Composites
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Airbus flies bio-based carbon fiber helicopter nose panel
Proof-of-concept part used bio-based acrylontrile precursor with same performance as conventional CFRP but with significantly less CO2.
As revealed in a recent Airbus (Toulouse, France) article, “Developing biocomposites that are fit to fly,” the aerospace company is introducing bio-derived materials to aircraft production that can remove CO2 from the atmosphere.
Carbon fiber composites are produced from fossil fuels. They can also be made from sustainable organic materials. Airbus reports that it has created an experimental helicopter panel using such “bio-derived” fibers with a production process that starts with capturing atmospheric CO2.
Airbus is committed to leading aerospace’s decarbonization. While this clearly implies reducing the CO2 emissions of its products over their life cycle (Scope 3), any contribution helps, including cutting carbon from production. To that end, Airbus specialists are examining alternatives to fossil fuel-derived carbon fibers that are used to build structural aircraft components, such as fuselage shells or wings.
The aim is to develop, and eventually industrialize, a bio-based carbon fiber with the equivalent performance and safety of today’s petroleum-based composites. Airbus believes this can be achieved by adopting “power to X” technology that converts renewable energy into chemical products including synthetic hydrocarbons. These can then be used to produce bio-fibers — including a bio-based replacement for the petroleum-derived polyacryonitrile (PAN) precursor for carbon fiber. The process requires renewable carbon, which can originate from non-fossil sources such as biomass, or from capturing CO2 directly from the atmosphere.
Airbus researchers have used an acrylonitrile-derived biofiber to manufacture a proof-of-concept composite nose panel for Airbus Helicopters’ H145 PioneerLab. The non-structural nose is a safe test part and small enough to produce quickly and cost effectively. The panel was flight-tested in May 2024 to demonstrate the alternative fiber’s airworthiness and is reportedly as stiff and strong as the conventional part.
The Airbus team used a chemically identical, sustainable alternative to the conventional PAN precursor to produce the bio-based carbon fibers with the same performance level. The alternative acrylonitrile is derived from sustainable International Sustainability & Carbon Certification (ISCC)-certified non-fossil feedstocks such as wood and food waste, recycled cooking oils and/or algae, as well as renewable sources of ammonia and propylene.
Notably, full life cycle analysis (LCA) undertaken by Airbus suggests that producing sustainable acrylonitrile (and other bio-based chemicals and intermediates) generates significantly less CO2 than conventional petroleum-based materials. However, industrializing these new alternatives is still nascent. Scaling up to where corresponding CO2 reductions move the dial will require regulatory commitment and massive capital investment.
For now, the PioneerLab nose panel remains a proof of concept. The challenge for Airbus and other manufacturers is to work with supply chains to make bio-fiber production economically viable, and to ensure it can be ramped up cost effectively to meet accelerating aircraft production.
Bio-materials are just one of many pathways Airbus is pursuing to enable low-carbon aviation and mobility. Still, the less a vehicle weighs, the less it emits. Composites’ proven performance means they will play an important weight-saving role for many more years to come.
#composites #BioMaterials #CarbonFiber #HelicopterNosePanel
Photo: bio-based acrylonitrile was used in this demonstrator carbon fiber-reinforced polymer (CFRP) nose panel flown on the Airbus Helicopter H145 PioneerLab in May 2024. Source | Airbus
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Proof-of-concept part used bio-based acrylontrile precursor with same performance as conventional CFRP but with significantly less CO2.
As revealed in a recent Airbus (Toulouse, France) article, “Developing biocomposites that are fit to fly,” the aerospace company is introducing bio-derived materials to aircraft production that can remove CO2 from the atmosphere.
Carbon fiber composites are produced from fossil fuels. They can also be made from sustainable organic materials. Airbus reports that it has created an experimental helicopter panel using such “bio-derived” fibers with a production process that starts with capturing atmospheric CO2.
Airbus is committed to leading aerospace’s decarbonization. While this clearly implies reducing the CO2 emissions of its products over their life cycle (Scope 3), any contribution helps, including cutting carbon from production. To that end, Airbus specialists are examining alternatives to fossil fuel-derived carbon fibers that are used to build structural aircraft components, such as fuselage shells or wings.
The aim is to develop, and eventually industrialize, a bio-based carbon fiber with the equivalent performance and safety of today’s petroleum-based composites. Airbus believes this can be achieved by adopting “power to X” technology that converts renewable energy into chemical products including synthetic hydrocarbons. These can then be used to produce bio-fibers — including a bio-based replacement for the petroleum-derived polyacryonitrile (PAN) precursor for carbon fiber. The process requires renewable carbon, which can originate from non-fossil sources such as biomass, or from capturing CO2 directly from the atmosphere.
Airbus researchers have used an acrylonitrile-derived biofiber to manufacture a proof-of-concept composite nose panel for Airbus Helicopters’ H145 PioneerLab. The non-structural nose is a safe test part and small enough to produce quickly and cost effectively. The panel was flight-tested in May 2024 to demonstrate the alternative fiber’s airworthiness and is reportedly as stiff and strong as the conventional part.
The Airbus team used a chemically identical, sustainable alternative to the conventional PAN precursor to produce the bio-based carbon fibers with the same performance level. The alternative acrylonitrile is derived from sustainable International Sustainability & Carbon Certification (ISCC)-certified non-fossil feedstocks such as wood and food waste, recycled cooking oils and/or algae, as well as renewable sources of ammonia and propylene.
Notably, full life cycle analysis (LCA) undertaken by Airbus suggests that producing sustainable acrylonitrile (and other bio-based chemicals and intermediates) generates significantly less CO2 than conventional petroleum-based materials. However, industrializing these new alternatives is still nascent. Scaling up to where corresponding CO2 reductions move the dial will require regulatory commitment and massive capital investment.
For now, the PioneerLab nose panel remains a proof of concept. The challenge for Airbus and other manufacturers is to work with supply chains to make bio-fiber production economically viable, and to ensure it can be ramped up cost effectively to meet accelerating aircraft production.
Bio-materials are just one of many pathways Airbus is pursuing to enable low-carbon aviation and mobility. Still, the less a vehicle weighs, the less it emits. Composites’ proven performance means they will play an important weight-saving role for many more years to come.
#composites #BioMaterials #CarbonFiber #HelicopterNosePanel
Photo: bio-based acrylonitrile was used in this demonstrator carbon fiber-reinforced polymer (CFRP) nose panel flown on the Airbus Helicopter H145 PioneerLab in May 2024. Source | Airbus
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Dear participants and visitors!
The final video report on Composite-Expo 2024 is posted on the official website and Youtube channel of the exhibition.
The Video materials 2024 section also contains exhibitors video interviews.
Stand bookings for 17th Exhibition Composite-Expo 2025 and 16th Exhibition Polyurethanex 2025 are actively underway!
The final video report on Composite-Expo 2024 is posted on the official website and Youtube channel of the exhibition.
The Video materials 2024 section also contains exhibitors video interviews.
Stand bookings for 17th Exhibition Composite-Expo 2025 and 16th Exhibition Polyurethanex 2025 are actively underway!
YouTube
16th Composite-Expo 2024 International Exhibition
16th Composite-Expo 2024 International Exhibition
Date: March 26 - 28, 2024.
Venue: Pavilions (1st, 2nd floors) 1 and 5, Expocentre Fairgrounds, Moscow, Russia.
Organizer: Mir-Expo Exhibition Company, Ltd.
In 2024, at the Composite-Expo and Polyurethanex…
Date: March 26 - 28, 2024.
Venue: Pavilions (1st, 2nd floors) 1 and 5, Expocentre Fairgrounds, Moscow, Russia.
Organizer: Mir-Expo Exhibition Company, Ltd.
In 2024, at the Composite-Expo and Polyurethanex…
👍1
Composites
Photo
Midnight production aircraft completes full transition flight
This is Archer’s second full-scale eVTOL aircraft to achieve this milestone, critical to being able to carry commercially viable passenger payloads.
At the beginning of June, Archer Aviation Inc.’s (Santa Clara, Calif., U.S.), Midnight electric vertical takeoff and landing (eVTOL) aircraft completed transition flying at a speed of 100-plus miles per hour. Archer has now achieved transition with two different full-scale eVTOL aircraft; at ~6,500 pounds, Midnight is believed to be one of the largest eVTOL aircraft to complete transition, which is critical to being able to carry commercially viable passenger payloads.
A transition flight occurs when the aircraft takes off vertically like a helicopter, accelerates forward, transitions from thrust-borne to wing-borne flight like an airplane with tilt propellers forward before decelerating and landing vertically.
Midnight is now the 7th full-scale eVTOL aircraft that Archer’s CTO, Tom Muniz, and chief engineer, Dr. Geoff Bower, have successfully built and flown in their respective careers. Archer’s first-generation full-scale eVTOL aircraft, Maker, successfully achieved transition in November 2022, 11 months after its first flight, and still flies regularly in the company’s flight test program. Midnight, Archer’s production aircraft, has followed his achievement just seven months later.
“Over the seven eVTOL aircraft I’ve built and flown in my career, they have gotten progressively larger as we pursued payloads that made the aircraft platform commercially viable says Bower. “Midnight is believed to be one of the largest eVTOL aircraft ever to achieve transition and one of the first that is purpose-built to carry enough passengers to be able to operate a successful air taxi business.”
Midnight’s flight test program will now continue its progress with plans to fly simulated commercial routes to demonstrate the aircraft’s operational readiness, executing high-rate flight operations, testing additional flight maneuvers that will be used in commercial settings along with continuing to expand its speed and endurance flight envelope.
#composites #BioMaterials #CarbonFiber #HelicopterNosePanel
> source
This is Archer’s second full-scale eVTOL aircraft to achieve this milestone, critical to being able to carry commercially viable passenger payloads.
At the beginning of June, Archer Aviation Inc.’s (Santa Clara, Calif., U.S.), Midnight electric vertical takeoff and landing (eVTOL) aircraft completed transition flying at a speed of 100-plus miles per hour. Archer has now achieved transition with two different full-scale eVTOL aircraft; at ~6,500 pounds, Midnight is believed to be one of the largest eVTOL aircraft to complete transition, which is critical to being able to carry commercially viable passenger payloads.
A transition flight occurs when the aircraft takes off vertically like a helicopter, accelerates forward, transitions from thrust-borne to wing-borne flight like an airplane with tilt propellers forward before decelerating and landing vertically.
Midnight is now the 7th full-scale eVTOL aircraft that Archer’s CTO, Tom Muniz, and chief engineer, Dr. Geoff Bower, have successfully built and flown in their respective careers. Archer’s first-generation full-scale eVTOL aircraft, Maker, successfully achieved transition in November 2022, 11 months after its first flight, and still flies regularly in the company’s flight test program. Midnight, Archer’s production aircraft, has followed his achievement just seven months later.
“Over the seven eVTOL aircraft I’ve built and flown in my career, they have gotten progressively larger as we pursued payloads that made the aircraft platform commercially viable says Bower. “Midnight is believed to be one of the largest eVTOL aircraft ever to achieve transition and one of the first that is purpose-built to carry enough passengers to be able to operate a successful air taxi business.”
Midnight’s flight test program will now continue its progress with plans to fly simulated commercial routes to demonstrate the aircraft’s operational readiness, executing high-rate flight operations, testing additional flight maneuvers that will be used in commercial settings along with continuing to expand its speed and endurance flight envelope.
#composites #BioMaterials #CarbonFiber #HelicopterNosePanel
> source
Composites
Photo
Belzona: How to repair and protect hydro equipment with polymeric technology
Given the expected and necessary growth of the hydropower industry over the upcoming decades, it could be argued that polymeric technology has a valuable role to play in supporting this growth. Applications, such as the one identified below, demonstrate how assets that would otherwise be decommissioned or sent to landfill can be given a new lease of life thanks to a combination of epoxy repair composites.
Given the expected and necessary growth of the hydropower industry over the upcoming decades, it could be argued that polymeric technology has a valuable role to play in supporting this growth. Applications, such as the one identified below, demonstrate how assets that would otherwise be decommissioned or sent to landfill can be given a new lease of life thanks to a combination of epoxy repair composites.
Hydropower capacity set to double by 2050
According to the International Energy Agency’s (IEA) Net Zero by 2050 Roadmap [1] (revised version 2021), the hydropower industry needs to be the ”third largest energy source in the electricity mix by 2050” – this involves a doubling of hydropower capacity by this date. This is in order to keep the planet aligned with a net zero by 2050 pathway.
To support this colossal scale-up of hydropower capacity, polymeric technology has an important part to play in terms of its role within hydropower plant maintenance. In order to keep a growing fleet of hydro plants running as efficiently as possible, systems such as epoxy repair composites and high-performance coatings can be deployed to repair and protect damaged assets.
Not only does this technology enable asset owners to make significant financial savings, but this circular economic business model is also extremely beneficial for the planet. It mitigates the carbon footprint that would otherwise be incurred through the process of replacing a damaged asset and sending it to landfill. In turn, by helping asset owners to avoid asset replacement, it could be argued that polymeric technology has an important part to play in supporting the transition to net zero by 2050.
Rebuilding sealing faces of hydro equipment
A common application area where polymeric technology can be deployed in hydropower plants is dam or lock gates. These gates are highly susceptible to substantial erosion at their sealing surfaces. Factors such as pressure, water flow and consistent friction contribute to compromised seals over time. Over the years, authorised Belzona distributor, Protecmo, has conducted a series of applications designed to repair and protect the sealing faces of hydro equipment for the long term.
For rebuilding the damaged substrate, Protecmo specify the 2-part epoxy paste, Belzona 1111 (Super Metal). As this system is specially designed for metal repair and resurfacing, it is perfectly optimised to rebuild damaged metal substrates in dam or lock gates. A solvent-free epoxy resin reinforced with silicon steel alloy, this composite repair material is corrosion-resistant, and also resists a wide range of chemicals. Thanks to its cold-curing properties, this successfully mitigates the need for hot work. The ceramic polymer, Belzona 1311 (Ceramic R-Metal), is also specified for metal rebuilding, but for situations where additional erosion resistance is required.
In order to provide long-term protection to the lock gates, Protecmo specifies the metal repair composite, Belzona 1321 (Ceramic S-Metal). This system provides excellent corrosion-erosion resistance for applications up to 60°C (140°F). This solvent-free epoxy coating also has outstanding chemical resistance and will bond to almost any rigid surface. Belzona 1331 is also used to protect assets against the effects of corrosion-erosion for temperatures up to 50°C (122°F). In addition, as Belzona 1331 can be spray applied, this makes it a practical choice for larger applications.
Polymeric technology supports the transition to net zero
Given the expected and necessary growth of the hydropower industry over the upcoming decades, it could be argued that polymeric technology has a valuable role to play in supporting this growth. Applications, such as the one identified below, demonstrate how assets that would otherwise be decommissioned or sent to landfill can be given a new lease of life thanks to a combination of epoxy repair composites.
Given the expected and necessary growth of the hydropower industry over the upcoming decades, it could be argued that polymeric technology has a valuable role to play in supporting this growth. Applications, such as the one identified below, demonstrate how assets that would otherwise be decommissioned or sent to landfill can be given a new lease of life thanks to a combination of epoxy repair composites.
Hydropower capacity set to double by 2050
According to the International Energy Agency’s (IEA) Net Zero by 2050 Roadmap [1] (revised version 2021), the hydropower industry needs to be the ”third largest energy source in the electricity mix by 2050” – this involves a doubling of hydropower capacity by this date. This is in order to keep the planet aligned with a net zero by 2050 pathway.
To support this colossal scale-up of hydropower capacity, polymeric technology has an important part to play in terms of its role within hydropower plant maintenance. In order to keep a growing fleet of hydro plants running as efficiently as possible, systems such as epoxy repair composites and high-performance coatings can be deployed to repair and protect damaged assets.
Not only does this technology enable asset owners to make significant financial savings, but this circular economic business model is also extremely beneficial for the planet. It mitigates the carbon footprint that would otherwise be incurred through the process of replacing a damaged asset and sending it to landfill. In turn, by helping asset owners to avoid asset replacement, it could be argued that polymeric technology has an important part to play in supporting the transition to net zero by 2050.
Rebuilding sealing faces of hydro equipment
A common application area where polymeric technology can be deployed in hydropower plants is dam or lock gates. These gates are highly susceptible to substantial erosion at their sealing surfaces. Factors such as pressure, water flow and consistent friction contribute to compromised seals over time. Over the years, authorised Belzona distributor, Protecmo, has conducted a series of applications designed to repair and protect the sealing faces of hydro equipment for the long term.
For rebuilding the damaged substrate, Protecmo specify the 2-part epoxy paste, Belzona 1111 (Super Metal). As this system is specially designed for metal repair and resurfacing, it is perfectly optimised to rebuild damaged metal substrates in dam or lock gates. A solvent-free epoxy resin reinforced with silicon steel alloy, this composite repair material is corrosion-resistant, and also resists a wide range of chemicals. Thanks to its cold-curing properties, this successfully mitigates the need for hot work. The ceramic polymer, Belzona 1311 (Ceramic R-Metal), is also specified for metal rebuilding, but for situations where additional erosion resistance is required.
In order to provide long-term protection to the lock gates, Protecmo specifies the metal repair composite, Belzona 1321 (Ceramic S-Metal). This system provides excellent corrosion-erosion resistance for applications up to 60°C (140°F). This solvent-free epoxy coating also has outstanding chemical resistance and will bond to almost any rigid surface. Belzona 1331 is also used to protect assets against the effects of corrosion-erosion for temperatures up to 50°C (122°F). In addition, as Belzona 1331 can be spray applied, this makes it a practical choice for larger applications.
Polymeric technology supports the transition to net zero
Composites
Photo
Considering the expected growth of the hydropower industry, it is critical that vital assets are safeguarded against damage and degradation for the long term. Polymeric technology has an important role to play in facilitating this. By repairing and protecting a damaged asset instead of replacing it, epoxy repair composites and high-performance coatings are key drivers in supporting the transition to net zero.
About Protecmo:
From power generation to paper production, steel mills to petrochemical plants, Protecmo, the Belzona exclusive authorised distributor for the South of France, provides epoxy repair composites and high-performance coatings to solve a myriad of maintenance issues. The distributorship provides local, 24-hour technical support and on-site assistance.
#composites #repair #HydropowerPlant
> source
About Protecmo:
From power generation to paper production, steel mills to petrochemical plants, Protecmo, the Belzona exclusive authorised distributor for the South of France, provides epoxy repair composites and high-performance coatings to solve a myriad of maintenance issues. The distributorship provides local, 24-hour technical support and on-site assistance.
#composites #repair #HydropowerPlant
> source
Composites
Photo
Autocomposites market is expected to double revenue by 2032
Increase in demand for lightweight vehicles, stringent regulations and a rise in EV adoption are factors that are currently driving growth in automotive composites, according to a recent report.
Allied Market Research (Wilmington, Del., U.S.), a full-service market research and business consulting wing of Allied Analytics LLP (Portland, Ore., U.S.) has published an analysis and forecast report for the 2023-2032 automotive composites market. According to the report, the market was valued at $7.4 billion in 2022, and is estimated to reach $16.4 billion by 2032, growing at a CAGR of 8.3% from 2023 to 2032.
The global automotive composites market is driven by rapid technological advancements. According to Allied Market Research, advances in composites manufacturing technologies — e.g., resin transfer molding (RTM) and automated fiber placement (AFP) — are making them more cost-effective and suitable for mass production. Furthermore, the rise of electric vehicles (EVs) is creating new opportunities for composites, to extend battery range and improve performance.
However, one of the primary restraints still impacting the automotive composite market is the high cost associated with composite materials as compared to traditional metals such as steel and aluminum; the manufacturing processes involved in producing composite materials, including molding, curing and finishing, tend to be more complex and capital-intensive; and, in addition, the cost of raw materials used in composites, such as carbon fibers and resins, remains relatively high. As a result, automakers face challenges in justifying the higher upfront investment required for integrating composites into vehicle structures.
Carbon fiber segment
By fiber type, the carbon fiber segment accounted for the largest share in 2022, contributing to more than two-thirds of the global automotive composites market revenue. Carbon fiber’s lightweight can improve fuel efficiency and overall performance of vehicles, especially in terms of acceleration, handling and braking. Furthermore, stricter emissions standards such as Bharat stage (BS-V and BS-VI) and fuel efficiency requirements are pushing automakers to explore lightweight materials like carbon fiber to reduce vehicle weight and meet regulatory standards; lighter vehicles generally produce fewer emissions and consume less fuel.
Thermosets segment
By resin type, the thermoset segment accounted for the largest share in 2022, contributing to more than half of the global automotive composites market revenue. Thermoset resins offer high strength, stiffness and dimensional stability, which are crucial for automotive applications. These resins provide durability and resistance to heat, chemicals and fatigue, making them suitable for various components in vehicles. Moreover, thermoset composites can be molded into complex shapes, enabling novel designs and integration of multiple functionalities into a single component. This flexibility enables automakers to optimize the design of automotive parts for performance, aesthetics and functionality.
Exterior segment
By application, the exterior segment accounted for the largest share in 2022, contributing to nearly half of the global automotive composites market revenue. Composites’ light weight make them particularly attractive for exterior components where reducing weight is crucial. Additionally, composites can be molded into complex shapes with ease, providing automakers with the to create distinctive exterior designs that not only enhance the vehicle’s aesthetics but also improve aerodynamics.
Asia-Pacific to maintain its dominance by 2032
By region, Asia-Pacific held the highest market share in terms of revenue in 2022, accounting for one-third of the global automotive composites market and is projected to register the highest CAGR of 9.0% during the forecast period. The Asia-Pacific region is a major hub for automotive manufacturing, with countries like China, Japan, South Korea and India leading the production.
Increase in demand for lightweight vehicles, stringent regulations and a rise in EV adoption are factors that are currently driving growth in automotive composites, according to a recent report.
Allied Market Research (Wilmington, Del., U.S.), a full-service market research and business consulting wing of Allied Analytics LLP (Portland, Ore., U.S.) has published an analysis and forecast report for the 2023-2032 automotive composites market. According to the report, the market was valued at $7.4 billion in 2022, and is estimated to reach $16.4 billion by 2032, growing at a CAGR of 8.3% from 2023 to 2032.
The global automotive composites market is driven by rapid technological advancements. According to Allied Market Research, advances in composites manufacturing technologies — e.g., resin transfer molding (RTM) and automated fiber placement (AFP) — are making them more cost-effective and suitable for mass production. Furthermore, the rise of electric vehicles (EVs) is creating new opportunities for composites, to extend battery range and improve performance.
However, one of the primary restraints still impacting the automotive composite market is the high cost associated with composite materials as compared to traditional metals such as steel and aluminum; the manufacturing processes involved in producing composite materials, including molding, curing and finishing, tend to be more complex and capital-intensive; and, in addition, the cost of raw materials used in composites, such as carbon fibers and resins, remains relatively high. As a result, automakers face challenges in justifying the higher upfront investment required for integrating composites into vehicle structures.
Carbon fiber segment
By fiber type, the carbon fiber segment accounted for the largest share in 2022, contributing to more than two-thirds of the global automotive composites market revenue. Carbon fiber’s lightweight can improve fuel efficiency and overall performance of vehicles, especially in terms of acceleration, handling and braking. Furthermore, stricter emissions standards such as Bharat stage (BS-V and BS-VI) and fuel efficiency requirements are pushing automakers to explore lightweight materials like carbon fiber to reduce vehicle weight and meet regulatory standards; lighter vehicles generally produce fewer emissions and consume less fuel.
Thermosets segment
By resin type, the thermoset segment accounted for the largest share in 2022, contributing to more than half of the global automotive composites market revenue. Thermoset resins offer high strength, stiffness and dimensional stability, which are crucial for automotive applications. These resins provide durability and resistance to heat, chemicals and fatigue, making them suitable for various components in vehicles. Moreover, thermoset composites can be molded into complex shapes, enabling novel designs and integration of multiple functionalities into a single component. This flexibility enables automakers to optimize the design of automotive parts for performance, aesthetics and functionality.
Exterior segment
By application, the exterior segment accounted for the largest share in 2022, contributing to nearly half of the global automotive composites market revenue. Composites’ light weight make them particularly attractive for exterior components where reducing weight is crucial. Additionally, composites can be molded into complex shapes with ease, providing automakers with the to create distinctive exterior designs that not only enhance the vehicle’s aesthetics but also improve aerodynamics.
Asia-Pacific to maintain its dominance by 2032
By region, Asia-Pacific held the highest market share in terms of revenue in 2022, accounting for one-third of the global automotive composites market and is projected to register the highest CAGR of 9.0% during the forecast period. The Asia-Pacific region is a major hub for automotive manufacturing, with countries like China, Japan, South Korea and India leading the production.
Composites
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Within the report, Allied Market Research also provides a detailed analysis of list of leading market players in the autocomposites space. These players have adopted different strategies such as new product launches, collaborations, expansion, joint ventures, agreements and others to increase their market share and maintain dominant shares in different regions:
• Toray Industries Inc.
• SGL Carbon SE
• Teijin Ltd.
• Hexcel Corp.
• Owens Corning
• Mitsubishi Chemical Holdings Corp.
• Gurit Holding AG
• Syensqo (previously Solvay S.A.)
• Toray Advanced Composites (previously TenCate Advanced Composites)
• Huntsman Corp.
It is noted that the report is valuable in highlighting business performance, operating segments, product portfolio and strategic moves of market players to showcase the competitive scenario.
#composites #Autocomposites #market
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• Toray Industries Inc.
• SGL Carbon SE
• Teijin Ltd.
• Hexcel Corp.
• Owens Corning
• Mitsubishi Chemical Holdings Corp.
• Gurit Holding AG
• Syensqo (previously Solvay S.A.)
• Toray Advanced Composites (previously TenCate Advanced Composites)
• Huntsman Corp.
It is noted that the report is valuable in highlighting business performance, operating segments, product portfolio and strategic moves of market players to showcase the competitive scenario.
#composites #Autocomposites #market
> source
Composites
Photo
Carbon fiber metro train to hit the rails in China
An 11% weight reduction and 7-15% less energy consumption make this upcoming vehicle a more eco-friendly transportation option.
Several sources are highlighting the build of a carbon fiber commercial metro train in China. The Cetrovo 1.0 prototype, featuring a composite body shell, is a joint project between CG Rail, Chinese-German Research and Development Center for Railway and Traffic Technology Dresden founded as a spin-off of TU Dresden, and rail vehicle manufacturer CRRC Sifang based in China. The “Next Generation Metro Train” project reportedly makes new strides in eco-friendly urban transportation, with an 11% weight reduction compared to metal models, and between 7-15% reduction in energy consumption.
Additional project partners include Qingdao Metro Group, Harbin FRP Institute, Weihai Guangwei Composite and AVIC Composite.
“Lightweight vehicles are a key technology for developing eco-friendly and low-carbon rail vehicles,” Lyu Xiaojun, a senior designer at CRRC Qingdao Sifang, told ChinaDaily.com.cn, adding that carbon fiber — with its light weight and high strength, as well as its fatigue and corrosion resistance — is an ideal material for the purpose of improving China’s urban rail sector.
Cetrovo 1.0 features carbon fiber for its main load-bearing structures, as reported by CG Rail and JEC World. The system’s composite content exceeds 70%:
• CG Rail implemented a composite front cabin, car body, underfloor paneling and bogie frame.
• Harbin FRP Institute developed and produced Cetrovo’s carbon fiber bogie crossbeam component
• Guangwei Composite provided carbon fiber, fabrics, prepregs and other materials support
• AVIC Composite assisted CRRC Sifang in conducting research on composite side wall materials, processes and connection forms, as well as completed the design and optimized manufacturing of the main and connection structure.
Of additional interest is the metro’s use of digital twin technology platform, called SmartCare, that is capable of “self-diagnosing and detecting potential problems, ensuring safe and efficient operation while minimizing maintenance costs, which are projected to be 22% lower over the train’s life cycle.” The car is designed for fully automated operation at a maximum speed of 140 kilometers/hour, compared to the 80 kilometers/hour of previous designs.
CRRC originally presented the carbon fiber metro at InnoTrans 2018. The train, still under testing, is expected to go into passenger trial operation later this year.
#composites #CarbonFiber #China
> source
An 11% weight reduction and 7-15% less energy consumption make this upcoming vehicle a more eco-friendly transportation option.
Several sources are highlighting the build of a carbon fiber commercial metro train in China. The Cetrovo 1.0 prototype, featuring a composite body shell, is a joint project between CG Rail, Chinese-German Research and Development Center for Railway and Traffic Technology Dresden founded as a spin-off of TU Dresden, and rail vehicle manufacturer CRRC Sifang based in China. The “Next Generation Metro Train” project reportedly makes new strides in eco-friendly urban transportation, with an 11% weight reduction compared to metal models, and between 7-15% reduction in energy consumption.
Additional project partners include Qingdao Metro Group, Harbin FRP Institute, Weihai Guangwei Composite and AVIC Composite.
“Lightweight vehicles are a key technology for developing eco-friendly and low-carbon rail vehicles,” Lyu Xiaojun, a senior designer at CRRC Qingdao Sifang, told ChinaDaily.com.cn, adding that carbon fiber — with its light weight and high strength, as well as its fatigue and corrosion resistance — is an ideal material for the purpose of improving China’s urban rail sector.
Cetrovo 1.0 features carbon fiber for its main load-bearing structures, as reported by CG Rail and JEC World. The system’s composite content exceeds 70%:
• CG Rail implemented a composite front cabin, car body, underfloor paneling and bogie frame.
• Harbin FRP Institute developed and produced Cetrovo’s carbon fiber bogie crossbeam component
• Guangwei Composite provided carbon fiber, fabrics, prepregs and other materials support
• AVIC Composite assisted CRRC Sifang in conducting research on composite side wall materials, processes and connection forms, as well as completed the design and optimized manufacturing of the main and connection structure.
Of additional interest is the metro’s use of digital twin technology platform, called SmartCare, that is capable of “self-diagnosing and detecting potential problems, ensuring safe and efficient operation while minimizing maintenance costs, which are projected to be 22% lower over the train’s life cycle.” The car is designed for fully automated operation at a maximum speed of 140 kilometers/hour, compared to the 80 kilometers/hour of previous designs.
CRRC originally presented the carbon fiber metro at InnoTrans 2018. The train, still under testing, is expected to go into passenger trial operation later this year.
#composites #CarbonFiber #China
> source
Composites
Photo
Vertical Aerospace releases new VX4 prototype, begins initial testing
Initial powered ground tests are underway for the U.K.-built composite eVTOL vehicle, ahead of a more robust flight program with CAA Permit to Fly approval.
Vertical Aerospace (London, U.K.) has unveiled its next-generation, full-scale VX4 prototype, claimed to be the only electric takeoff and landing (eVTOL) vehicle designed, built and assembled in the U.K. The company has started with initial powered ground tests, including propeller balancing, which have been successfully completed.
The VX4 is reported to be more powerful than the previous full-scale prototype, with a 20% increase in power-to-weight ratio, enabling the aircraft to reach speeds of up to 150 miles per hour. The aircraft has been designed and built alongside global aerospace partners, including GKN Aerospace (composite wings and empennages and wiring harness), Honeywell (flight control computers, avionics and flight control software), Hanwha (electro-mechanical actuators and mechanisms), Molicel (lithium-ion cylindrical cells for the battery cell), Leonardo (composite fuselage and pylons) and Syensqo (composite materials). It also features carbon fiber propellers and proprietary battery technology, designed and manufactured at its Vertical Energy Centre (VEC) near Bristol.
The VX4 prototype has successfully completed systems and aircraft testing and commissioning. Vertical is now working closely with the UK Civil Aviation Authority (CAA) as it rigorously evaluates the engineering, design, test data and aircraft ahead of issuing a Permit to Fly, effectively conducting a “mini certification” program. Vertical will then begin a robust flight test program at the VEC, with a focus on achieving piloted flight.
Vertical is currently developing an identical full-scale prototype which will accelerate the VX4’s flight test program and demonstration capability. The company will take flight test learnings from both prototypes into the design and development of the certified VX4 model.
Over the coming days, the company will conduct powered, propulsion system testing of its powertrain, which includes proprietary battery packs capable of producing 1.4 megawatts of peak power. The company will then move onto its “wheels up” phase with tethered flight tests before progressing to low-speed untethered flights, once it has been issued its Permit to Fly. Together, they will ensure the VX4 meets the highest standards of operational safety which are needed for piloted flights.
“These tests are a crucial step forward in our mission to certify the VX4 and make a cleaner, quieter and safer way of air mobility a reality,” says David King, chief engineer at Vertical, says. “Every day we are seeing progress from the team at our Flight Test Centre, each test providing valuable insights to help shape the next.”
#composites #VerticalAerospace #VX4prototype
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Initial powered ground tests are underway for the U.K.-built composite eVTOL vehicle, ahead of a more robust flight program with CAA Permit to Fly approval.
Vertical Aerospace (London, U.K.) has unveiled its next-generation, full-scale VX4 prototype, claimed to be the only electric takeoff and landing (eVTOL) vehicle designed, built and assembled in the U.K. The company has started with initial powered ground tests, including propeller balancing, which have been successfully completed.
The VX4 is reported to be more powerful than the previous full-scale prototype, with a 20% increase in power-to-weight ratio, enabling the aircraft to reach speeds of up to 150 miles per hour. The aircraft has been designed and built alongside global aerospace partners, including GKN Aerospace (composite wings and empennages and wiring harness), Honeywell (flight control computers, avionics and flight control software), Hanwha (electro-mechanical actuators and mechanisms), Molicel (lithium-ion cylindrical cells for the battery cell), Leonardo (composite fuselage and pylons) and Syensqo (composite materials). It also features carbon fiber propellers and proprietary battery technology, designed and manufactured at its Vertical Energy Centre (VEC) near Bristol.
The VX4 prototype has successfully completed systems and aircraft testing and commissioning. Vertical is now working closely with the UK Civil Aviation Authority (CAA) as it rigorously evaluates the engineering, design, test data and aircraft ahead of issuing a Permit to Fly, effectively conducting a “mini certification” program. Vertical will then begin a robust flight test program at the VEC, with a focus on achieving piloted flight.
Vertical is currently developing an identical full-scale prototype which will accelerate the VX4’s flight test program and demonstration capability. The company will take flight test learnings from both prototypes into the design and development of the certified VX4 model.
Over the coming days, the company will conduct powered, propulsion system testing of its powertrain, which includes proprietary battery packs capable of producing 1.4 megawatts of peak power. The company will then move onto its “wheels up” phase with tethered flight tests before progressing to low-speed untethered flights, once it has been issued its Permit to Fly. Together, they will ensure the VX4 meets the highest standards of operational safety which are needed for piloted flights.
“These tests are a crucial step forward in our mission to certify the VX4 and make a cleaner, quieter and safer way of air mobility a reality,” says David King, chief engineer at Vertical, says. “Every day we are seeing progress from the team at our Flight Test Centre, each test providing valuable insights to help shape the next.”
#composites #VerticalAerospace #VX4prototype
> source
Composites
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Goodman Technologies, partners scale up AI-empowered 3D printing of nanocomposites for spacecraft TPS
NASA project addresses the capability gap in TPS production and installation for space exploration and hypersonic systems, delivering an ARMs system, nanopaste and prepreg tapes, manufacturing verification coupons and more.
Goodman Technologies LLC (Largo, Fla., U.S.), a rapid growth nanocomposite ecosystem platform company, with the University of Hawaii at Manoa Hawaiian Nano Laboratory (UHM-HNL) and the Wichita State University (WSU) National Institute of Aviation Research (NIAR), performed work under a NASA (Washington, D.C., U.S.) Phase II STTR that sought to explore the AI-empowered scale-up of additively manufactured continuous fiber ceramic nanocomposites (CFCNC) to revolutionize the manufacturing of thermal protection systems (TPS). These efforts addressed the critical capability gap in the production and installation of these advanced materials for NASA space vehicles and beyond that is affordable and non-labor intensive.
The advanced materials and manufacturing techniques developed in this project are expected to play a critical role in NASA’s Human Exploration and Operations Mission Directorate (HEOMD) Lunar and Mars missions, as well as the Science Mission Directorate (SMD) planetary missions, which require hypersonic entry through an atmosphere.
The overarching objectives of this project, spanning Phase I through Phase III, focused on:
• Manufacturing efficiency of TPS approaches: A comparative study of “top-down” and “bottoms-up” TPS approaches was conducted, with the aim of mitigating any disadvantages associated with each method. This dual approach ensured that the most efficient and effective manufacturing process was identified and implemented.
• Design of GTNANO automated robotic manufacturing system (ARMS): This system incorporates a range of advanced manufacturing techniques, including milling, fiber patch placement (FPP) of ceramic nanocomposite prepreg and the printing of ceramic nanopastes. The integration of these processes into a single automated system represents a significant advancement in the field of composites manufacturing.
• Development of nanopaste and prepreg tapes: Critical to the success of the project was the development of a low-shrinkage printable silicon carbide (SiC) nanopaste, as well as continuous roll-to-roll ceramic nanocomposite prepreg tapes. These materials are essential for producing a new category of high-quality continuous fiber ceramic nanocomposites (CFCNCs) with consistent properties.
• Production of a manufacturing verification coupon: Using the ARMS system, an 18-inch manufacturing verification coupon was produced. This coupon serves as a proof of concept, demonstrating the capabilities of the manufacturing process at scale.
During the past 4 years, the GT/UHM-HNL Team has multiple patent filings on the topics of SiC-based nanopastes which are 3D printable, moldable via a proprietary Z-process and have been used to make SiC (Hi-Nicalon)-reinforced prepreg for the molding, curing and joining of CFCNCs. CFCNCs are said to overcome the issue of delamination and segment separation, advancing the potential of spacecraft TPS and hypersonics in general.
NASA project addresses the capability gap in TPS production and installation for space exploration and hypersonic systems, delivering an ARMs system, nanopaste and prepreg tapes, manufacturing verification coupons and more.
Goodman Technologies LLC (Largo, Fla., U.S.), a rapid growth nanocomposite ecosystem platform company, with the University of Hawaii at Manoa Hawaiian Nano Laboratory (UHM-HNL) and the Wichita State University (WSU) National Institute of Aviation Research (NIAR), performed work under a NASA (Washington, D.C., U.S.) Phase II STTR that sought to explore the AI-empowered scale-up of additively manufactured continuous fiber ceramic nanocomposites (CFCNC) to revolutionize the manufacturing of thermal protection systems (TPS). These efforts addressed the critical capability gap in the production and installation of these advanced materials for NASA space vehicles and beyond that is affordable and non-labor intensive.
The advanced materials and manufacturing techniques developed in this project are expected to play a critical role in NASA’s Human Exploration and Operations Mission Directorate (HEOMD) Lunar and Mars missions, as well as the Science Mission Directorate (SMD) planetary missions, which require hypersonic entry through an atmosphere.
The overarching objectives of this project, spanning Phase I through Phase III, focused on:
• Manufacturing efficiency of TPS approaches: A comparative study of “top-down” and “bottoms-up” TPS approaches was conducted, with the aim of mitigating any disadvantages associated with each method. This dual approach ensured that the most efficient and effective manufacturing process was identified and implemented.
• Design of GTNANO automated robotic manufacturing system (ARMS): This system incorporates a range of advanced manufacturing techniques, including milling, fiber patch placement (FPP) of ceramic nanocomposite prepreg and the printing of ceramic nanopastes. The integration of these processes into a single automated system represents a significant advancement in the field of composites manufacturing.
• Development of nanopaste and prepreg tapes: Critical to the success of the project was the development of a low-shrinkage printable silicon carbide (SiC) nanopaste, as well as continuous roll-to-roll ceramic nanocomposite prepreg tapes. These materials are essential for producing a new category of high-quality continuous fiber ceramic nanocomposites (CFCNCs) with consistent properties.
• Production of a manufacturing verification coupon: Using the ARMS system, an 18-inch manufacturing verification coupon was produced. This coupon serves as a proof of concept, demonstrating the capabilities of the manufacturing process at scale.
During the past 4 years, the GT/UHM-HNL Team has multiple patent filings on the topics of SiC-based nanopastes which are 3D printable, moldable via a proprietary Z-process and have been used to make SiC (Hi-Nicalon)-reinforced prepreg for the molding, curing and joining of CFCNCs. CFCNCs are said to overcome the issue of delamination and segment separation, advancing the potential of spacecraft TPS and hypersonics in general.