net shape parts that are close to the final shape but not completely finished. With Genesi, finishing and optimisation are ensured by the high-speed subtractive capability installed in the same machine, thus making the part not only near net shape but also ready to use.
"For Breton, the partnership with companies is fundamental, as they can re-evaluate the production processes together with our technicians and try out the version available at the Castello di Godego site, which has a printing size of 2,000 x 3,200 x 8,400mm," added Corletto.
The Genesi proposal can be configured with modules of different sizes, with solutions that are adapted to the needs of our current and potential customers.
A partnership has already been established with an innovative start-up, Northern Light Composites, which is using the advantages of Genesi to manufacture the moulds for the prototype of ‘Ecofoiler’, the first sailing boat with a completely recyclable foil on the market. Ecofoiler is a 3.80m hull designed by Matteo Polli with the collaboration of foiling experts such as Matteo Ledri, who has already been involved in three America's Cup campaigns.
Breton invites companies wishing to try out this new solution to visit the company and see Genesi and its advantages first-hand.
#composites #Breton #3Dprinter
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