2019 CAMX Award Finalists - CAMX | The Composites and Advanced Materials Expo

2019 CAMX Awards Finalists

The CAMX Award is awarded to two game-changing entries that reflect the depth and breadth of the CAMX theme: Combined Strength. Unsurpassed Innovation. Congratulations to our 2019 CAMX Award Finalists.

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CAMX AWARD FINALISTS - COMBINED STRENGTH AWARD

This award is presented to the composites product that clearly demonstrates a team approach and effort that brings together knowledge, resources and talent to produce an incredible example of the best use of composites materials that solves a problem. Here are the 2019 entries.

The assembly of CFRP components is usually often carried out by using fasteners, which are glued into the cured and subsequently drilled CFRP component. As an alternative to mechanical milling or drilling processes, laser processing offers the advantages of tool wear-free operation, high flexibility and the highest precision in the micrometer range. Compared to conventional lasers, ultra-short pulse lasers in particular allow damage-free processing with minimal heat input and extreme precision (figure 1). Core innovation of the EU and OP.EFRE funded “CarboLase”-project is the combination of high-precision laser material processing of the textile preforms by ultra-short pulsed laser radiation and a fully automated application of metallic fasteners into the preforms (figure 2). The technologies are integrated in a single robot cell (figure 3). By the integration of fasteners into the textile preforms and a combined consolidation, the total amount of process steps can be reduced. In addition, precise and tailored drill hole contours for fasteners enable increased pull-out forces by at least 45 % compared to the state-of-the-art (figure 4).

Institut für Textiltechnik of RWTH Aachen University

Light weight energy absorption system for vehicle front end is a unique design. It is an Effective Solution towards Efficient Energy Management & Light weighting. A mixed material strategy in automotive is key to achieve in sustainability. The use of composite will allow us to lower overall vehicle mass which will help us improve our fuel economy as well as reduce the CO2 emissions. This innovative application of thermo set composite to replace the front steel beam to allow us to lower the overall mass of the beam as well as improve the overall energy management of front bumper beam. The stress and deformation values were calculated for different composites such as S2 glass/Epoxy, Carbon/Epoxy and Aramid/Epoxy composites and at the same time the SEM images of the different tested specimens were also studied to give us an in depth view of the fact about how the failure mechanisms take place for the composite materials which would also help us further in making decisions about the practical implementation of such composites in the real life vehicles. Based on the stress and the deflection values the replacement of steel, composite material can be considered. It can also be seen that the advanced composites such as S2 Glass/Epoxy, Carbon/Epoxy and Aramid/Epoxy can lead to more than 50 % reduction in the weight of the components without much compromise in the performance.

Mahindra & Mahindra

MultiMechanics & Fortify have partnered on an end-to-end solution to enable 3D printed composites to be designed, optimized, and structurally validated prior to the printing process. Fortify has created a magnetic printing system with specialized software that optimizes fiber alignment at each voxel of the print and integrates with MultiMech. MultiMechanics develops MultiMech, a multiscale material modeling and simulation platform that models microstructures at every single point within a part. The orientation of chopped fibers can be controlled in the simulation on a point by point basis in any possible orientation, which is complementary to Fortify’s voxel by voxel fiber alignment technology. The resulting combination of technologies allows for an enhanced design for manufacturing experience, enabling high strength parts to be efficiently designed and validated before printing. This process is highly attractive for tightly controlled industries such as automotive and aerospace which require high strength and lightweight parts.

MultiMechanics & Fortify

The innovation pertains to the use of thermoplastic materials and their use in primary load path structures. The innovation provides a novel technique capable of joining thermoplastic structures in a cost-efficient, light weight and effective approach compared to fasteners which are typically used on all composite structures. The innovation utilizes a thermoplastic pin made from the same material as the surrounding structure. The pins are inserted in areas around the structure that are prone to crack initiation and propagation. The pins will prevent any crack from growing and will ensure it is contained in a localized area without causing unstable crack growth. The pins can be used to mate two parts in lieu of fasteners. The pins are inserted via a press molding secondary operation once the parts have been fabricated creating a structure that is cohesive with a single material system. This is possible given the irreversible process that thermoplastics offer. It was found that significant time, cost, weight can be gained by using this approach compared to fasteners. This innovation also offers a structure that is made entirely of the same material preventing the use of dissimilar materials (e.g metallic fasteners and composite structure) and preventing irregular load paths in the structure caused by the use of hybrid materials.

General Atomics

CAMX AWARD FINALISTS - UNSURPASSED INNOVATION AWARD

This award is presented to the composites product that clearly demonstrates a novel design that incorporates low-cost materials for high-volume applications or with high performance applications with low-volume materials which delivers a product that is innovative and has the potential to either significantly impact existing or open new markets. Here are the 2019 entries.

World first 5G radome material made with thermoplastic reinforcement that can be formed in a single step without infusion or utilizing prepregs and still deliver low dK/dF.

BGF Industries

Boston Materials manufactures Supercomp™ prepregs for customers that require durable, high-performance, and differentiated components (Image 1). Reinforced with Z-axis milled fibers, Supercomp prepregs have 300 percent enhanced through-thickness properties and double the ductility without diminishing in-plane strength or modulus (when compared to conventional prepregs). Supercomp prepregs are commercially available with well-known epoxy resins, and Supercomp dry fabric reinforcements are being trialed with select customers. The target applications are currently sporting goods products (e.g., bicycles, hockey/lacrosse sticks), prosthetics and industrial components (e.g., wear parts, robotic end effectors, heat exchangers). High-value applications, including aircraft interiors, containment cases, and high-temp components in the aerospace sector are being explored. Boston Materials is also developing thermoplastic products that are ideal for high-volume production (e.g., automotive, consumer electronics) as there is industry pull to adopt materials with higher recyclability. In 2019, Boston Materials launched a production line (Image 2) to manufacture twelve inch-wide Supercomp prepregs; wider formats (up to sixty inch-wide) are in the pipeline for 2020. Additionally, Boston Materials is working on integrating commercially available milled carbon fibers (50-150 micron) sourced from end-of-life components and post-industrial waste into Supercomp products to effectively close the loop on carbon fiber processing. Boston Materials’ goal is to continue to increase the adoption of Supercomp products (both Z-axis reinforced fabrics and prepregs with thermoset and thermoplastic resins) and increase manufacturing scale in the next few years to positively impact the capabilities and sustainability of carbon fiber composites.

Boston Materials Inc

The majority of mold release agents used in the aerospace market day are solvent based and contain some form of silicone chemistry. Silicone contamination can cause issues with paint adhesion and bond adhesion of composite materials. Current water based mold release agents typically require a heat cure, tying up autoclaves that are needed for curing parts. The new Zyvax 1070W is a non-silicone water based mold release agent that does not require a heat cure, only a five minute dry time between coats and after the final coat. It can be easily cleaned off with common solvents and cleaning agents. The product will reduce mold preparation time, reduce the frequency of having to deep clean molds, and is a safer product for the workplace and the environment. Unlike current release agents on the market, the Zyvax 1070W has tack properties making it easy to position prepreg on tooling and reducing the need for the use of tackifiers which reduce the performance of release agents, or the need for heat guns. It is an extremely innovative product, because the characteristics and performance of the product were not easy to develop, and hence the reason there is no other product in the marketplace that has similar release agent technology. For more information, view the video titled "An Agent of Change" at the bottom right of this page: https://chemtrend.com/solution/semi-permanent-release-systems/.

Chem-Trend L.P.

The development was a beyond state-of-the-art C-SMC compression mould technology employing a novel design topology with a special core-layer architecture with virtually zero waste generation. Furthermore, the automated processing includes local reinforcement with UD tapes, functionalities with metallic inserts and net shaped preforms with controlled flake orientation for a reliable manufacture. This process combines the advantages of conventional SMC processing with the excellent joining and recycling properties of similar secondary cutting residues. Due to the fact that the demands on the component are constantly increasing, the trend in SMC processing is towards net-shape and high-performance applications. The blanks of the SMC layers develop according to the Forged Composite approach against a degree of 90 % coverage. This Technology was developed for the substitution of a structural component made of aluminium in the automotive industry (e.g. transmission cross beams) by Carbon-SMC. The transmission cross beam was designed according to the requirement profile of a leading OEM. This refers both to the construction space in the automobile, the static loads and the dynamic alternating loads, as well as to the fatigue strength. In addition, the component is to be manufactured fully automatically in a series of tests close to series production. This places particular demands on automation, the processing machine and the tool.

ENGEL Austria GmbH

Fortify has developed a proprietary new technology and platform for 3D printing composites. The technology, called Digital Composite Manufacturing, allows users to control and optimize fiber alignment at a microscopic level through every voxel of the part. This breakthrough enables Fortify to deliver intricately shaped parts that are reinforced by unique fiber architectures to achieve unique part properties. Fortify’s innovation is based on three pillars: 1. Novel materials. The founders of Fortify discovered a way to treat conventional fibers (e.g. carbon fiber, glass, alumina and others) to enable alignment in magnetic fields. Fortify then worked with partners to develop UV-curable, high strength polymers that bonded well with their treated fiber. 2. Novel manufacturing hardware. The founders of Fortify invented 3D Magnetic Printing which combines electromagnetic fields with stereolithographic 3D printing to produce reinforced composite parts with programmable fiber microstructures. 3. Novel manufacturing software. Fortify has developed a proprietary software called INFORM that applies anisotropic linear elasticity mechanics to finite element models of loaded parts to design optimum fiber reinforcement architectures. Fortify’s manufacturing platform technology produces highly complex composite parts for applications in light-weight, load-bearing, and high-temperature applications across verticals ranging from aerospace to automotive to defense to manufacturing. Additional applications for the core technology (ie: directed thermal and electrical conductivity) are also being explored.

Fortify

CarbonPro is the industry first carbon fiber reinforced thermoplastic pickup box available exclusively on GMC Sierra LD full size trucks. It saves 62lb of mass and offers the best in class impact resistant bed which adds unprecedented strength and durability to the truck. UV stable material eliminates the need for paint or bed liner saving additional approx.40 lb mass. Structural grade recycled material developed from process scrap enabled the reuse of all material waste. The technology marks a paradigm shift in automotive carbon fiber composite applications by enabling high volume manufacturing of structural parts at a lower cost with minimal material waste

General Motors

The Optical Transmission Scanner is a high resolution (lateral), rapid, and non-contact optical transmission scanning system specifically designed for quantitative NDE of advanced materials such as fiberglass composites. Materials with low attenuation in either ultraviolet (FUV to NUV), visible, or infrared (NIR to FIR) spectra are suitable for inspection. Unlike ultrasonic testing (UT) methods, the Optical Transmission Scanner has a simpler system design and does not require coupling or sophisticated electronics, thus allowing for rapid scanning and significant cost reduction. The system comes with integrated software, which provides more detailed information about defects, such as the number of delaminations in the cross-section of the sample. The principles, validation, and comparison with conventional NDT techniques are published in several peer-reviewed publications. Although OTS can be treated as radiography or through-transmission UT using the light instead of X-ray radiation or sound waves, respectively, it is less intrusive than radiography and less affected by UT air/material interfaces.

General Photonics Corporation

Inflatable Composites Air Core Composite Technology is a high performance composite inflatable structure that can be deflated and easily transported or stored when not is use. IC surfboards, panels, beams, and structures can be deflated and rolled into small lightweight packages but are rapidly deployable when inflated. Thin layers of carbon fiber in an alloyed thermoplastic polymer matrix, applied to the surfaces of the inflatable membrane, provide enhanced integrity, puncture resistance, and much higher flexural modulus properties for any inflatable panel, air beam, or surfboard and can be used to fortify and stiffen any portable, deployable structure.

Inflatable Composites, LLC

Sustainable lightweight materials play a major role in advanced technology for the development of energy efficient component applications in the automotive industry. These materials have the potential performance to function better under severe service conditions such as, higher speed and load which are increasingly being encountered in modern motorbike brake system components. The brake system is among the most widespread units with high speed and non-stationary friction component which protects the road and traffic users. Disc brakes are widely used for reducing or controlling velocity of sliding motion to zero or stop with a wide ranging brake torque. The choice of new eco-friendly and lighter material for the development of motorbike disc brake is very important taking into account of weight reduction and better performance stability. Therefore, the main aim of this study is to develop eco-SiC reinforced aluminium matrix composite material where the methodology will be consists of two parts. First part is to extract SiC particles from waste rice husk and characterization of SiC (known as eco-SiC). The second part is to develop eco-SiC-aluminium composite using cheaper and energy efficient powder metallurgy route followed by characterization and testing of the materials. This new material would suitable for the replacement of existing cast iron in the motorbike in terms of weight, mechanical and thermal properties. The engineering concept of this product is to reduce the weight of the current brake disc which consumes more fuel and emits more exhaust gas. Lower thermal conductivity of cast iron produce non-uniform distribution of heat on the surface during sliding leading to the hot spot generation. The eco-Sic reinforced composite shows higher thermal conductivity hence, uniform distribution of the heat on the surface. Moreover, the use of eco-SiC is cheaper than synthetic SiC reinforcement material and can utilize the waste as a wealth.

International Islamic University Malaysia

In pursuit of lower vehicle weight to reduce emissions and improve fuel efficiency, Magna developed a composite space frame technology which reduces mass by 10 percent when compared to a steel equivalent. Metallic space frames are typically used in vehicle structure. This first application of composite space frame is for automotive tailgates and liftgates, and Magna has one on the current production Toyota Supra. Magna’s engineering team – led by the company's exterior product group, with the help of universities and several machine, material and tool suppliers – combined its unique knowledge about design, materials and processing to address the challenge of reducing weight using composite materials and manufacturing processes. Several composite space frame designs have been produced by Magna in addition to the Toyota Supra currently in production. These have successfully passed all component and vehicle-level testing at multiple OEMs.

Magna Exteriors

The Advanced Structures Technology & Revolutionary Architecture (ASTRA) demonstrator combines a suite of advanced technologies and revolutionary aircraft architecture to cut roughly 30% of fuselage costs for future composite commercial fuselage. The demonstrator is an 18' x 12' composite fuselage skin panel with 10 stringers, 3 frames, window belt, and an entry door cutout, fully designed by Spirit to represent the forward segment of a potential new wide body aircraft. The design and manufacturing concepts evolved over 18 months, supported by more than 100 trade studies and hundreds of physical tests. Sheet Stringers: Instead of traditional hat shaped, discrete stringers, Spirit developed an architecture and process to enable a continuous integrated sheet stringer design. Sheets of composite material are integrated, using an innovative splicing approach, and vacuum formed directly on the mandrel to form a corrugated sheet, eliminating stringer feet, delivering a smooth interior, and increasing material utilization and laydown rates. Stringer mandrels are placed, and the outer skin is fabricated using automated fiber placement (AFP). Stringer Bladder Elimination: Leaking bladders are a significant driver of scrap. ASTRA demonstrates both fly-away foam-filled stringers and non-vented bladders, tailored to the stringer geometry to expand and contract with temperature to provide the pressure typically generated by ventilated bladders. Materials: Spirit completed a full set of FAA-certified B-basis allowables on Toray’s next-generation tape (T1100G/3960), offering ~20% strength improvement in many values. T1100G/3960 was used to AFP the panel skin/stringer and z-frames. Half of the panel skin utilized QISO-braided fabric from A&P Technologies, which demonstrated increased material laydown rate and formability over traditional fabrics. Tooling: Achieved >30% tooling savings utilizing a non-collapsible mandrel with a minimum thickness BMI face that is “floating” to the base. This prevents coefficient of thermal expansion mismatch issues during the autoclave cycle, allowing a low-cost steel base. Ply Steering: Eliminated >10% of plys surrounding the door cutout by steering the AFP down to a 6" radius around the corners to optimize strength along the load paths. Bolted-Bonded Frames: Monolithic frames eliminate discrete frame clips or sheer ties to join the frames to the skin. The frames were fabricated by AFP and then formed into a z-configuration. Upper and lower frames were joined with Spirit stamp-formed PEKK thermoplastic frame splices. While not included in the demonstrator, the ASTRA configuration eliminates approximately 60 percent of fasteners using a hybrid bolted/bonded approach for frame/skin joining.

Spirit AeroSystems Inc.

Sunrez Corp. designed, developed, and manufactured a novel composite version of the traditionally aluminum/balsa wood 463L Cargo Pallet for the USAF, DOD, and its affiliates under a SBIR Phase II+ award with the USAF. The original 463L Cargo Pallet (Legacy) was developed in the 1960s and has remained relatively unchanged since its inception. It is rated to carry 10,000 lb. of cargo, and each of the 22 tie-down rings along the 108” x 88” perimeter of the pallet are designed to be pulled up to 7,500 lb. in any direction without yielding. The Sunrez Corp. composite pallet comprises a sandwich panel construction utilizing UV cure fiberglass face sheets on top and bottom of a patent pending fiber reinforced composite core material surrounded by a patented load-bearing rail and tie-down ring system. This new composite cargo pallet was designed to fulfill the current and future shipping needs of the DOD, but the technology incorporated within it can be applied to multiple other markets beyond military cargo pallets. Besides the commercial application of this pallet technology, the individual components comprised within this composite pallet can be incorporated into many other markets. The composite core material can be configured with any type of fiber, resin, and core material, meaning the core can be customized to meet one’s desired performance metrics while also using pre-qualified materials such as FST foam, high-temperature resin, fiberglass or carbon fiber, etc. This new core material can be incorporated into markets such as transportation, wind, aerospace, industrial, marine, and any other market currently using sandwich panels. Similarly, the load-bearing rail and tie-down ring assembly can be used across multiple market segments and broad enough to include tie-down locations in trucks and trailers to industrial buildings.

Sunrez Corp

To demonstrate a novel recycling route for thermoplastic composites, an integrally-stiffened access panel door for the Bell V280 Valor was selected for detail design, testing and actual flight. The design, development and validation followed the traditional ‘Building Block approach’. The used material is carbon fibre reinforced PPS from post-industrial waste. The material originates from offcuts generated in the production of components for the same rotorcraft as the access panel door will be mounted on. This scenario helps to control the traceability of the recycled access panel door/scrap material. The development of such an application improves the logistics as well as the supply and demand for recycled TPC. Material data was gathered from mechanical tests and used to predict the panels strength and stiffness. The stringer design was optimised in regards to part stiffness and internal stress distribution, using FEM simulations. A critical design detail was selected and tested for validation, i.e. flexural tests on bolted joints. This section was included in a preliminary manufacturing demonstrator, along with other integrated design features, such as thickness transitions and various type of stiffeners. The manufacturing demonstrator enabled testing of the manufacturing limits regarding design and processibillity. The final panel door design was successfully produced and tested on component level. The proprietary re-manufacturing process includes the following steps: 1. Shredding of waste to centimetre-long flakes; 2. simultaneous heating and low-shear mixing; 3. Compression moulding in an isothermal mould. This offers the opportunity of retaining long fibres and therefore reaching high mechanical properties at short cycle times. In comparison to the current carbon/epoxy hand lay-up solution, the new product is lighter, significantly more cost-effective and made of recycled material (fibre and matrix). Actual flight testing is scheduled in the second half of 2019.

TPAC / Saxion UAS

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