Composites
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Brazilian consumption of composites fell 4.6% in 2020
A survey from the Latin American Composite Materials Association (ALMACO) found that despite the drop, Brazil’s composites revenues rose 3.9%, reaching $561 million USD.
The Latin American Composite Materials Association’s (ALMACO) (São Paulo, Brazil) recent survey found that Brazilian consumption of composites fell 4.6% in 2020, totaling 208,000 tons. Despite the drop, the sector revenues rose 3.9%, reaching $561 million USD — a supposed result of increases in the prices of raw materials, particularly resin and fiberglass.
According to the ALMACO survey, civil construction accounted for 35% of Brazilian consumption of polyester composites in 2020, ahead of transport (20%), corrosion/sanitation (17%), leisure/swimming pools (12%), wind energy (6%), electricity (4%), marine (2%) and clothing (1%), among others. For composites based on epoxy resin, wind power generation led with 91%, ahead of oil and gas (4%) and electronics (3%).
“Although there was a strong recovery in the second half of the year, the effects of the pandemic at the beginning of 2020 were very intense and, in some cases, such as in the bus segment, they last until now,” comments Erika Bernardino Aprá, president of ALMACO.
For 2021, ALMACO expects an 11% growth in consumption, totaling 230 thousand tons of composites — in value, $650 million USD (+16%). According to ALMACO, civil construction remains heated, as well as the demand from industries that deal with highly corrosive processes, environments in which composites stand out due to their high chemical resistance.
#composites #ALMACO #fiberglass #Brazilian
Photo Credit: Latin American Composite Materials Association
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A survey from the Latin American Composite Materials Association (ALMACO) found that despite the drop, Brazil’s composites revenues rose 3.9%, reaching $561 million USD.
The Latin American Composite Materials Association’s (ALMACO) (São Paulo, Brazil) recent survey found that Brazilian consumption of composites fell 4.6% in 2020, totaling 208,000 tons. Despite the drop, the sector revenues rose 3.9%, reaching $561 million USD — a supposed result of increases in the prices of raw materials, particularly resin and fiberglass.
According to the ALMACO survey, civil construction accounted for 35% of Brazilian consumption of polyester composites in 2020, ahead of transport (20%), corrosion/sanitation (17%), leisure/swimming pools (12%), wind energy (6%), electricity (4%), marine (2%) and clothing (1%), among others. For composites based on epoxy resin, wind power generation led with 91%, ahead of oil and gas (4%) and electronics (3%).
“Although there was a strong recovery in the second half of the year, the effects of the pandemic at the beginning of 2020 were very intense and, in some cases, such as in the bus segment, they last until now,” comments Erika Bernardino Aprá, president of ALMACO.
For 2021, ALMACO expects an 11% growth in consumption, totaling 230 thousand tons of composites — in value, $650 million USD (+16%). According to ALMACO, civil construction remains heated, as well as the demand from industries that deal with highly corrosive processes, environments in which composites stand out due to their high chemical resistance.
#composites #ALMACO #fiberglass #Brazilian
Photo Credit: Latin American Composite Materials Association
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Composites
LunaLab rover testing. Photo Credit, all images: Anisoprint
Anisoprint continuous fiber co-extrusion technology powers lunar rover vehicle
Carbon fiber-reinforced wheel mount and control arm design reduces lunar rover weight to as low as 24 and 64 grams, respectively.
Anisoprint (Esch-sur-Alzette, Luxembourg, U.K.), a manufacturer of continuous fiber 3D printing systems, has used its continuous fiber co-extrusion technology to produce lightweight parts for a lunar rover designed by student team Kepler, winners of ActInSpace 2020, said to be the largest worldwide “hackathon” for the development of new, space-related solutions. The moon rover was tested at the University of Luxembourg’s LunaLab, which has a simulated lunar environment, on Sept. 21, and was exhibited on Sept. 27 (DemoDay).
The Kepler team that developed the rover itself won the “Configure test a DIY lunar rover” challenge portion of the competition, receiving support from experts at the Space Robotics Research Group from SnT and Technoport to explore the business concept and to build the lunar rover on the basis of a prototyped rover configuration. The primary challenge for the team was to make a robot with a mass under four kilograms. With 3D-printed composites an ideal option for lightweight and high strength, the company turned to Anisoprint.
“Application cases we deal with primarily come from areas where isotropic materials proved ineffective, which means we always change the design for anisotropic reinforcement, both geometry and weight count here,” says Aleksey Ivanov, Anisoprint application engineer. “Composite 3D printing has a large potential for aerospace, and we help people explore it and get maximum benefit from the technology.”
To achieve this weight reduction, two suspension parts — a wheel mount and control arm — were remodeled. Carbon fiber was the chosen reinforcement, and SmoothPA to achieve a polished surface. The resulting part weight is as low as 64 grams for the control arm and 24 grams for the wheel mount (only 15% infill was used).
#composites #Anisoprint #space
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Carbon fiber-reinforced wheel mount and control arm design reduces lunar rover weight to as low as 24 and 64 grams, respectively.
Anisoprint (Esch-sur-Alzette, Luxembourg, U.K.), a manufacturer of continuous fiber 3D printing systems, has used its continuous fiber co-extrusion technology to produce lightweight parts for a lunar rover designed by student team Kepler, winners of ActInSpace 2020, said to be the largest worldwide “hackathon” for the development of new, space-related solutions. The moon rover was tested at the University of Luxembourg’s LunaLab, which has a simulated lunar environment, on Sept. 21, and was exhibited on Sept. 27 (DemoDay).
The Kepler team that developed the rover itself won the “Configure test a DIY lunar rover” challenge portion of the competition, receiving support from experts at the Space Robotics Research Group from SnT and Technoport to explore the business concept and to build the lunar rover on the basis of a prototyped rover configuration. The primary challenge for the team was to make a robot with a mass under four kilograms. With 3D-printed composites an ideal option for lightweight and high strength, the company turned to Anisoprint.
“Application cases we deal with primarily come from areas where isotropic materials proved ineffective, which means we always change the design for anisotropic reinforcement, both geometry and weight count here,” says Aleksey Ivanov, Anisoprint application engineer. “Composite 3D printing has a large potential for aerospace, and we help people explore it and get maximum benefit from the technology.”
To achieve this weight reduction, two suspension parts — a wheel mount and control arm — were remodeled. Carbon fiber was the chosen reinforcement, and SmoothPA to achieve a polished surface. The resulting part weight is as low as 64 grams for the control arm and 24 grams for the wheel mount (only 15% infill was used).
#composites #Anisoprint #space
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Composites
The load compartment well can withstand high mechanical stresses and is around 30% lighter than comparable sheet metal designs. Photo Credit: Lanxess
Lanxess Tepex composite material lightweights luxury sedan load compartment well
PA6 Tepex dynalite thermoplastic blank reinforced with continuous glass fiber fabrics withstands high mechanical stresses and achieve 30% lighter weight than comparable sheet metal components.
Lanxess (Cologne, Germany) has applied its Tepex dynalite continuous fiber-reinforced thermoplastic composite materials in the manufacture of the load compartment well installed in the Mercedes-Benz S-Class luxury sedan to accommodate the vehicle’s 48V on-board powder supply battery. Lanxess says the composite components can withstand high mechanical stresses and are around 30% lighter than comparable sheet metal components.
“In the event of a crash, the battery must not penetrate or in any way damage the recess wall. This is ensured by the high strength and stiffness of our fabric-based composite material,” says Dr. Klaus Vonberg, application expert for Tepex at Lanxess. “The composite design also ensures that the load compartment well is leaktight, preventing the ingress and egress of fluids like water and battery electrolyte.”
The safety component is manufactured in a hybrid molding process using a ~110 x 80-centimeter blank produced by a water cutting machine. The blank is made from polyamide 6 (PA6)-based Tepex dynalite 102-RG600(2), which is reinforced with two layers of continuous glass fiber-reinforced fabrics. Moreover, Lanxess’ PA6 Durethan BKV60H2.0EFDUS060 is used as a back-injection material to integrate fasteners and reinforce the ribs. Sixty percent of its mass comprises short glass fibers, says Lanxess, which also optimizes its strength and stiffness for its use with the Tepex material.
Forming (draping) of the blank is then performed by a stamp, a highly complex process, among other things, the company says, due to the high draw ratios. This is because the composite material does not expand plastically like sheet metal but undergoes deformation in response to the movement (draping) of the fibrous material, which means that the composite material has to be continuously supplied from the outside during the forming process. If the movement is too great, the fibers can inhibit the forming process, breaking as a result and impacting the rest of the process.
Lanxess also employed a range of virtual calculation models, enabling the company to precisely simulate the draping process — including determining the optimum 3D cutting geometries of the blank and its forming behavior — to better predict and analyze the forming effects and respond accordingly.
“For the load compartment well, we also determined when the critical shearing angle of the fabric is reached during forming, where wrinkles form and where fibers start to break,” says Vonberg. “Our calculations and simulations also helped to ensure that the rounded corners of the component can withstand the expected loads.” The local orientation of the continuous fibers themselves in component areas with a pronounced 3D contour (e.g., in the rounded corners) was also simulated. This is a prerequisite for precisely predicting mechanical behavior in terms of integrative simulation. “All of this is part of our service offering under the HiAnt brand with which we supported our customers’ development experts in designing the load compartment well,” says Vonberg.
Looking to the future, Vonberg notes that Lanxess also sees potential in electric vehicles (EVs). “For safety devices, complete battery system housing or components for the stowage space are now available under the ‘hood’ — because our lightweight structural material is much lighter than metal and so helps to extend the range of EVs,” he concludes.
#composites #Lanxess #lightweights
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PA6 Tepex dynalite thermoplastic blank reinforced with continuous glass fiber fabrics withstands high mechanical stresses and achieve 30% lighter weight than comparable sheet metal components.
Lanxess (Cologne, Germany) has applied its Tepex dynalite continuous fiber-reinforced thermoplastic composite materials in the manufacture of the load compartment well installed in the Mercedes-Benz S-Class luxury sedan to accommodate the vehicle’s 48V on-board powder supply battery. Lanxess says the composite components can withstand high mechanical stresses and are around 30% lighter than comparable sheet metal components.
“In the event of a crash, the battery must not penetrate or in any way damage the recess wall. This is ensured by the high strength and stiffness of our fabric-based composite material,” says Dr. Klaus Vonberg, application expert for Tepex at Lanxess. “The composite design also ensures that the load compartment well is leaktight, preventing the ingress and egress of fluids like water and battery electrolyte.”
The safety component is manufactured in a hybrid molding process using a ~110 x 80-centimeter blank produced by a water cutting machine. The blank is made from polyamide 6 (PA6)-based Tepex dynalite 102-RG600(2), which is reinforced with two layers of continuous glass fiber-reinforced fabrics. Moreover, Lanxess’ PA6 Durethan BKV60H2.0EFDUS060 is used as a back-injection material to integrate fasteners and reinforce the ribs. Sixty percent of its mass comprises short glass fibers, says Lanxess, which also optimizes its strength and stiffness for its use with the Tepex material.
Forming (draping) of the blank is then performed by a stamp, a highly complex process, among other things, the company says, due to the high draw ratios. This is because the composite material does not expand plastically like sheet metal but undergoes deformation in response to the movement (draping) of the fibrous material, which means that the composite material has to be continuously supplied from the outside during the forming process. If the movement is too great, the fibers can inhibit the forming process, breaking as a result and impacting the rest of the process.
Lanxess also employed a range of virtual calculation models, enabling the company to precisely simulate the draping process — including determining the optimum 3D cutting geometries of the blank and its forming behavior — to better predict and analyze the forming effects and respond accordingly.
“For the load compartment well, we also determined when the critical shearing angle of the fabric is reached during forming, where wrinkles form and where fibers start to break,” says Vonberg. “Our calculations and simulations also helped to ensure that the rounded corners of the component can withstand the expected loads.” The local orientation of the continuous fibers themselves in component areas with a pronounced 3D contour (e.g., in the rounded corners) was also simulated. This is a prerequisite for precisely predicting mechanical behavior in terms of integrative simulation. “All of this is part of our service offering under the HiAnt brand with which we supported our customers’ development experts in designing the load compartment well,” says Vonberg.
Looking to the future, Vonberg notes that Lanxess also sees potential in electric vehicles (EVs). “For safety devices, complete battery system housing or components for the stowage space are now available under the ‘hood’ — because our lightweight structural material is much lighter than metal and so helps to extend the range of EVs,” he concludes.
#composites #Lanxess #lightweights
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Composites
Integration of the ESM-2 for Orion. Photo Credit: Airbus
Airbus delivers second composites-intensive European Service Module for NASA’s Orion spacecraft
The ESM-2 module, comprising carbon fiber sheets and 19-meter CFRP solar array wings, will provide propulsion, power and thermal control, as well as oxygen and water for astronauts on the Artemis II mission.
It was announced on Oct. 6 that the second composites-intensive European Service Module (ESM-2), built by Airbus (Toulouse, France) for NASA’s Orion spacecraft for the Artemis I and II moon missions, is ready for delivery from the Airbus site in Bremen, Germany. An Antonov cargo aircraft will fly the ESM-2 to NASA’s Kennedy Space Center in Fla., U.S. The European Space Agency (ESA) has selected Airbus as the prime contractor for the development and manufacture of six ESMs with the first ESM to fly soon on NASA’s Artemis I mission.
Airbus says the ESM is a key element of Orion, the next-generation spacecraft that will transport astronauts beyond low Earth orbit (LEO) for the first time since the end of the Apollo program in the 1970s. Comprised of more than 20,000 parts and components, ESM-2 is a cylinder around four meters high and wide. It has a distinctive four solar array wings (SAW, 19 meters across when unfurled) that generates enough energy to power two households. The service module’s 8.6 tons of fuel can power the main engine, eight auxiliary thrusters and 24 smaller thrusters used for attitude control.
While its primary structure is made from machined aluminum, the web assembly is composed of carbon fiber sheets and aluminum sandwich, to stiffen the central core and accommodate most of the ESM equipment (i.e., pressurant tanks, water tanks, etc.). The craft’s four SAW are each composed of three deployable carbon fiber-reinforced polymer (CFRP) rigid panels; at launch, the ESM weighs a total of just over 13 tons.
Overall, the module provides propulsion, power and thermal control and will supply astronauts with water and oxygen on future missions. Furthermore, the unpressurized service module can be used to carry additional payload. The ESM is installed underneath the crew module and together they form the Orion spacecraft, which will reportedly enables astronauts to be transported further into space than ever before.
“Delivery of the second European Service Module for NASA’s Orion spacecraft marks another huge step forward on the journey to return astronauts to the moon,” says Andreas Hammer, head of space exploration at Airbus. “Working hand in hand with our customers ESA and NASA, and our industrial partner, Lockheed Martin Space [see “Lockheed Martin opens new facility, expands Orion spacecraft production”], the program is moving apace and we are ready to meet the challenges of returning to the lunar surface in 2024.”
#composites #Airbus #NASA
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The ESM-2 module, comprising carbon fiber sheets and 19-meter CFRP solar array wings, will provide propulsion, power and thermal control, as well as oxygen and water for astronauts on the Artemis II mission.
It was announced on Oct. 6 that the second composites-intensive European Service Module (ESM-2), built by Airbus (Toulouse, France) for NASA’s Orion spacecraft for the Artemis I and II moon missions, is ready for delivery from the Airbus site in Bremen, Germany. An Antonov cargo aircraft will fly the ESM-2 to NASA’s Kennedy Space Center in Fla., U.S. The European Space Agency (ESA) has selected Airbus as the prime contractor for the development and manufacture of six ESMs with the first ESM to fly soon on NASA’s Artemis I mission.
Airbus says the ESM is a key element of Orion, the next-generation spacecraft that will transport astronauts beyond low Earth orbit (LEO) for the first time since the end of the Apollo program in the 1970s. Comprised of more than 20,000 parts and components, ESM-2 is a cylinder around four meters high and wide. It has a distinctive four solar array wings (SAW, 19 meters across when unfurled) that generates enough energy to power two households. The service module’s 8.6 tons of fuel can power the main engine, eight auxiliary thrusters and 24 smaller thrusters used for attitude control.
While its primary structure is made from machined aluminum, the web assembly is composed of carbon fiber sheets and aluminum sandwich, to stiffen the central core and accommodate most of the ESM equipment (i.e., pressurant tanks, water tanks, etc.). The craft’s four SAW are each composed of three deployable carbon fiber-reinforced polymer (CFRP) rigid panels; at launch, the ESM weighs a total of just over 13 tons.
Overall, the module provides propulsion, power and thermal control and will supply astronauts with water and oxygen on future missions. Furthermore, the unpressurized service module can be used to carry additional payload. The ESM is installed underneath the crew module and together they form the Orion spacecraft, which will reportedly enables astronauts to be transported further into space than ever before.
“Delivery of the second European Service Module for NASA’s Orion spacecraft marks another huge step forward on the journey to return astronauts to the moon,” says Andreas Hammer, head of space exploration at Airbus. “Working hand in hand with our customers ESA and NASA, and our industrial partner, Lockheed Martin Space [see “Lockheed Martin opens new facility, expands Orion spacecraft production”], the program is moving apace and we are ready to meet the challenges of returning to the lunar surface in 2024.”
#composites #Airbus #NASA
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Composites
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Lone Star completes acquisition of AOC
AOC, a global manufacturer of unsaturated polyester resins, vinyl ester resins and other solutions, will continue to operate under the AOC name, with management of facilities in North America, Europe and Asia.
On Oct. 15 AOC AG (Schaffhausen, Switzerland) announced that private equity firm Lone Star Fund XI has completed the acquisition of the company’s shares from CVC Capital Partners after consultation with the AOC workers’ councils, and approval of relevant regulatory authorities.
“Lone Star appreciates AOC’s approach to value-add product delivery, and the company aligns well with Lone Star’s portfolio of specialty chemical and manufacturing businesses,” says Donald Quintin, president, opportunity funds, Lone Star. “We look forward to working with the AOC team as the company continues to execute its growth strategy.”
AOC is a global manufacturer of unsaturated polyester resins, vinyl ester resins and other solutions for applications in coatings and protective barriers, colorants and visual effects, adhesives, and conventional composite resins. After the transaction, the company will continue to operate under the AOC name, managing multiple production facilities in North America, Europe and Asia.
“We recognize that our customers, suppliers and business partners have been a big part of our success in recent years,” comments Joe Salley, CEO of AOC. “Therefore, I want to thank them for their excellent support and continued confidence in AOC. We are excited about the prospects for AOC and our partnership with Lone Star to create an even stronger company.”
#composites #UnsaturatedPolyesterResins #LoneStar
Photo Credit: AOC AG
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AOC, a global manufacturer of unsaturated polyester resins, vinyl ester resins and other solutions, will continue to operate under the AOC name, with management of facilities in North America, Europe and Asia.
On Oct. 15 AOC AG (Schaffhausen, Switzerland) announced that private equity firm Lone Star Fund XI has completed the acquisition of the company’s shares from CVC Capital Partners after consultation with the AOC workers’ councils, and approval of relevant regulatory authorities.
“Lone Star appreciates AOC’s approach to value-add product delivery, and the company aligns well with Lone Star’s portfolio of specialty chemical and manufacturing businesses,” says Donald Quintin, president, opportunity funds, Lone Star. “We look forward to working with the AOC team as the company continues to execute its growth strategy.”
AOC is a global manufacturer of unsaturated polyester resins, vinyl ester resins and other solutions for applications in coatings and protective barriers, colorants and visual effects, adhesives, and conventional composite resins. After the transaction, the company will continue to operate under the AOC name, managing multiple production facilities in North America, Europe and Asia.
“We recognize that our customers, suppliers and business partners have been a big part of our success in recent years,” comments Joe Salley, CEO of AOC. “Therefore, I want to thank them for their excellent support and continued confidence in AOC. We are excited about the prospects for AOC and our partnership with Lone Star to create an even stronger company.”
#composites #UnsaturatedPolyesterResins #LoneStar
Photo Credit: AOC AG
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Composites
Lanxess is offering a new, particularly sustainable product under the name Durethan BLUEBKV60H2.0EF. Photo Credit: Lanxess
Lanxess reveals highly sustainable Scopeblue composite material series
PA6 glass fiber-reinforced compound under Lanxess’ new Scopeblue series is made from 92% sustainable raw materials, with content goals headed toward 100%.
Lanxess (Cologne, Germany) introduces its latest product, Durethan BLUEBKV60H2.0EF, a glass fiber-reinforced compound that uses 92% sustainable raw materials, more than other prime quality glass-fiber-reinforced plastic the company notes. The new easy-flowing plastic grade is the first product in Lanxess’ new Scopeblue series, which identifies products that either consist of at least 50% circular (recycled or bio-based) raw materials, or whose carbon footprint is at least 50% lower than that of conventional products.
“A carbon-neutral future can become reality only if we start using more sustainable products,” says Frederique van Baarle, who heads the High-Performance Materials (HPM) division at Lanxess. “Our first product marketed under the Scopeblue brand represents a real solution for the circular economy. The compound is a certified premium material that’s based on sustainable raw materials.”
For example, cyclohexane is one raw material used in the production of the polyamide-6-based (PA6) product, and comes from a sustainable source, meaning it is either bio-based, recycled bio-based or produced by means of chemical recycling. Durethan BLUEBKV60H2.0EF is also strengthened with 60% by weight of glass fibers comprising industrial glass waste instead of mineral raw materials. Moreover, the alternative raw materials that Lanxess uses in the precursors for PA6 are chemically identical to their equivalents of fossil origin (“drop-in solutions”), so Durethan BLUEBKV60H2.0EF is reported to exhibit the same characteristics as the virgin material and can be processed just as easily using the same production tools and facilities with no conversion work needed.
“This high-strength, high-rigidity structural material can be deployed wherever its purely fossil-based equivalent, Durethan BKV60H2.0EF, has traditionally been used in series production — so in automotive construction for the production of car front ends, brake pedals and oil pans,” says Dr. Guenter Margraf, head of global product management at HPM.
Nevertheless, developers are setting their sights on more than 92% sustainable raw materials. “We’re currently working on increasing the content of sustainable raw materials in this compound to 100%,” says Margraf. This requires ammonia synthesized with carbon-neutral hydrogen. Over the medium term, the specialty chemicals company is also planning to replace the additives used in its plastics with sustainable equivalents.
#composites #Lanxess #GlassFiberReinforcedCompound
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PA6 glass fiber-reinforced compound under Lanxess’ new Scopeblue series is made from 92% sustainable raw materials, with content goals headed toward 100%.
Lanxess (Cologne, Germany) introduces its latest product, Durethan BLUEBKV60H2.0EF, a glass fiber-reinforced compound that uses 92% sustainable raw materials, more than other prime quality glass-fiber-reinforced plastic the company notes. The new easy-flowing plastic grade is the first product in Lanxess’ new Scopeblue series, which identifies products that either consist of at least 50% circular (recycled or bio-based) raw materials, or whose carbon footprint is at least 50% lower than that of conventional products.
“A carbon-neutral future can become reality only if we start using more sustainable products,” says Frederique van Baarle, who heads the High-Performance Materials (HPM) division at Lanxess. “Our first product marketed under the Scopeblue brand represents a real solution for the circular economy. The compound is a certified premium material that’s based on sustainable raw materials.”
For example, cyclohexane is one raw material used in the production of the polyamide-6-based (PA6) product, and comes from a sustainable source, meaning it is either bio-based, recycled bio-based or produced by means of chemical recycling. Durethan BLUEBKV60H2.0EF is also strengthened with 60% by weight of glass fibers comprising industrial glass waste instead of mineral raw materials. Moreover, the alternative raw materials that Lanxess uses in the precursors for PA6 are chemically identical to their equivalents of fossil origin (“drop-in solutions”), so Durethan BLUEBKV60H2.0EF is reported to exhibit the same characteristics as the virgin material and can be processed just as easily using the same production tools and facilities with no conversion work needed.
“This high-strength, high-rigidity structural material can be deployed wherever its purely fossil-based equivalent, Durethan BKV60H2.0EF, has traditionally been used in series production — so in automotive construction for the production of car front ends, brake pedals and oil pans,” says Dr. Guenter Margraf, head of global product management at HPM.
Nevertheless, developers are setting their sights on more than 92% sustainable raw materials. “We’re currently working on increasing the content of sustainable raw materials in this compound to 100%,” says Margraf. This requires ammonia synthesized with carbon-neutral hydrogen. Over the medium term, the specialty chemicals company is also planning to replace the additives used in its plastics with sustainable equivalents.
#composites #Lanxess #GlassFiberReinforcedCompound
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Composites
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Solico delivers lightweight package for Aeolos all-carbon yacht
Solico, a leading composite engineering specialist for the maritime, defense, architecture and industrial sectors, has announced its latest marine collaboration with Aeolos Composites, having engineered the new Aeolos Performance 30, a striking new all carbon 30ft sailing yacht built in the Middle East.
The Aeolos Performance 30 (P30) is a lightweight carbon racing yacht, optimised for single and double handed sailing that was conceived by Aeolos Composites’ founder, Hans Genthe during the Covid-19 lockdown in Dubai in summer 2020. Due to the ongoing pandemic, the project was completed entirely remotely.
In early 2021, Aeolos Composites commissioned Solico to review and optimise the existing structural design, define laminate lay-ups, and perform the structural verification (according to ISO 12215) of the P30 hull, deck, coach roof, bowsprit, keel, and rudder.
Carbon fibre materials were a key part of the P30 design concept, minimising weight and producing a simple, light, and fast yacht. Solico worked with the ISO 12215-5 material properties, along with preferred carbon fibre formats readily available to Aeolos, to conduct a detailed FEA analysis of the components and reduce structural weight to a minimum. The P30’s hull, deck and internal structure were completed first, after which the focus shifted to appendages and additional structures.
One of the novel features of the P30 is the cleverly hinged carbon fibre bowsprit that allows bows to mooring in European marinas that do not permit a bowsprit over the dock. Large enough to project the yacht’s downwind sails well clear of the foretriangle, but able to pivot upwards after sailing, the slender tapered composite sprit provided challenges for the engineers. Several iterations were required to define the final structure that could support gennaker luff loads and satisfy the critical buckling load cases without adding additional weight at the bow of the yacht.
The P30 uses a completely unique full composite construction for its keel, a novel solution which pushes the design limits to new levels. The composite keel structure will be put through extensive tests during the sea trials to ensure maximum performance and uncompromised safety.
Solico also produced a full construction drawing pack detailing laminate sequences and additional reinforcements required around all highly loading fittings, such as chainplates, winches, and sail tracks, which had been considered in the structural verification.
Whilst the Solico engineers would typically like to visit the client and shipyard before and during the build, engineering the composite structures of the Aeolos P30 during the pandemic necessitated an entirely online approach. With a suite of digital tools in place, design review meetings, interim and final reports were managed seamlessly, with both Solico and Aeolos commenting on how well the communications flowed, despite the thousands of kilometres between the Netherlands and the UAE.
“The P30 has been a great project to work on,” commented Matej Prevc, lead engineer, Solico. “We often note that some of our marine projects have further weight saving potential which, due to more conservative design considerations driven by specific vessel class regulations or other commercial factors, we are not able to exploit. The P30 was a fantastic opportunity for the team (many of whom are sailors themselves) to really push the boundaries and develop a fully weight optimised carbon structure, maximising performance on the water.”
With P30 hull #1 finished and painted, fit out underway and the yacht due to hit the water in the very near future, the Solico team will be eagerly awaiting feedback from the first sea trials in Dubai. Several more P30’s are already in build with Aeolos Composites looking forward to expanding the class both locally in the UAE as well as in Europe.
#composites #Solico #AeolosСomposites
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Solico, a leading composite engineering specialist for the maritime, defense, architecture and industrial sectors, has announced its latest marine collaboration with Aeolos Composites, having engineered the new Aeolos Performance 30, a striking new all carbon 30ft sailing yacht built in the Middle East.
The Aeolos Performance 30 (P30) is a lightweight carbon racing yacht, optimised for single and double handed sailing that was conceived by Aeolos Composites’ founder, Hans Genthe during the Covid-19 lockdown in Dubai in summer 2020. Due to the ongoing pandemic, the project was completed entirely remotely.
In early 2021, Aeolos Composites commissioned Solico to review and optimise the existing structural design, define laminate lay-ups, and perform the structural verification (according to ISO 12215) of the P30 hull, deck, coach roof, bowsprit, keel, and rudder.
Carbon fibre materials were a key part of the P30 design concept, minimising weight and producing a simple, light, and fast yacht. Solico worked with the ISO 12215-5 material properties, along with preferred carbon fibre formats readily available to Aeolos, to conduct a detailed FEA analysis of the components and reduce structural weight to a minimum. The P30’s hull, deck and internal structure were completed first, after which the focus shifted to appendages and additional structures.
One of the novel features of the P30 is the cleverly hinged carbon fibre bowsprit that allows bows to mooring in European marinas that do not permit a bowsprit over the dock. Large enough to project the yacht’s downwind sails well clear of the foretriangle, but able to pivot upwards after sailing, the slender tapered composite sprit provided challenges for the engineers. Several iterations were required to define the final structure that could support gennaker luff loads and satisfy the critical buckling load cases without adding additional weight at the bow of the yacht.
The P30 uses a completely unique full composite construction for its keel, a novel solution which pushes the design limits to new levels. The composite keel structure will be put through extensive tests during the sea trials to ensure maximum performance and uncompromised safety.
Solico also produced a full construction drawing pack detailing laminate sequences and additional reinforcements required around all highly loading fittings, such as chainplates, winches, and sail tracks, which had been considered in the structural verification.
Whilst the Solico engineers would typically like to visit the client and shipyard before and during the build, engineering the composite structures of the Aeolos P30 during the pandemic necessitated an entirely online approach. With a suite of digital tools in place, design review meetings, interim and final reports were managed seamlessly, with both Solico and Aeolos commenting on how well the communications flowed, despite the thousands of kilometres between the Netherlands and the UAE.
“The P30 has been a great project to work on,” commented Matej Prevc, lead engineer, Solico. “We often note that some of our marine projects have further weight saving potential which, due to more conservative design considerations driven by specific vessel class regulations or other commercial factors, we are not able to exploit. The P30 was a fantastic opportunity for the team (many of whom are sailors themselves) to really push the boundaries and develop a fully weight optimised carbon structure, maximising performance on the water.”
With P30 hull #1 finished and painted, fit out underway and the yacht due to hit the water in the very near future, the Solico team will be eagerly awaiting feedback from the first sea trials in Dubai. Several more P30’s are already in build with Aeolos Composites looking forward to expanding the class both locally in the UAE as well as in Europe.
#composites #Solico #AeolosСomposites
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Composites
Of the four largest silos supplied by Tecniplas to Cargill, two have a diameter of 4,500 millimeters and two have a diameter of 5,000 millimeters. Photo Credit: Tecniplas.
Tecniplas supplies composite silos for manufacture of pectin
The composite silos supplied by Tecniplas will be part of the production process of pectin in the food industry. Pectin is a texturizing agent based on citrus fruits.
Cargill's (Wayzata, Minn., U.S.) soon-to-be-inaugurated pectin factory in Bebedouro, Brazil, has composite silos manufactured by Tecniplas (Cabreúva, São Paulo, Brazil). Pectin is a texturizing agent based on citrus fruits, and the silos supplied by Tecniplas will receive the orange peels that will be part of the production process of this raw material for the food industry.
At other Cargill plants around the world, silos of this type are made of duplex steel, a type of noble metal alloy. Tecniplas’ composite silos are said to have proved to Cargill the adequacy of composites, not only in terms of design versatility but also in chemical and mechanical resistance.
Of the four largest silos supplied to Cargill, two have a diameter of 4,500 millimeters and two at 5,000 millimeters. “The manufacture of the rectangular bottom was unprecedented for Tecniplas and the biggest challenge of this project. As it is a unique piece, we developed all the molds from scratch,” Luís Gustavo Rossi, director of Tecniplas, explains. Tecniplas reportedly produced 18 different “special equipments” for this project, including the silos.
#composites #Tecniplas #silos
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The composite silos supplied by Tecniplas will be part of the production process of pectin in the food industry. Pectin is a texturizing agent based on citrus fruits.
Cargill's (Wayzata, Minn., U.S.) soon-to-be-inaugurated pectin factory in Bebedouro, Brazil, has composite silos manufactured by Tecniplas (Cabreúva, São Paulo, Brazil). Pectin is a texturizing agent based on citrus fruits, and the silos supplied by Tecniplas will receive the orange peels that will be part of the production process of this raw material for the food industry.
At other Cargill plants around the world, silos of this type are made of duplex steel, a type of noble metal alloy. Tecniplas’ composite silos are said to have proved to Cargill the adequacy of composites, not only in terms of design versatility but also in chemical and mechanical resistance.
Of the four largest silos supplied to Cargill, two have a diameter of 4,500 millimeters and two at 5,000 millimeters. “The manufacture of the rectangular bottom was unprecedented for Tecniplas and the biggest challenge of this project. As it is a unique piece, we developed all the molds from scratch,” Luís Gustavo Rossi, director of Tecniplas, explains. Tecniplas reportedly produced 18 different “special equipments” for this project, including the silos.
#composites #Tecniplas #silos
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Composites
Photo
Solvay and 9T Labs mass-productionise composite AM parts
Solvay is working with advanced manufacturing solution OEM, 9T Labs to help bring additively-manufactured CFRP composite parts to mass production.
The joint effort enables 9T Labs’ additive manufacturing technology to produce low-to-medium volume size parts for the aerospace, medical, luxury/leisure, automation, and oil & gas industries.
Solvay will focus on the development of carbon fibre-reinforced polyetheretherketone (CF/PEEK), CF-reinforced bio-based high performance polyamides and CF-reinforced polyphenylene sulfide (CF/PPS) composite materials. The partnership significantly expands the types of neat and carbon fibre-reinforced materials portfolio that 9T Labs currently offers to customers.
“With 9T Labs’ innovative process and equipment and Solvay’s high-performance thermoplastic materials, we are well positioned to address problems that have long plagued manufacturers in many industries trying to use advanced composites — namely high incremental costs, high scrap, and problems achieving repeatability and traceability at high volumes,” explained Marco Apostolo, director of technology at Solvay. “We believe this collaboration will help solve many challenges and will open entirely new markets and mass production applications to CFRP materials.”
Solvay offers a portfolio of high-performance thermoplastic polymers and expertise in the production of thermoplastic composite prepreg tape. As one of the leaders in thermoplastic composites, Solvay brings expertise in the engineering of production processes to ensure the technology can be integrated seamlessly into manufacturing lines.
“For the fabrication of structural parts metals still prevail because the manufacturing of structural CFRP parts has not been cost-competitive,” added Giovanni Cavolina, 9T Labs’ co-founder and chief commercial officer. “The Red Series platform in combination with Solvay’s high-performance and recyclable materials will change this and make CFRP parts more sustainable, accessible and cost-competitive, especially at higher volumes.”
9T Labs’ hybrid manufacturing technology enables high-performance structural parts in challenging small-to-medium size and thick sections to be produced in carbon fibre-reinforced thermoplastic composites in production volumes ranging from 100 to 10,000 parts/year.
#composites #Solvay #CFRP
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Solvay is working with advanced manufacturing solution OEM, 9T Labs to help bring additively-manufactured CFRP composite parts to mass production.
The joint effort enables 9T Labs’ additive manufacturing technology to produce low-to-medium volume size parts for the aerospace, medical, luxury/leisure, automation, and oil & gas industries.
Solvay will focus on the development of carbon fibre-reinforced polyetheretherketone (CF/PEEK), CF-reinforced bio-based high performance polyamides and CF-reinforced polyphenylene sulfide (CF/PPS) composite materials. The partnership significantly expands the types of neat and carbon fibre-reinforced materials portfolio that 9T Labs currently offers to customers.
“With 9T Labs’ innovative process and equipment and Solvay’s high-performance thermoplastic materials, we are well positioned to address problems that have long plagued manufacturers in many industries trying to use advanced composites — namely high incremental costs, high scrap, and problems achieving repeatability and traceability at high volumes,” explained Marco Apostolo, director of technology at Solvay. “We believe this collaboration will help solve many challenges and will open entirely new markets and mass production applications to CFRP materials.”
Solvay offers a portfolio of high-performance thermoplastic polymers and expertise in the production of thermoplastic composite prepreg tape. As one of the leaders in thermoplastic composites, Solvay brings expertise in the engineering of production processes to ensure the technology can be integrated seamlessly into manufacturing lines.
“For the fabrication of structural parts metals still prevail because the manufacturing of structural CFRP parts has not been cost-competitive,” added Giovanni Cavolina, 9T Labs’ co-founder and chief commercial officer. “The Red Series platform in combination with Solvay’s high-performance and recyclable materials will change this and make CFRP parts more sustainable, accessible and cost-competitive, especially at higher volumes.”
9T Labs’ hybrid manufacturing technology enables high-performance structural parts in challenging small-to-medium size and thick sections to be produced in carbon fibre-reinforced thermoplastic composites in production volumes ranging from 100 to 10,000 parts/year.
#composites #Solvay #CFRP
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Left to right: Claus Wilde, managing director of Engel Deutschland, Prof. Peter Michel, head of the polymer applications business unit at the Fraunhofer IMWS and responsible for polymer processing at the Fraunhofer PAZ, and Franz Füreder, vice president, automotive, at Engel Austria.
Photo Credit: Engel
Photo Credit: Engel
Composites
Left to right: Claus Wilde, managing director of Engel Deutschland, Prof. Peter Michel, head of the polymer applications business unit at the Fraunhofer IMWS and responsible for polymer processing at the Fraunhofer PAZ, and Franz Füreder, vice president, automotive…
Fraunhofer commissions automated Engel production cells for thermoplastic composite R&D
Fraunhofer PAZ pilot plant center installs v-duo 700 vertical machine and duo 900 injection molding machine to combine thermoplastic composite processes with a variety of injection molding technologies.
Fraunhofer’s Pilot Plant Centre for Polymer Synthesis and Processing PAZ located in Schkopau, Germany, recently commissioned two Engel (Schwertberg, Austria) machines to strengthen its research and development (R&D) of lightweight applications using thermoplastic composites. The two state-of-the-art production cells enable the integration and fully automated production of functional composite components and are now available for customer projects.
“Engel combines a great deal of know-how in lightweight construction with thermoplastic composites and many years of experience in injection molding and the automation of series processes. This is a prerequisite to developing particularly cost-effective series production processes for the automotive and aerospace industries,” says Franz Füreder, vice president, automotive, at Engel. “The two new Engel systems at the Fraunhofer PAZ make it possible to combine thermoplastic-based composite processes with a variety of injection molding technologies, such as foaming or coining.”
From monomer to polymer synthesis and plastics processing on a pilot scale, to the tested series component, Fraunhofer PAZ says it develops new production processes and technologies along the entire value chain of lightweight components. Thermoplastics-based lightweight construction is one development focus, which it shares in common with Engel. “On the one hand, thermoplastic composites enable excellent cost efficiency in series production,” Füreder notes. “On the other, these materials can be returned to the material cycle easily.”
Engel delivered a v-duo 700 vertical machine, which was combined with an Engel easix articulated robot and a large IR oven. An Engel duo 900 injection molding machine with a horizontal clamping unit and two Engel easix robots make up the second commissioned production cell. A vertical IR oven is located above the clamping unit of the latter, enabling fast, hot handling of thermoplastic sheets and blanks made of unidirectional (UD) tapes. Engel has also integrated injection molding technology packages, such as physical foaming.
#ThermoplasticСomposites #Fraunhofer #LightweightConstructions
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Fraunhofer PAZ pilot plant center installs v-duo 700 vertical machine and duo 900 injection molding machine to combine thermoplastic composite processes with a variety of injection molding technologies.
Fraunhofer’s Pilot Plant Centre for Polymer Synthesis and Processing PAZ located in Schkopau, Germany, recently commissioned two Engel (Schwertberg, Austria) machines to strengthen its research and development (R&D) of lightweight applications using thermoplastic composites. The two state-of-the-art production cells enable the integration and fully automated production of functional composite components and are now available for customer projects.
“Engel combines a great deal of know-how in lightweight construction with thermoplastic composites and many years of experience in injection molding and the automation of series processes. This is a prerequisite to developing particularly cost-effective series production processes for the automotive and aerospace industries,” says Franz Füreder, vice president, automotive, at Engel. “The two new Engel systems at the Fraunhofer PAZ make it possible to combine thermoplastic-based composite processes with a variety of injection molding technologies, such as foaming or coining.”
From monomer to polymer synthesis and plastics processing on a pilot scale, to the tested series component, Fraunhofer PAZ says it develops new production processes and technologies along the entire value chain of lightweight components. Thermoplastics-based lightweight construction is one development focus, which it shares in common with Engel. “On the one hand, thermoplastic composites enable excellent cost efficiency in series production,” Füreder notes. “On the other, these materials can be returned to the material cycle easily.”
Engel delivered a v-duo 700 vertical machine, which was combined with an Engel easix articulated robot and a large IR oven. An Engel duo 900 injection molding machine with a horizontal clamping unit and two Engel easix robots make up the second commissioned production cell. A vertical IR oven is located above the clamping unit of the latter, enabling fast, hot handling of thermoplastic sheets and blanks made of unidirectional (UD) tapes. Engel has also integrated injection molding technology packages, such as physical foaming.
#ThermoplasticСomposites #Fraunhofer #LightweightConstructions
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