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29 – 30 October 2012 Congress Center Bremen Germany Conference Proceedings Editor Hubert Borgmann Published by WFB Wirtschaftsförderung Bremen GmbH Division Messe Bremen Bremen, Germany

2012 WFB Wirtschaftsförderung Bremen GmbH, Bremen, Germany No responsibility is assumed by the publisher for any injury and/or damage to persons or property with regard to products liability, negligence or otherwise, resulting from any use or operation of the methods, products, instructions or ideas contained in the material herein. All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted in any form or by any means (electronic, mechanical, photocopying) or otherwise, without the prior written permission of the publisher. Printed in Germany by Medienhaven GmbH, Bremen, Germany

Steering Committee R. Benedictus, Delft University of Technology, The Netherlands

H.E.N. Bersee, SUZLON Blade Technologies, Hengelo, The Netherlands

H. Borgmann, MESSE BREMEN, Germany

A. Deterts, Premium AEROTEC GmbH, Bremen, Germany

A.-T. Do, Technip - Flexi France S.A.S., Le Trait, France

P. Ermanni, ETH Zurich, Switzerland

H. Heerink, ThermoPlastic composites Research Centre, Enschede, The Netherlands

A.S. Herrmann, Universität Bremen, Germany

A. Koelewijn, Consultant, Rijswijk, The Netherlands

M. Kremers, Airborne, The Hague, The Netherlands

L. Kroll, Technische Universität Chemnitz, Germany

R. Lenferink, TenCate Advanced Composites BV, Nijverdal, The Netherlands

C. Peters, Faserinstitut Bremen e.V. (FIBRE), Germany

A. Plath, VOLKSWAGEN AG, Wolfsburg, Germany

M. Risthaus, Evonik Industries AG, Marl, Germany

T. Rudlaff, Daimler AG, Sindelfingen, Germany

B. Thuis, National Aerospace Laboratory (NLR), Amsterdam, The Netherlands

B. Wohlmann, Toho Tenax Europe GmbH, Wuppertal, Germany

A. Wood, Victrex Plc, Thornton Cleveleys, Lancashire, United Kingdom

M. Würtele, KraussMaffei Technologies GmbH, Munich, Germany

Organiser

WFB Wirtschaftsförderung Bremen GmbH Division MESSE BREMEN in cooperation with

Faserinstitut Bremen e.V. (FIBRE)

Sponsors

Platinum Sponsor

TenCate Advanced Composites, The Netherlands

Gold Sponsors

ThermoPlastic composites Research Centre (TPRC), The Netherlands

LANXESS Deutschland GmbH, Germany

Silver Sponsors

Victrex plc, United Kingdom

Daimler AG, Mercedes-Benz Plant Bremen, Germany

KraussMaffei Technologies GmbH, Germany

Event Sponsors

DAHER – SOCATA, France

Consulate General of the Netherlands Dusseldorf, Germany / Netherlands Business Support Office Hamburg

Non-Financial Sponsors

CFK-Valley Stade e.V., Germany

SAMPE Europe, Switzerland

Netherlands Aerospace Group, The Netherlands

The Institute of Materials, Minerals and Mining (IOM³), United Kingdom

WIP Wissens- und Innovationsnetzwerk Polymer, Germany

Media Partners

MM Composites World, Vogel Business Media GmbH & Co. KG, Germany

Lightweightdesign, Springer Fachmedien GmbH, Germany

Reinforced Plastics, Elsevier Ltd., United Kingdom

We appreciate the financial support granted by the European Union within the EFRE Framework

Welcoming Remarks

Ladies and gentlemen, Welcome to the launch of ITHEC, the first and unique expert conference focusing on structural ther-moplastic lightweight constructions in aerospace, automotive, offshore / wind energy as well as the related manufacturing technologies.

Composites are the key materials in order to save fossil energy when masses have to be accelerated. Despite being lightweight, their specific mechanical properties such as strength and stiffness are com-parable with or even better than those of light metals. No wonder that in times of expensive energy feedstock this is a booming business. Future airplanes and electrically powered cars will not be able to fulfil the demands concerning fuel consumption without making intensive use of these excellent materials. Unfortunately, the current state of materials and the related manufacturing technologies do not permit competitive costs per part and drastically reduced lead times to make them attractive for high volume production. Promising technologies such as high pressure resin transfer moulding (RTM) have already led to an impressive reduction down to 6 minutes at quite acceptable costs per part. But a real breakthrough requires more. It requires among others extending the view from current thermo-set technologies to other matrix systems.

ITHEC 2012 is the first conference in the world focusing on the wonderful opportunities advanced thermoplastic materials and processes can offer. We have managed to invite well known international experts and representatives from leading companies to Bremen to highlight the great opportunities thermoplastic composites can offer in terms of cost, performance and lead time. We are sure you will find clear impulses for all branches, whether you are with automotive or aircraft industries, offshore or wind turbine manufacturers.

To achieve this aim, we have been happy to have the maximum possible guidance of a highly en-gaged international steering committee as well as an unexpectedly high number of sponsors and part-ners giving financial and non-financial support. Not to forget the public support within the EFRE pro-gramme of the European Union. Without this assistance we would not have been able to hold this event.

Our special thanks go out to all those participants who are actively contributing to this event by shar-ing the results of their research work here – as authors of papers or as exhibitors – and thus possibly igniting new projects, initiating new co-operations, or paving the way for new business connections.

We look forward to interesting presentations, lively discussions and helpful new contacts, and we would be delighted to welcome you to Bremen again in two years for ITHEC 2014.

Enjoy your conference! Axel S. Herrmann Hubert Borgmann Conference Chair ITHEC Project Manager ITHEC Universität Bremen MESSE BREMEN

ITHEC 2012, International Conference & Exhibition on Thermoplastic Composites, Bremen, Germany, 29 – 30 October 2012

Table of Content


No. Title / Authors Page

Keynote Automotive: Lightweight Design Materials and Sustainability for Automotive Applications A. Plath, VOLKSWAGEN AG, Wolfsburg, Germany

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Session A: Automotive 12

A1 How to Realize Lightweight Design in Mass Productions ……………………… M. Risthaus, Evonik Industries AG, Marl, Germany

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A2 Thermoplastic Matrix Systems for Automotive Applications ………………….. M. Jung, J. Sandler, J. Schnorr, O. Geiger, A. Radtke, and A. Wollny BASF SE, Ludwigshafen, Germany

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A3 Technological Challenges for Realizing Ultra Lightweight Mass Production . Automobile by Using CFRTP J. Takahashi, K. Uzawa, T. Matsuo, and M. Yamane The University of Tokyo, Tokyo, Japan

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A4 Thermoplastic Composite Structures for Automotive Volume Production …. L.-E. Elend, C. Haverkamp, O. Schauerte, and F. Venier Audi AG, Neckarsulm, Germany

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A5 Automotive Production Plant for Hybrid Thermoplastic Composites ………... S. Malkus and J. Bohlen Daimler AG, Mercedes-Benz Plant Hamburg, Germany

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A6 The Thermoplastic Carbon Composite Technology for Automotive Parts ….. Mass Production J. Sadanobu,Teijin Limited, Tokyo, Japan

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Session B: Offshore / Wind Energy 26

B1 Thermoplastic Composites in Energy Generation, the Present and the …….. Future A. Wood, Victrex Polymer Solutions, Thorton Cleveleys, Lancashire, United Kingdom

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B2 Thermoplastic Composite Spoolable Pipe, Setting a New Standard for …...... the Oil & Gas Industry M. Kremers, Airborne, The Hague, The Netherlands

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B3 Thermoplastic Composites: an Opportunity for Wind Energy? ....................... H.E.N. Bersee, Suzlon SE Blades Technology, Hengelo, The Netherlands

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B4 Automated Fibre Placement with Thermoplastics, Opportunities for ………... Future Large Composite Components H.G.S.J. Thuis, National Aerospace Laboratory NLR, Marknesse, The Netherlands

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B5 Effect of Fibre-Matrix Interfaces on Durability of Heavily Loaded ……………. Thermoplastic Composite Structures S. Rasool, P. Carnevale, and H.E.N. Bersee Delft University of Technology, Delft, The Netherlands

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B6 Recycling of CFRP Materials…………………………………………………………. T. Rademacker, carboNXT GmbH, Wischhafen, Germany

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Table of Content



Keynote Aero Structures: Composite Aerostructures – Opportunities and Challenges for ……..………. Thermoplastics C. Rückert, M. Jessrang, Airbus Bremen, Germany

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Session C: Aero Structures 45

C1 Thermoplastic Composites in Aerospace Structures ..…………………………. A. Rubin, The Boeing Company, St. Louis, Missouri, USA

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C2 Thermoplastic Carbon Fiber Materials for High-End Applications …………… M. Schneider, B. Wohlmann, and J.-P. Canart Toho Tenax Europe GmbH, Wuppertal, Germany

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C3 Joining of Thermoplastic Composites and Other Applications ………………. A. Yousefpour, National Research Council Canada, Montreal, Canada I. Fernandez Villegas, Delft University of Technology, The Netherlands

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C4 Integrally Stiffened Thermoplastic Skin Panels ………………………………….. A. Offringa, Fokker Aerostructures BV, Hoogeveen, The Netherlands

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C5 Serial Production of Thermoplastic CFRP Parts for the Airbus A350 XWB … A. Deterts, A. Miaris, and G. Söhner Premium AEROTEC GmbH, Bremen, Germany

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C6 Tempered Spring-in Compensation for Small Carbon Fibre Reinforced ……. Thermoplastic Composites C. Peters, C. Brauner, M. Schulz, and A.S. Herrmann Faserinstitut Bremen e.V. (FIBRE), Germany

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Session D: Manufacturing Technologies 70

D1 Thermoplastic Composite Manufacturing for Highly Stressed …………….....

Lightweight Structures L. Kroll, Chemnitz University of Technology and Affiliated Institute CETEX, Chemnitz, Germany N. Schramm, M. Müller, and J. Tröltzsch Chemnitz University of Technology, Germany

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D2 Overview of Thermoplastic Composite ATL and AFP Technologies ………… J. Mondo, Tencate Advanced Composites USA Inc, Morgan Hill, USA, S. Wijskamp and R. Lenferink TenCate Advanced Composites bv, Nijverdal, The Netherlands

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D3 Towards Design for Thermoplastic Composites Manufacturing ……………… Using Process Simulation R. Akkerman, B. Rietman, S. Haanappel, and U. Sachs ThermoPlastic composites Research Centre, Enschede, The Netherlands

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D4 Fully Automated Injection Moulding Production of Textile Reinforced ……… Parts M. Würtele, KraussMaffei Technologies GmbH, Munich, Germany

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Table of Content



D5 Cost-Effective Reactive Processing of High-Temperature Resistant ………… Polyphthalamide in High-Performance Thermoplastic Composites C. Zaniboni and P. Ermanni ETH Zurich, Switzerland

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D6 In-line Manufacturing of Load Adapted Multi-Ply-Laminates ………………….. H.-J. Heinrich, CETEX Institute, Chemnitz, Germany L. Kroll, S. Nendel, and M. Müller Chemnitz University of Technology, Germany

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List of Authors ……………………………………………..…………….

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List of Exhibitors .………………………………………...………….….

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The Team ………………………………….……..………………….……

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Announcement ITHEC 2014 …………………………………………...

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Keynote Automotive


Lightweight Design Materials and Sustainability for Automotive Applications A. Plath, VOLKSWAGEN AG, Wolfsburg, Germany

Unfortunately, the abstract and the manuscript have not been received by the printing date.

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How to Realize Lightweight Design in Mass Production M. Risthaus Evonik Industries AG, Marl, Germany Abstract: Already well known, thermoplastic composite technology has now entered a new epoch by using faster manufacturing processes for mass production in the automotive industry. This allows significant reduction of cycle times in relation to other commonly used composite systems; the technology is therefore no longer a niche application and can be used in large-scale production. New manufacturing processes make composite technology much more interesting for cost-driven applications, due to improved cost efficiency. Moreover, a wide range of thermoplastic matrix materials offers a broad property profile that allows customers to find the exact combination of fiber and matrix materials that best meets their needs. Thermoplastic matrix materials will enrich the world of composites by providing an unprecedented degree of freedom in the choice of material mix and in potential applications. Introduction The EU regulation setting emission performance standards for new passenger cars came into force in April 2009. According to this, CO2 emissions for the new car fleet of all manufacturers in Europe are to be reduced to a mean value of 130 grams per kilometer through technological measures. A further reduction of 10 grams is to be achieved by additional measures such as improving the efficiency of vehicle components (by material substitution, tires with lower rolling resistance, displays for tire pressure and gear-change points, etc.) or a phased transition to fuels of lower carbon content. The mean fleet value that each manufacturer must attain by the target year 2015 is calculated on the basis of vehicle weight. This limit is being introduced stepwise for the fleet of each manufacturer: 65 percent of new cars are required to have achieved the target in 2012, 75 percent in 2013, 80 percent in 2014, and 100 percent after 2015. If the specified values are not met, manufacturers must pay graded penalties from 2012 as follows: If emissions are exceeded by 1 gram of CO2 per vehicle, the penalty is €5, the second gram incurs a penalty of €15, the third €25, and the fourth and subsequent grams €95. From the year 2019 onward, the full penalty of €95 applies for each excess gram of CO2 per kilometer. [1] This regulation puts manufacturers worldwide under immense pressure, because penalties could run into millions of euros if the specified limits are exceeded. The need therefore arises to make cars significantly lighter to increase fuel efficiency, with no reduction in the accustomed level of driving comfort.

Technologies In addition to high-strength steels and light metals such as aluminum and magnesium, composites are coming to play an increasingly important role in automotive lightweight construction. The design of structural components using UD fibers in combination with resin or thermoplastic matrix materials allows realization of hitherto unknown possibilities in component design in respect of rigidity, strength, and weight. The use of this advanced production and design technology allows specific weight savings of up to 80 percent over conventional material combinations. The use of epoxide-based matrices in combination with carbon, glass, or even aramid fibers is relatively advanced. The key disadvantage of this material combination lies in the unavoidably long cure times of the systems, extending in some cases to hours, which results in unacceptable cycle times for their use in automotive construction. The RTM (Resin Transfer Molding) process is currently the process of choice. RTM is used to produce moldings from thermosets and elastomers. In contrast to compression molding, the molding compound is injected by a plunger from a chamber, which is usually heated, through distribution channels into the mold cavity, where it cures under the action of heat and pressure. Formaldehyde resins (PF, MF, etc.) and reactive resins (UP, EP) with small filler particles and elastomers can be used as molding compounds. These processes are already being used in the automotive industry (in the BMW M3, Bugatti Veyron, Lamborghini, and Formula 1) but only for small-batch series, because scaling up to mass production would require investment in a

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Thermoplastic Matrix Systems for Automotive Applications M. Jung, J. Sandler, J. Schnorr, O. Geiger, A. Radtke, A. Wollny BASF SE, Ludwigshafen, Germany Abstract: Continuous fiber reinforced composites allow the automotive industry to achieve weight savings that were previously not possible. Especially thermoplastic composites have a significant potential for automotive light weight construction. BASF offers a comprehensive portfolio of thermoplastic composites ranging from short glass fibre reinforced composites over long glass fibre reinforced polyamides to continuous fibre reinforced composites. This new materials include glass and carbon fibre reinforced tapes, glass fibre reinforced laminates and steel cord composites. Thermoplastic RTM systems are under development for automotive series production Keywords: Lightweight, Thermoplastic Composites, Tapes, Laminates, Steelcords, T-RTM, Sandwich Introduction

Lightweight construction is not a new concept; indeed it is a well-established strategy in vehicle construction. New momentum has however come on the one hand from the intensive efforts being put into alternative drive systems, particularly electric cars, but on the other also from conventional vehicles that will dominate Europe's roads for decades, where lightweight construction is vitally important since every kilo counts: From 2020 the European Union will require every European vehicle manufacturer to achieve an average fleet emission level of 95g CO2/km. For comparison the actual value achieved in 2011 was still around 143g CO2/km. This means a reduction of around a third in less than a decade. Exceeding this value will lead to large fines for the automotive industry. Alongside optimized traditional and alternative drives as well as improved rolling and air resistance lightweight construction is a lever in meeting the reduction targets: Every 100kg of weight saved means 0.4l less fuel consumption per 100km travelled or around 10g less carbon dioxide emissions. Metall replacement with long fibre reinforced Polyamide

BASF has introduced Ultramid Structure in 2010. This material was chosen in 2011 for the wheel rim of the smart forvision concept car. What is special about this long glass fiber reinforced (LGF) polyamide is that during the injection molding process a three dimensional fiber network of about 3 to 6mm long fibers is created which acts as a skeleton for the component. This skeleton structure ensures superior mechanical properties: creep behavior, warpage and energy absorption are similar to metal without losing the traditional advantages of a thermoplastic. In order to give a complete

description of the (failure) behaviour of components made from LGF polyamide BASF has expanded its simulation tool: The precise behaviour with the Ultramid Structure can be predicted using Ultrasim

Figure 1 Smart forvision wheel rim

Thermoplastic Composites

The future of lightweight construction, particularly for the bodywork and the chassis, however lies in continuous fiber reinforced components. In respect of finished component properties and process technology, Continuous Fiber Reinforcement (CFR), goes a fundamental step further. It will therefore lead to a further increase in the proportion of polymer in vehicles. In the case of thermoplastic processing, injection molding or compression processes are combined with localized continuous fiber reinforcement are combined, thereby allowing a significant increase in strength, stiffness and energy absorption.

One option is conventional injection molding which uses light continuous fiber inserts for local reinforcement of components. These are unidirectional thermoplastic impregnated rovings (UD tapes) or fabric reinforced thermoplastic

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Technological Challenges for Realizing Ultra Lightweight Mass Production Automobile by Using CFRTP J. Takahashi, K. Uzawa, T. Matsuo, and M. Yamane The University of Tokyo, Tokyo, Japan Abstract: To realize ultra-lightweight mass production automobile by CFRP (carbon fiber reinforced plastics), we have to solve the problems concerning cost, manufacturing, recycling, etc. In this paper, we will introduce Japanese national project which started at 2008 fiscal year to solve these problems by using CFRTP (carbon fiber reinforced thermoplastics). Keywords: CFRTP, Mass production Automobile Introduction Although the energy efficiency of internal combustion engine is as poor as about one third of EV (electric vehicle), by virtue of the easiness in storage of liquid fuels, most of the energy used for transportation is oil as shown in Fig.1. Consequently, sixty percent of the world's oil consumption has been just burned in the transportation sector as shown in Fig.2. Before full-scale motorization in developing countries, widespread use of drastic energy-saving technology such as EVs and ultra-lightweight vehicles is indispensable.

2008 Population Total Primary Energy Supply Total Final Energy Consumption

OECD 1190 million 4.56 toe/capita 3.11 toe/capita

Non‐OECD 5498 million 1.24 toe/capita 0.86 toe/capita

Sectional Energy Consumption of OECD

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non-OECD countries. (data source: IEA statistics[1])

Fig.3 shows an energy consumption structure of Japanese transport sector, and most of energy is consumed by passenger automobiles and trucks. And then spread of EV is restricted by secondary batteries and motors since they are heavy, expensive and using rare metals. Weight lightening of vehicles is thus effective not only to just improve energy efficiency but also to reduce mass of secondary battery and motor. Hence, weight lightening

technology of automotive body is effective to an immediate energy saving of internal combustion engine vehicles but also early spread of EVs.

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Normal CF+ PP without modification

Normal CF+ PP with modification

Special treated CF+ PP without modification

Special treated CF+ PP with modification

Fig.5 Effect of modification in both CF and PP to improve their interfacial adhesion.

Fig.9 Comparison of CFRTPs with various strength levels.

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Thermoplastic Composite Structures for Automotive Volume Production L.-E Elend, C. Haverkamp, O. Schauerte, and F. Venier Audi AG, Audi Lightweight Design Centre, Neckarsulm, Germany Abstract: The requirements of modern vehicles have increased significantly over the last years. Safety, comfort and environmental requirements all have weight-increasing effects and present challenges regarding the new material und structural concepts of modern vehicles. Using Audi ultra lightweight technology the weight spiral of current models such as the Audi A3 and A6 was able to be reversed significantly. Alternative drivetrain solutions, for example electric vehicles, with their weight intensive components such as battery cells and power electronics create new weight challenges. It is necessary to develop new lightweight options for all of the vehicle’s components. In terms of the body it means that there is demand for new multi-material design concepts. Following the successful introduction of high-strength steels and innovative aluminium and magnesium applications in the car body there is now demand for fibre-reinforced plastic components for load-bearing structures. To meet the automotive targets of high production volume regarding part costs and the part production time, it seems that thermoplastic matrix systems bring possible benefits compared with duroplastic matrix systems. Unfortunately, the final manuscript has not been received by the printing date.

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Automotive Production Plant for Hybrid Thermoplastic Composites S. Malkus and J. Bohlen Daimler AG, Mercedes-Benz Plant Hamburg, Germany Abstract: For a long time, Daimler AG has shaped the path to emission-free mobility by developing and launching a wide variety of drive technologies. In automotive engineering, consistent and intelligent lightweight design is a guarantor for the sustainable reduction of the fuel consumption and has therefore become an integral part of the corporate strategy. In this context, the Mercedes Benz Hamburg Plant has played an important part as a competence center for lightweight design with its own development and planning department. Here the products and the production process for the innovative Internal High pressure Forming (IHF)-polymerhybrid-technology were developed. It represents a further development of the traditional metalhybrid process by using closed aluminum extruded sections (tube geometries) molded with plastic. Keywords: Intelligent light-weight design, Competence center for lightweight design, Internal High pressure Forming (IHF)- Polymerhybrid-technology Introduction The use of lightweight structures in automotive engineering permits a significant reduction of emissions. The associated new materials and processes pose great challenges to the industry. A good example of lightweight design is the new SL (see Fig. 1) with the highly rigid full-aluminum body. It is the first Mercedes-Benz full-aluminum body produced in high volumes. Lightweight design was employed for all parts and resulted in weight savings of 140 kg, while the level of safety and convenience was increased once again.

Fig. 1: The new SL with a highly rigid full-aluminum body

One of these many lightweight parts in the SL is the cross member below the instrument panel, produced in the Mercedes-Benz plant Hamburg at the competence center for lightweight design. This is where the IHF-polymerhybrid-technology was developed. The most important objectives in this context were,

achieving a high lightweight potential by combining various recyclable lightweight materials,

reducing weight while maintaining or even reducing manufacturing costs,

combining processes to shorten process chains,

achieving a repeatable production process with short cycle times that is suitable for large-scale production,

ensuring the structural integrity during a vehicle crash,

and providing the possibility to integrate functions by means of flexible forming.

These objectives are optimally achieved with the injection-molding of thermoplastics in combination with an aluminum tube. The front-end carrier of the new compact models (see Fig. 2) is also produced using this technology.

Fig. 2: Front-end carrier A/B-Class, produced using

the IHF-polymerhybrid-technology

plastic geometry

aluminium tube

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The Thermoplastic Carbon Composite Technology for Automotive Parts Mass Production J. Sadanobu Teijin Limited, Tokyo, Japan Abstract: Teijin developed unprecedented mass production technology for CFRTP components, which significantly reduces cycle times required for molding composite products to under a minute, the ideal tact time requested by automakers for automotive parts mass-production. We promises to realize revolutionary weight-reduction and also high recycle-ability The new technologies include three types of intermediate materials, which can be made with various thermoplastic resins, including polypropylene and polyamide. The materials can be used selectively depending on the required strength and cost of the part. We also developed technologies for welding thermoplastic CFRP parts together and for bonding CFRP with materials such as steel, both of which will help to reduce the use of metal in manufacturing processes. Keywords: Thermoplastic Carbon Composite, Automotive Parts, Mass-production, Recycle, Intermediate Material, Welding Unfortunately, the final manuscript has not been received by the printing date.

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Thermoplastic Composites in Energy Generation, the Present and the Future A.K. Wood Victrex Polymer Solutions, Thornton Cleveleys, Lancashire, FY5 4QD, United Kingdom. Abstract: Composite materials are finding increasing applications in energy generation both in major structures such as wind turbine blades and tubulars but also in smaller assembly components such as downhole tools. Crude oil is a complex chemical cocktail, the cocktail varying from oil well to oil well. Some components of crude oil are corrosive in nature, the corrosive species including sulphur, carbon dioxide and chloride ions. The materials of choice within the oil industry have been predominantly metallic but these are susceptible to corrosive attack and in particular stress-corrosion cracking. Polymer-based systems can often provide superior corrosion resistance when compared to metals and this is particularly true of semi-crystalline thermoplastics. In the wind energy sector the current materials of choice tend to be glass-reinforced thermoset materials. The size of the blades is increasing and the need to reduce weight, in order to limit the inertia of the blades and fatigue stresses at the blade roots, is driving the industry towards conversion from glass fibre to carbon fibre. Other factors which influence the choice of the materials of construction include lightning strike protection, chemical resistance to oil leaks from the mechanical mechanisms and leading edge erosion, the tip speed on large blades being of the order of 180mph (>250 kph). These factors, coupled with potentially faster and better processing techniques, make thermo-plastic matrices a viable alternative to the current thermoset matrices being used. The presentation will consider current applications of thermoplastic-matrix composites in the energy generation sector and explore potential future applications. Keywords: Thermoplastic, Composites, Energy, Wind, Oil, Gas Introduction

Continuous-fibre thermoplastic-matrix composites have been available for over thirty years but the use of such materials has been very limited, the composites market having been largely dominated by thermoset-matrix materials. Adoption of thermoplastic-matrix composites within the aerospace industries is increasing due to:

Weight saving when compared to metals. Superior mechanical properties and

chemical resistance when compared to thermoset-matrix composites.

These factors are also important within the energy-generation industries. Current Applications

The majority of current applications for thermoplastic-matrix composites lie within the oil and gas industries. Crude oil is a complex chemical cocktail, the cocktail varying from oil well to oil well. Some components of crude oil are corrosive in nature, the corrosive species including sulphur, carbon dioxide and chloride ions.

The materials of choice within the oil industry have been predominantly metallic but these are susceptible to corrosive attack and in particular stress-corrosion cracking (SCC)[1]. SCC normally results from the combination of three factors:

Residual or applied stress in the metal. A corrosive environment, for example

chlorides ions. Elevated temperatures which are typically

above 60°C. By comparison, thermoplastic- matrix systems offer:

Superior corrosion resistance, this being particularly true in the case of semi-crystalline thermoplastics.

Natural thermal insulation to prevent deposits forming on the inside of components.

Reduced weight due to the lower density of composites when compared to metals.

Excellent fatigue properties. Current applications for thermoplastic-matrix composites within the oil and gas industry include:

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Thermoplastic Composite Spoolable Pipe, Setting a New Standard for the Oil & Gas Industry M. Kremers Airborne, Den Haag, The Netherlands Abstract: Airborne has developed a novel thermoplastic composite spoolable pipe system for the oil & gas industry, that is made with a unique, fully automated, continuous manufacturing process. The pipe is made in several km's of length as one piece, and spooled on a drum for transport. It is a fully consolidated, one-material pipe concept: the inner liner, structural composite layers and outer coating are all of the same thermoplastic polymer material, and all layers are melt-fused together to form one consolidated pipe wall. This product will set a new standard for the Oil & Gas industry when it comes to safety, performance and durability.This pipe concept is inherently more robust than conventional, more complex solutions, has much simpler and more reliable end-fittings, and can maintain higher pressures and loads, which enables the increase of safety margins. The performance is greatly improved, with regard to flow (smooth bore with much lower pressure loss), weight (60% weight reduction for deepsea risers, based on total system approach) and load capability (full vacuum capability, high external pressure rating required for deepsea pressures, high internal pressure ratings). The durabilty is brought to a new level, because of the good fatigue performance compared to metals, the inherent thoughness and impact resistance of the thermoplastic polymers, and the possiblity for in-field repairs. Keywords: Thermoplastic composite, Spoolable pipe, Oil & Gas industry, in-situ consolidation Introduction

The oil & gas industry is facing many technological challenges because of depleting reserves of ‘easy oil’ onshore and in shallow waters, resulting in the trends into deep water and higher reservoir pressures, and the need for enhanced oil recovery. One of the key aspects are the pipe technologies currently used in the industry: conventional steel pipes, or un-bonded flexible pipes in which layers of spiral-wound steel strips provide the necessary structural performance. There have been many developments looking into composites as an alternative technology, none of them having succeeded at large scale. Airborne has develop a new spoolable pipe concept in thermoplastic composites, providing a large weight reduction and high external pressure ratings (required for deep sea operations), higher internal pressure ratings, and a safer design Design concept

The pipe is made in several km's of length as one piece, and spooled on a drum for transport. It is a fully consolidated, one-material pipe concept: the inner liner, structural composite layers and outer jacket are all of the same thermoplastic polymer

material, and all layers are melt-fused together to form one consolidated pipe wall (Figure 1).

Fig. 1: Design concept

This results in a pipe concept that is strong and stiff, providing external pressure capability, but still spoolable due to the thermoplastic composite material that allows for a high strain. The melt-fusing secures the strongest interface possible between the layers and prevents any issues associated with non-bonded pipes such as rapid gas decompression or liner collapse. As a result, all

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Thermoplastic Composites: An Opportunity for Wind Energy? H.E.N. Bersee Suzlon SE Blades Technology, Hengelo, The Netherlands Abstract: A phenomenal 80% reduction in cost of energy over the past two decades has made wind energy one of the most promising sources for alternative energy (EWEA, 2003). With the current growth rate of installed power (annual growth rate worldwide is 25% (EWEA, 2003)), which forecasts that in 2020 12% of the global electricity will be produced by wind turbines (23% by 2040), wind energy is well on its way of becoming one of our mainstream sources of energy. In order to keep up the current high growth rate, the wind energy market is currently facing a transformation from onshore energy production to offshore installation of so-called wind farms. Significantly reducing the blade manufacturing cycle time is a way to meet the high demand of rotor blades. Current blades are made of thermoset resins requiring a long curing cycle time. Thermoplastic composites offer the potential of fast manufacturing due to the melt processability of these materials enabling fast press forming and welding processes. In the Aerospace Industry, the fast processability of thermoplastic composites is the main reason for the increasingly implementation of these materials into secondary and primary aircraft structures. The higher material costs are compensated by the reduction in manufacturing costs. Wind turbine rotor blades are one of the largest composite structures in the world with length up to 75m and weights of 18 tonnes. Currently, the design is a sandwich structure with 1 to 2 spars and the materials used are glass fibres, a Balsa or foam core and epoxy, polyester or vinylester matrix. The question is whether thermoplastic composites are a solution for the wind energy considering the fact that the material costs are >70% of the costs of a blade. Unfortunately, the final manuscript has not been received by the printing date.

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Automated Fibre Placement with Thermoplastics, Opportunities for Future Large Composite Components H.G.S.J. Thuis National Aerospace Laboratory NLR, Voorsterweg 31, 8316 PR Marknesse, The Netherlands Abstract: The use of composites in primary aerospace components is increasing gradually. Important drivers to use these composite materials instead of the traditional metals like aluminium and titanium are of course the weight reductions that can be realised. However, weight savings alone are not sufficient to apply composites. The desired weight savings should be combined with substantial cost savings. It is for this reason that the aerospace industries are investing in new automated fabrication techniques like tape laying and fibre placement. The present paper presents the possibilities of automated fibre placement. Keywords: Composites for Aerospace, Automated Fibre placement, Thermoplastics, APPLY, Active fibre steering Introduction

Since the eighties of last century the use of composites in aerospace components has been growing steadily. First major applications were horizontal and vertical tail planes, followed by wing panels and fuselages. The primary reason for using composites was the weight saving that could be realised by replacing metals by carbon fibre reinforced plastics. However, beside the target for weight savings ambitions were set high to combine these weight savings by substantial cost savings. It is for this reason that the aerospace industry is investing heavily on new automated manufacturing techniques to reduce the labour intensive hand laminating processes and assembly efforts. One of these automated manufacturing techniques is fibre placement. The present paper addresses the possibilities of fibre placement in combination with thermoset, thermoplastics and dry fibre applications. Automated Fibre Placement

In order to reduce manufacturing cost for composite components aerospace industries are investing in automated laminating techniques like Automated Tape Laying and Automated Fibre Placement [1], [2]. Both techniques require substantial investment but will save labour, reduce material scrap and combine the ability to form laminates of exceptional quality with high accuracy and repeatability. Tape laying machines are best suited for plain relatively flat surfaces. Fibre placement can be used with more complex geometries. Fibre Placement machines basically come in two categories:

Large gantry based machines which often are build and optimised for one application and are capable to realise high outputs (kg/hour),

Smaller robot based systems (see fig. 1) with or without horizontal and vertical rotational spindles. These robot based systems often have more flexibility and therefore can be used for a variety of components with medium to high output figures.

Fig. 1: Robot based fibre placement machine at NLR

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Effect of Fibre-Matrix Interfaces on Durability of Heavily Loaded Thermoplastic Composite Structures S. Rasool, P. Carnevale, H.E.N. Bersee Delft University of Technology, Delft, The Netherlands [email protected] Abstract: The role of fibre-matrix interface characteristics in defining the static tension and tension-tension fatigue properties and behaviour of 5-HS woven carbon fibre (CF) reinforced polyphenylene sulphide (PPS) is investigated and discussed with reference to two composite materials: as received fibre composites with poor fibre-matrix adhesion and treated fibre composites with good fibre-matrix adhesion. The results show that good fibre-matrix adhesion is important to exploit the strength and stiffness properties of carbon fibre and the toughness of the thermoplastic resin. Keywords: Thermoplastic composites; Fibre-matrix interface; Fatigue; Local strains; Digital image correlation (DIC) Introduction Wind energy has emerged in the past decades as a promising renewable energy source. Due to the ever increasing energy demand, there is a further potential for significant growth of the wind energy production in the future. Larger areas for installation of wind energy plants will therefore be required. One of the critical issues to be addressed for the next generation wind turbine blades is that of using new materials with sufficiently high specific strength [1]. Carbon fibre composites, therefore, can be candidate materials to replace the currently used glass fibre ones in wind turbine blades. Carbon fibres have already been used as a selective reinforcement in the structural part of the blade by Vestas wind energy systems (Denmark) and Gamesa Technology Corp. (Spain) [3]. One of the challenges in using stiffer and more brittle carbon fibre composites is their low fracture toughness which is mostly related to thermosetting matrix resins that are being used and their fibre-matrix interfacial interaction. Alternative thermoplastic matrices should be investigated as candidate materials for the future wind turbine blades, mostly because of the superior toughness of their composites in comparison to thermosetting (epoxies, vinyl ester, polyesters) ones. Furthermore, thermoplastic polymers present the advantages of the easier recycling, ease of welding and shorter production cycles.. All these aspects can make thermoplastic composites attractive for off-shore applications [4]. Since these structures are expected to operate efficiently for an intended life of 20 years, durability of these structures is of outmost significance.

Fibre-matrix interface plays a very important role in static as well as long-term (fatigue) properties of fibre reinforced composites. Not much attention has been focused so far on the influence of fibre-matrix interfaces on the long term properties of thermoplastic composites. The limited work done so far in this area is mostly focused on unidirectional carbon fibre composites and it has shown that a good fibre-matrix adhesion is necessary for optimum static tensile properties [5-8] as well excellent performance under fatigue loading [9]. This paper is aimed at investigating the effects of differences in fibre-matrix adhesion level on the static and fatigue properties and behaviour of woven carbon fibre reinforced PPS resin, by coupling mechanical tests with local strain fields measurements obtained by Digital Image Correlation (DIC) and Scanning Electron Microscopy (SEM). Experimental Methods Materials & processing T300J 40B 3K standard modulus PAN carbon fibres from Toray Soficar have been used for this study. The fibres are provided by TenCate Advanced Composites in the form of 5-H satin weave having two different fibre surface characteristics:

As received fibres (AR): with surface treatment and epoxy based sizing from Toray,

TenCate Treated fibres (TT): AR fibres with an extra surface treatment by TenCate.

Polyphenylene sulphide (PPS), used as a matrix material, was supplied by TenCate in the form of 80

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Fig. 5, Local and average strains evaluation during fatigue test for TT and AR PPS

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Recycling of CFRP Materials T. Rademacker carboNXT GmbH, Wischhafen, Germany Abstract: - Recycling: technical procedures and processes - Capacities and performance characteristics of the processes - Future possibilities - Examples of applications of recycled carbon resin fibres The ever growing consumption of carbon fibers and the resulting greater amount of CFRP waste will inevitably lead to a higher demand for disposal. We, being a certified waste management company, offer you a safe and sustainable recycling of production scraps containing carbon fibers and end of life parts. First, dry scraps of fiber, prepreg materials and cured prefabricated parts made of CFRP are sorted according to type of fiber and state of processing. Where appropriate, they are shredded. Subsequently, by means of thermic treatment pure carbon fibers are recovered completely. After that the refinement and final processing into the product variations of carboNXT "chopped" and carboNXT "milled" begins. 100 % future - the idea Carbon fibre reinforced plastics are the lightweight construction material of the future. Its outstanding properties, such as extremely low weight combined with high rigidity and resistance, account for a yearly increase of use by 10 % in all areas of light weight construction. What are the possibilities were carbon fibers to be recycled? The answer to this question differs according to branch of business and appliance. Certainly though, carbon fibers will play an ever-growing role in the future. Recycling opens up new possibilities – for you! But is it possible to recycle CFRP materials in a high-quality and enduring manner? There is a clear answer to this question: Yes. - Evidence is provided by CarboNXT. Unfortunately, the final manuscript has not been received by the printing date.

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Composite Aerostructures – Opportunities and Challenges for Thermoplastics C. Rückert, M. Jessrang, Airbus Bremen, Germany

Abstract: Composite Materials are gaining more and more importance concerning an application in aerospace structures. As an example, Airbus latest product A350XWB is featuring more than 50% composites in its primary structure. Advanced thermoset prepreg systems are representing here by far the mainstay for the realization of wing-, empennage- and fuselage structures, leaving only little space for the usage of thermoplastic material systems. There are still some factors which have up to now prevented thermoplastic composites from entering a wider range of applications for aerospace structures, amongst which the quite high basic material cost is still one of the decisive factors. In addition, processing of thermoplastics provides many challenges to manufacturing engineering in terms of process control and adequate tooling concepts. However, thermoplastics can offer a wide range of advantages as soon as it comes to rapid high-volume manufacturing needs. A very good example here is the introduction of thermoplastic clips and cleats for A350XWB. Thermoplastic materials are also showing many benefits compared to standard thermoset composite systems regarding life cycle assessment aspects, such as low emission during processing and full recyclability at the end of the life cycle. The key note shall give an overview of opportunities for future applications of thermoplastics in the aerospace industry, whilst also highlighting the various challenges which still lie in front of our engineers to open a wider field of usage.

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Thermoplastic Composites for Aerospace Structures A. Rubin Boeing Research and Technologies, The Boeing Company, St. Louis, Missouri, USA Abstract: The key drivers for implementation of thermoplastics composites for aerospace structures will be addressed in this presentation. Typical design requirements for commercial and military aircraft, the status of thermoplastic applications at Boeing, as well as the development approach for thermoplastic composite materials, processes and applications will be examined. The presentation will include selected examples of the Boeing Company's R&D partnerships in the area of thermoplastic composites and the challenges for future applications. Keywords: Thermoplastic Composites, Lightweight Aerospace Structures, Processing of Thermoplastics Introduction

The paper examines current materials, processes and aircraft applications of thermoplastic components; and identifies key technologies needed to increase design space and applications. Thermoplastic composites have some advantages over thermosets that can be explored for selected aircraft structural components. These advantages include increased weight savings opportunities vs. thermosets due to better hot/wet interlaminar shear and interlaminar tension properties, and improved durability primarily to reduced damage size for the same impact energy and improved compression strength after impact and G1c & G2c properties. Thermoplastics also offer improved fire, smoke and toxicity resistance properties over thermoset composites The key advantages of thermoplastics are the cost saving for part production because of improved part fabrication cycle, potential cost efficient joints, and infinite material shelf life. Since thermoplastic components offer the above mentioned cost advantages and proven weight advantages over metallic components, multiple opportunities have been explored and found application on both commercial and military aircraft replacing metallic substructure. Thermoplastic Materials and Processes Development for Aerospace Structures The challenges for the composite materials today are to satisfy multiple criteria and requirements: Structural performance (High stiffness,

toughness, notched compression) Multi-Functional Performance (Electrical &

thermal conductivity, Acoustic performance, Chemical resistance)

Expanded design space & optimization

Improved Analysis & Modelling Techniques (Dimensional analysis and control, structural analysis and modelling)

Enhance Processability (Reduced variability, Increase throughput, Alternative processing methods, Affordable & Scaleable manufacturing processes)

Increased focus on life-cycle cost (Better corrosion resistance, Low cost repair techniques)

Development and Certification Speed

Various thermoplastic materials are available on the market and are used in the Aerospace Industry today: both continuous and discontinuous fiber composites, standard and intermediate modulus fibers impregnated with PPS, PEI, PEKK, PEEK polymers. The key to successful implementation of thermoplastic composites is to understand and utilize advantages thermoplastics offer to optimize materials, processes and properties for a specific application (see Fig. 1)

Fig.1:Material/Process/Properties Optimization is a Key to Competitive Thermoplastic Structure

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Thermoplastic Carbon Fiber Materials for High-End Applications M. Schneider, B. Wohlmann, and J.-P. Canart Toho Tenax Europe, Wuppertal, Germany Abstract: Carbon fiber reinforced thermoplastic materials combine many well-known technical advantages and thus find increasingly interest and market applications. Toho Tenax Europe (TTE) supports this trend with dedicated products based on own carbon fibers. The presented products are short-fibers with different yarn preparations and high-performance carbon filament yarns with a yarn preparation that combines high-temperature resistance up to 400°C and optimal yarn-processing properties. These carbon fibers provide an advantageous alternative to unsized carbon fibers which are hardly suitable for any post-processing. Based on this carbon fiber uni-directional tapes are produced. The technical performances of this material as produced by TTE within a new thermoplastic prepreg-line in Germany are given. Finally, the current status of consolidated laminates, so-called organo sheets is shown. Keywords: thermoplastics, carbon fiber, tape Introduction

Carbon fibers reinforce beneficially thermoplastic and also thermoset matrices among others. The wel-comed competition between these two polymer groups and other materials (e.g. metals) pushs the technical developments. The current intrinsic properties of thermoplastics are well-known and compared to thermosets in the following table.

Thermoplastics Thermosets Room temperature and

long-term storage (under UV-protection)

Refrigerated storage of 1-component systems or room temperature storage and final mixture of 2-component systems

Almost no transport restriction

Refrigerated transpor-tation

no restriction acc. to REACH

handling and transport only acc. to REACH

High matrix viscosity Low matrix viscosity High processing tem-

perature > 200°C Low to medium pro-

cessing temperature < 180°C

Low flammability, smoke and toxicity (FST)

Additives necessary to meet FST-requirements

Table 1 – Intrinsic Properties [1] In order to support both material groups Toho Tenax develops and supplies dedicated products. In the case of thermoplastics the following products are either under development or ready for the market:

1. Carbon Fibers with a high-temperature preparation for thermoplastics, e.g. Tenax®-E HTS45 P12 12K

2. Short fibers for different thermoplastics, e.g. Tenax®-E HT C604 6mm

3. Thermoplastic Prepreg, Unidirectional Tapes, e.g. Tenax®-E TPUD PEEK-HTS45

4. Consolidated Laminates, e.g. Tenax®-E TPCL PEEK-HTA40

1. Carbon Fibers with a high-temperature preparation for thermoplastics

Until now unsized carbon fibers are widely used as reinforcement for thermoplastics. Since standard fiber preparations are mainly designed for thermo-sets, the higher processing temperature from 200°C to 400°C of high-end thermoplastics causes degra-dation of theses preparations. Unwanted outgassing products and even pores in the final laminate are the consequences. In contrast, the processing of totally unsized carbon fibers remains difficult due massive filament breakages. For these very reasons TTE has developed a preparation which is resistant to high temperatures and compatible to several thermoplastics. Especially for semi-crystalline thermoplastics (such as polyetheretherketone, PEEK) the preparation stimu-lates the growing of crystals around the filaments and thus the shrinkage of the matrix. The following diagram summarises briefly the heat resistance com-pared to standard preparation for epoxy matrices.

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Joining of Thermoplastic Composites and Other Applications A. Yousefpour National Research Council Canada, 5145 Decelles Avenue, Montreal, Quebec H3T 2B2, Canada I. Fernandez Villegas Delft University of Technology, Kluyverweg 1, Delft 2629 HS, The Netherlands Abstract: Joining of thermoplastic composites is an important step in manufacturing of aerospace thermoplastic composite structures. In general, joining of thermoplastic composites can be categorized into mechanical fastening, adhesive bonding, solvent bonding, co-consolidation, and fusion bonding or welding. Fusion bonding or welding has great potential for the joining, assembly, and repair of thermoplastic composite components and offers many advantages over other joining techniques. The process of fusion bonding involves heating and melting the polymer on the bond surfaces of the components and then pressing these surfaces together for polymer solidification and consolidation. This paper addresses some technical aspects of the fusion bonding process such as, heat generation at the weld interface, process modeling, process parameters, mechanical performance, and automation. Also, it presents the areas for improvement for further development and advancement in this field. Keywords: Joining, Fusion Bonding, Thermoplastic Composites Introduction

Today, there is substantial effort to reduce structural weight and enhance structural performance of aircraft. As a result, aircraft manufacturers have significant tendency to use advanced composite materials on their aircraft to take advantage of these materials’ inherent specific properties. One such material is fiber reinforced thermoplastic composites [1]. Thermoplastic composite materials have applications for high performance aerospace and transportation structures due to their advantages such as rapid processing, potential for repair and recycling, infinite storage life, high specific strength and stiffness, environmental and fire resistance and good impact toughness. Thermoplastic composites can be formed into complex geometry. However, to manufacture thermoplastic composite parts, a higher temperature and consolidation pressure are required in respect to thermoset composite materials [1]. For manufacturing more complex assemblies, thermoplastic composite parts can be processed separately and then joined together. High level of part complexity can be obtained. Typical joining involves one or a combination of mechanical fastening, adhesive bonding or fusion bonding. Traditional joining methods for thermoplastic composite parts, such as adhesive bonding and mechanical fastening, are tedious, labor intensive. Extensive surface preparation, relatively long curing times of adhesive materials, and poor bonding properties between adhesive materials and

thermoplastic polymers make adhesive bonding of thermoplastic composites less desirable. Mechanical fastening methods also have problems arising from stress concentration, galvanic corrosion, mismatch of coefficient of thermal expansion, and damage of reinforcing fibers induced by drilling. Fusion bonding of thermoplastic composites can eliminate most of these problems and can be potentially considered to be the most ideal method for joining thermoplastic composite structures. Fusion Bonding

Clearly, there are several types and sizes of joints in a typical assembly of thermoplastic composite primary or secondary structures and thus many forms of welding have emerged that can suit various applications. They are classified as thermal welding, where heat is transferred via radiation, conduction or convection to the weld zone (Fig. 1); friction welding, where heat is generated through frictional work caused by rapid contact movement or vibration between the welding interfaces (Fig. 2); and finally electromagnetic welding, which generates heat via current flow or magnetic hysteresis effect (Fig. 3) [1]. The three thermoplastic composite welding techniques that have drawn most attention so far are ultrasonic, resistance, and induction welding. Ultrasonic welding belongs to the group of friction welding techniques, since heat is generated through

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Integrally Stiffened Thermoplastic Skin Panels A. Offringa Fokker Aerostructures BV, Hoogeveen, The Netherlands Abstract: Within a multiparty aerospace development project called TAPAS, a novel thermoplastic skin concept with co-consolidated stringers is being brought to technology readiness level (TRL) 6. The stringers are T-shaped and made of flat preforms that are butt jointed to each other and to the panel skin. The skin itself is fiber placed and co-consolidated with the stiffeners. The butt-jointed stiffeners make the production method relatively simple. A design feature was developed in order to absorb high energy level impacts. The result is an affordable and tough thermoplastic product. Development and testing of the panel concept has been done in a step-by-step approach. Consecutive building blocks are coupons, three-stringer subcomponent panels and finally a full scale 6 meter span skin panel. This panel has been assembled into a torsion box and successfully tested Keywords: Aerospace, Thermoplastics, Co-consolidation Introduction

In the 1990’s, continuous fiber reinforced thermoplastic composite aerospace applications started appearing. The high toughness of thermoplastic matrices and low-cost manufacturing such as press-forming and welding were drivers. A breakthrough was the welded wing leading edge concept, currently applied on the A380 wing leading edge [1]. Since 2009, rudders and elevators of the Gulfstream G650 business jet are full thermoplastic products [2]. Both these applications (fig. 1 and 2) are multi-rib post-buckled designs, resulting in

reduced weight (20% lower than the aluminum equivalents). Cost is kept in check by press-forming ribs and welding the assemblies. TenCate’s CETEX range of glass and carbon fiber reinforced PPS materials is used for these products. In parallel, thermoplastics have shown to be suited for automation, as evidenced by a study on high volume floor beam production [3]. With carbon reinforced composite becoming state-of-the-art for most airliner structure, new

opportunities are emerging for thermoplastics. For example, excellent fire, smoke and toxicity (FST) properties make these materials strong candidates for fuselage shells. As a consequence, Airbus joined forces with a Dutch cluster of companies and institutes in 2009. This group embarked on a four year project aimed at large primary structure in thermoplastics, called TAPAS (Thermoplastic Affordable Primary Aircraft Structure) [4]. The TAPAS project consists of technology development and the development, design and manufacture of two demonstrators. Technologies being developed are: a new carbon/UD material, new manufacturing technologies and new design concepts. The demonstrators are: 1. a 3 meter long, double curved fuselage panel,

led by Airbus, 2. a torsion box structure with a 6 meter span

thermoplastic skin, led by Fokker Aerostructures.

The fuselage demonstrator is meant for the upcoming technology choice for next generation aircraft [5]. The torsion box demonstrator (fig. 3)

Figure 1. Welded thermoplastic wing fixed leading

edge A380 (photo courtesy Airbus).

Figure 2. Welded Gulfstream G650 rudder.

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Serial Production of Thermoplastic CFRP Parts for the Airbus A350 XWB A. Deterts, A. Miaris, and G. Soehner Premium AEROTEC GmbH, Bremen, Germany [email protected] Abstract: Premium AEROTEC developed and industrialized a process for the manufacturing of structural parts, so-called CLIPS, which connect the skin and the frames of A350XWB fuselage. Clips are made of thermoplastic matrix semi-finished products. The process is based on the thermoforming of CF-PPS and CF-PEEK laminates. The manufacturing of the clips includes the processing steps of high speed cutting, polymer melting, stamp forming, final contour trimming and ultrasonic inspection. Currently, Premium AEROTEC produces for the A350 XWB more than 2500 different clips made of thermoplastic composites using 1600 different stamping tools. In order to minimize the tooling cost, the different clip geometries have been categorised in clusters which can be produced by the same tool. The use of industrial robotic systems for the handling of the formed parts as well as for the replacement of the stamping forms provides stable and accurate processing under short cycle times. Furthermore the use of robots enhances the safety and contributes to better ergonomic conditions for the personnel. Moreover the robotic systems ensure a high automation degree and make possible an easy switch of the production line between the different parts. The present paper sets the focus on the main development steps and on innovative features that allow a fully automated production.

Introduction

The use of composite materials in the aircraft industry increased constantly over the last 25 years. The Airbus A350 XWB is the first member of the Airbus family with more than 50% of the total aircraft structure made of composite materials. Among others, the aircraft features a fuselage made of FRP components. Figure 1 gives an overview on the material breakdown of the A350 XWB.

Figure 1: Material breakdown in the A350 XWB [1].

Figure 1: Material breakdown in the A350 XWB [1]. The fuselage of the A350 is aparted by 5 main sections [Figure 2]. Every section is assembled by used of 4 shells. The shells are built by connecting the panel (skin with the co-cured stringers) with the frames. The connecting elements used in this process are so called clips [Figure 3]. In this design

skin, stringers and frames are made of thermoset composites, whereas the clips are made of thermoplastic matrix composites. In contrary to thermoset composites, where a long autoclave process is essential, parts made of thermoplastic matrix can be produced without autoclave with a very short processing cycle. Furthermore the thermoplastic semi-finished products can be stored at room temperature conditions for unlimited time. Compared to aluminium, thermoplastic composites exhibit good mechanical properties, showing excellent damage tolerance and very good chemical resistance. They absorb almost no water and they are amenable for recycling.

Figure 2: Sections and structures of the A350 manufactured by Premium AEROTEC [2].

Under the framework of the A350 project Premium AEROTEC produces the complete fuselage section 13-14 as well as the side shells and the floor grid for the section 16-18. For all these subassemblies more than 5000 clips are required per airframe. These clips are made by the manufacturing center of Premium AEROTEC in Bremen.

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Tempered Spring-in Compensation for Small Carbon Fibre Reinforced Thermoplastic Composites C. Peters, C. Brauner, M. Schulz, and A. S. Herrmann Faserinstitut Bremen e.V. (FIBRE), Germany Abstract: During the thermoforming process, the differing thermal expansion coefficients of matrix and reinforcing fibres provoke residual stresses and process induced deformations. This so-called “spring-in” or “spring-back” effect for clip angle parts is caused by anisotropic material behaviour, component geometry, material thickness, matrix system and process conditions. This paper considers, inter alia, the thermal spring-in, spring-back compensation and the development of a readjust angle process using a tempered thermoforming tooling for composites with high performance polymers. One focus is on the observation of thermally controlled effects and their influence on material properties of the carbon parts. The interpretation of the temperature process influence, combined with the tempered tooling design, will help to understand the interrelations of material and process parameters to be able to fulfil the high quality demands for high performance applications. This aspect is one important issue in the German Aeronautic Research Project “AUTOMATH” – AUTOmated MAss production of fibre reinforced THermoplastic Composites” accompanied by industrial partners. Keywords: Thermoforming, high performance polymers, tempered tooling, temperature influence, spring-in compensation Introduction The potential of thermoplastic carbon fibre reinforced plastics (CFRP) is the ability of in-situ consolidation in one process step. Reinforced composites based on thermoplastic polymers are of rising interest due to their superior producibility and formability. Thermoplastics offer several benefits such as uncritical and unlimited storage time, a better impact tolerance compared to thermoset matrices, a good ultimate strain performance, reduced crack propagation, excellent chemical resistance and a quick forming process (< 2 min). They are recyclable, and customized laminates and matrices are available in a wide range. For future aircraft and automotive industries, intelligent light weight constructions with carbon fibre reinforced plastics are important to contribute significantly to the reduction of production costs and structural weight, and hence to save energy and CO2. Today‘s barrier is the lack of an economic, quick and reliable component manufacturing process. The AUTOMATH project (fig. 1) contributes to overcome this deficit and to enable the mass production. Therefore, production rates and cycle times which are required by the automotive and aircraft industry as well as the civil engineering sector have to be achieved.

Automated process line for thermoforming

3D textileHandling

NDT –Image

Analysis

Tempered / flexible tooling

NDT –Laser US

Heatingprocess

Fig. 1: Automated thermoforming process

Background and application The market share of continuous thermoplastic semi-finished products has been more than doubled within the last five years. Due to their excellent thermal and mechanical properties, the attractiveness of high performance thermoplastic composites has increased for aerospace and automotive applications [1, 2, 3]. Airbus uses more than one million structure fuselage clips for the A350 XWB per year, this corresponds to 7000 clips per aircraft (fig. 2) with more than 400 different geometries and over 1000 tools for one aircraft [3].

Fig. 2: Airbus A350 XWB fuselage

CFRP barrel section 14 (S14) [4] Qualified thermoplastics for aircraft applications are only high performance matrices as a result of high application temperatures, high melting points and a good chemical consistency. Polyphenylensulfide (PPS), Polyetheretherketone (PEEK) and Polyetherketoneketone (PEKK) are semi-crystalline

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Thermoplastic Composite Manufacturing for Highly Stressed Lightweight Structures L. Kroll Department of Lightweight Structures and Polymer Technology (SLK), Chemnitz University of Technology and Affiliated Institute CETEX, Chemnitz, Germany N. Schramm, M. Mueller, J. Troeltzsch Department of Lightweight Structures and Polymer Technology (SLK), Chemnitz University of Technology, Germany Abstract: High loaded structural parts are increasingly implemented as fibre-reinforced thermosets with very high mechanical properties by a low mass. High cycle times due to curing and multitudes of the manufacturing stages are the essential cost driver of those lightweight products and limit their application to parts with a small and average number of items. To overcome this problem and to take advantage of the mass production of high loaded lightweight structures, cycle times have to decrease and a higher automation during the processing has to be achieved. Due to substitution of thermoset resins by thermoplastic matrix systems the disadvantages could be eliminated. Beyond that, these materials allow excellent shaping owing to its fusibility and fast curing compared to chemical cross-linking processes of thermosetting plastics. Further advantages which support the establishment of efficient process chains for lightweight structures are e.g. the recyclability, an unlimited storage life and the weldability as well as a good availability of ready-made semi-finished parts. The current state of technology includes line production as injection moulding of reinforced and unreinforced thermoplastics plus hot pressing of continuous reinforced semi-finished thermoplastic parts. Keywords: Fibre-reinforced Thermoplastics, Injection Moulding, Function-integrated Components, Recycling Introduction

In terms of the weight reduction potential the use of lightweight materials will significantly increase across industries. The aviation industry still being significantly ahead further progress reducing weight and enlarge their freight capacity is obvious [1]. Besides the need for light and stiff materials for rotor blades in the wind industry the automotive industry is increasingly paying increased attention to lightweight structures, too. With this rise of fibre-reinforced plastics the global demand of carbon fibres is estimated to rise significantly in the coming years (Fig. 1).

Fig. 1: Global demand of Carbon Fibres (between

2008 and 2015, * estimations) [2] In principle, fibre-reinforced composite components classically are manufactured in processes with thermoset matrix materials limiting the cycle times. Therefore, such textile-thermoset-parts are unlikely when large-scale production is demanded. Anyhow,

line production of lightweight structures and thus high-quantity processes of thermoplastics (e.g. injection moulding) have to be modified in a way that textiles are carefully fibre-embedded into the plastic material in short cycle-times [3]. All the development and research done in the field of continuous fibre-reinforced thermoplastics so far enables a market potential of app. 17.000 t in 2014. Here, the share of the automotive and waggon industry is app. 60% whereas the share of sports and leisure industry is app. 13% [4]. Processes of line production

The linkage of textile and injection moulding technologies is just at an early stage of development. A remarkable advantage of lightweight design is achievable with a load adjusted continuous fibre reinforcement embedded into thermoplastics, because the fibre length has a crucial influence on the mechanical properties. In contrast to established injection moulding technologies with short fibres reinforcement, significant higher strength properties and impact-resistance occur with long and continuous fibre-reinforced plastics. The use of continuous fibres within the injection moulding cavity depends on carefully targeted positioning and fixture of the textile structures strengthening the effect of a reinforced component.

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Overview of Thermoplastic Composite ATL and AFP Technologies J. Mondo*, S. Wijskamp** and R. Lenferink** *Tencate Advanced Composites USA Inc, **TenCate Advanced Composites Netherlands Abstract: The rapid deposition of thermoplastic unidirectional tape using automated tape laying (ATL) and automated fiber placement (AFP) equipment will be key to the widespread acceptance of thermoplastic composite materials for primary aircraft structure and critical industrial applications. There are three technologies available to attain high quality, high performance laminates using this automated methodology: complete in-situ consolidation, partial consolidation followed by an out-of-autoclave process and partial consolidation followed by autoclave consolidation. The speed, accuracy, quality and cost of these competing methods will determine which are successful and in what types of parts. The evolution of the technology including recent developments as well as the importance of the thermoplastic tape to the process speed and laminate quality will be discussed. Keywords: Thermoplastic, AFP, ATP, In-situ, Consolidation Introduction

The rapid deposition and in-situ consolidation of thermoplastic unidirectional tape by automated tape laying (ATL) or automated fiber placement (AFP) will be essential to drive the cost of part fabrication low enough for widespread acceptance of thermoplastics for primary aircraft structure, secondary structure, and critical industrial applications. A definition of complete in-situ consolidation is that the thermoplastic tape is melted in place and compacted in such a way as to provide a composite structure requiring no further or subsequent processing either on or off the tool. Ideally, the final mechanical properties would approach or be equivalent to those that could be obtained from conventionally laid up flat laminates consolidated in an autoclave or press. Clearly, the use in primary aerospace structures offers great potential but will require greater understanding of the materials and processes chosen for this application to reduce the risk inherent in the adoption of any new fabrication method. The equipment and processes, including laser heating were first developed around 1990. This early work was focused on the complete in-situ consolidation of very thick, large structures that precluded the use of the conventional methods of fabrication of thermoset and thermoplastic fabrication. This early work revealed several observations that still hold true today. First, the speed of the process and the resulting laminate properties depended upon the equipment, the method of heating and the tape. While the first two variables should not be a surprise, the last was at the time. The investigators carrying out this early laser work asked Phillips 66 if they could make a PPS/carbon fiber tape with a resin rich surface, which they believed could be processed faster and

would provide improved mechanical performance. Using a “crude” process tied into the Phillips prepreg line, a tape was prepared with a resin rich surface and sent it off for evaluation. Two weeks later the results were received: “Fantastic! Send more.” This was the first indication that the tape was going to play a critical role in the automated and rapid in-situ fabrication of thermoplastic structures. This critical dependence of mechanical performance and quality upon the equipment, process and tape still holds true today. While our understanding through the work of numerous investigators has increased significantly since then, a great deal of work remains. Equipment and Method of Heating

One of the pioneers in the development of in-situ thermoplastic AFP was Automated Dynamics. Automated Dynamics was building small, thermoset AFP equipment for aerospace companies in the early 1990s and began looking into thermoplastic AFP. Lasers were out of the economic reach of the company at the time and it needed to find a cheaper alternative that could deliver the high heat density to the nip area to melt the tape’s resin above its melting point as it went under the fiber placement head’s compaction roller. They invented a small, 8 inch long, electrically heated torch that could heat nitrogen up to 1,100°C with enough flow to melt a PEEK tape completely through at speeds greater than 2 inch/sec. Using this torch, they developed an economical commercial in-situ process that provided good to excellent mechanical properties. Improvements in head technology, software, the process and process evaluation methodology eventually allowed the fabrication of high quality

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Towards Design for Thermoplastic Composites Manufacturing Using Process Simulation R. Akkerman, B. Rietman, S. Haanappel, and U. Sachs TPRC (ThermoPlastic composites Research Center) & University of Twente, The Netherlands Abstract: Robust and reliable process simulations can save significant costs during the detailed design phase by preventing major tool and product design modifications in the later product development phases. The essential material behaviour needs to be identified, modelled and characterised correctly to generate useful predictions of the process defects to be prevented. The dominant deformation mechanisms during forming and the relevant characterisation methods for fabric and unidirectional reinforced thermoplastics are discussed. Development of an easily accessible database of material property data will facilitate the use of forming simulations in the detailed design phase of thermoplastic composite products, reducing their development times and improving the overall cost-effectiveness. Keywords: Virtual Prototyping, Constitutive Models, Characterisation, Implementation Introduction

Engineering design is recognised to be an iterative process. Ideally, conceptual design, embodiment design and detailed design are sequential phases of a generic product development process, followed by prototype manufacturing (requiring production planning and tool manufacturing) and testing (see Fig.1). However, it is well known that the real process is not that linear in time in most of the cases. Issues disregarded in earlier phases can lead to problems during detailing the original solution in a later stage. This may be corrected while detailing, but may also require modifications in the earlier phases with large impact on the whole design. Usually, the further in the development process, the more costly the modifications. In this sense, problems encountered during the production phase are likely to have the largest negative impact on the product development costs.

Fig.1 Engineering design phases in the product development process. Clearly, the use of virtual tools can result in large cost savings by predicting production problems early in the design process. The savings increase with the investments required. Composite products are no exception to this general observation.

Thermoplastic composites typically require higher machine and tooling costs than their thermoset counterparts. Process simulations for thermoplastic composites are hence important, if not essential, for competitive thermoplastic composite product development.

Obviously, these virtual tools must be accurate, fast and robust to be successful. The required input data must be easily accessible, the software must be user friendly and must have convenient interfaces with other software tools in the design chain. Logically, the software needs to match with the design phase where it is used: applications for conceptual design will differ from those for detailed design purposes in terms of requirements, level of detail and accuracy of the predictions.

Composites Forming Simulations

Press forming of thermoplastic composites has the potential of short cycle times required for mass production. As such, it is one of the candidate solutions for large scale application of composite materials in a range of industries. Typical production problems in this particular case concern process induced defects such as warpage, wrinkling and tearing. The occurrence of these defects is dependent on details such as tool radii, blank holders, blank shape, size and lay-up. Hence, predictive software with the purpose to prevent these defects can be used only in the detailed design phase, in which details of this kind will be defined.

A successful prediction of these defects first of all requires a sufficiently accurate description of the most relevant physical phenomena. In forming thermoplastic laminates, these are recognised as intra-ply shear, inter-ply shear/friction, tool/laminate

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Fully Automated Injection Molding Production of Textile Reinforced Parts M. Würtele KraussMaffei Technologies GmbH, Munich, Germany Abstract: Fabric-reinforced plastic parts are characterized by low weight, good mechanical properties and favorable crash behavior. Rising demand for such textile-reinforced structural parts for meeting high requirements has given development a boost within the industry. In order that the necessary numbers may be manufactured economically and at acceptable cost, automating the production processes to facilitate mass production is unavoidable. A new manufacturing process combines thermoforming of a thermoplastic sheet with fabric reinforcement and injection molding. It offers an economical and stable method for mass production of high-strength lightweight parts. Keywords: Lightweight, Structural Parts, Textile-Reinforced, Mass Production, Injection Molding Motivation

The vehicle manufacturing sector has always been a driving force and source of inspiration when it comes to making weight savings with innovative lightweight concepts. In the efforts to advance electrical mobility attention is focussing increasingly on structural components with a high load capacity that converts to reduced vehicle weight and extended fuel range. Lightweight loadbearing structures are of particular importance from a weight-saving standpoint - not only in conventional vehicles, but also in aviation and in rail - because they can help to improve fuel economy and curb CO2 emissions as well as providing better transporter to cargo weight ratios. In addition to conceptual, structural and production-related lightweight measures, lightweight materials in particular have a pivotal role to play in automobile manufacturing. Following the successful introduction of ultra-high-strength steel and, in particular, innovative aluminum applications, carbon fiber reinforced plastics (CRPs) are increasingly being used in vehicle body construction. Compared to other construction materials, fiber composite plastics (FCPs) are characterized by an excellent strength and stiffness to density ratio. Ideally, weight savings of more than 50% compared to steel and 20% compared to aluminum can be achieved using CRPs. It is estimated that in 10 years' time approximately 20 % of steel materials could be replaced by CRP materials [1] in the automotive industry. A condition for this is the availability of suitable technology and cost structures for mass production. This means that, in addition to the cost of materials and semifinished products, component manu-facturing costs must also be the focus of future developments. What many CRP processes used to date have in common is a high manual labor

component, be it before and during the production process or in the form of secondary finishing. Industrialized, cost-effective production processes are the key to increasing the use in of fiber composites in mass automobile manufacturing. There is an acute need for technological advances and cost cutting along the entire process chain [2]. However, the aim must be a process that is suitable for the mass production of hybrid high-performance composites. The basis for this is the easily automated injection molding process with its short cycle times. This is particularly because injection molding offers a number of other advantages as the most popular plastics processing method. This reproducible and reliable process allows the production of complex geometry with a high quality of finish. In combination with other processes, injection molding will in future have a special role to play in the production of lightweight high-functional components. Background

Fiber composite plastics, also commonly known as fiber reinforced plastics, are distinguished by their matrix material (thermoset or thermoplastic). This, in turn, dictates which process is suitable for processing. With few exceptions, a good cost/performance ratio is a key requirement for competitiveness. The best cost/performance ratio is heavily dependent on the number of units to be made of the component. The higher the volume, the faster manufacturers will be able to recoup the investment on expensive and complex tools and high degrees of automation. When it comes to mass production, cycle time is another factor influencing process efficiency which

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Cost-Effective Reactive Processing of High-Temperature Resistant Polyphthalamide in High- Performance Thermoplastic Composites C. Zaniboni, P. Ermanni Eidgenössische Technische Hochschule Zürich, Switzerland Abstract: Reactive processing of thermoplastic materials combines the basic processing advantages associated with thermoset processing with the advantages of the final thermoplastic matrix properties. A new, cost-effective processing route for high performance composites is proposed based on an existing low cost oligomeric precursor of polyphthalamide (PPA), a thermoplast with outstanding chemical, mechanical and thermal properties. This reactive processing route is based on impregnating the fibers with the oligomers by prepreg technologies and subsequently on polymerizing the material system in-situ in a hot press. This paper explains research and development contributions on the empirical investigation of the relationship between oligomer powder size, reactive processing parameters and laminate quality in terms of mechanical properties and void content. Unfortunately, the manuscript has not been received by the printing date.

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In-line Manufacturing of Load Adapted Multi-Ply-Laminates H.-J. Heinrich CETEX Institute, Chemnitz, Germany L. Kroll, S. Nendel, M. Mueller Department of Lightweight Structures and Polymer Technology (SLK), Chemnitz University of Technology, Germany Abstract: In many parts of the automotive industry and in the fields of mechanical engineering an increasing demand for affordable lightweight structures with high mechanical properties and manufacturing processes meeting demands of mass production capabilities is obvious. Through the use of new methods, the continuous fibres in thermoplastic fibre composites are placed via in-line processes and are simultaneously adjusted to the load direction resulting in high-performance devices of the next new generation of composite parts. The reinforcing fibres within the Ce-Preg®-process are totally stretched, whereby the highest potential of weight reduction can be used in fibre-reinforced structures. With appropriate processing technologies, the unidirectional "Ce-Preg®-tapes" are utilised in load-optimised structures. The tapes are tailored for each individual application with different reinforcing fibres, such as carbon, glass or basalt, with different fibre volume contents, in combination with the matrix materials polypropylene or polyamide high-performance thermoplastic materials meet the demands of the clients. Keywords: Continuous Fibres, In-line Process, Load-optimised Structure, Ce-Preg® Introduction

High-performance structural parts for automotive industry, machine building and plant construction is increasingly made of continuous fibre-reinforced thermoplastics. The focal points of these lightweight structures are high-volume-compatible production, low manufacturing costs and high mechanical properties. Manufacturing technologies allowing the development of load-adapted multilayer laminates through in-line processes form the basis of the cost-efficient large-scale production of high-loaded composite parts. The first tailored composite components were processed from fibre-reinforced thermoplastics (FRTP) through stages of heating and stamping. Because of the predefined lay-up of single unidirectional (UD) FRTP pre-impregnated material, the requirements of the part can be met [1]. A novel process and a first prototype system for the manufacturing of pre-impregnated unidirectional continuous FRTP prepregs, entitled Ce-Preg® [2], were developed at the Affiliated Institute CETEX. These UD-FRTP-prepregs form the basic material of the multidirectional lay-up to manufacture load-adapted multi-ply-laminates within the in-line process. Compressing of the semi-finished sheets allows specific fibre orientations for 3D-contoured components.

Thermoplastic semi-finished parts

The thermoplastic prepreg material Ce-Preg® consists of one unidirectional aligned and spread ply of fibres embedded and completively covered with a plastic hull (Fig. 1).

Fig. 1: Schematic layout of thermoplastic prepreg

material Ce-Preg® These fibres are parallel-aligned and strung-out in the thermoplastic component taking advantage of the specific strength properties of the reinforcement (Fig. 1). Within this flexible semi-finished product the reinforcing fibres are broadly protected from damages through their embedding in the thermoplastic. According to the requirements on composite components, the various combinations of materials from reinforcing fibres and embedding thermoplastics are considerable. As a consequence a wide range of variable adjustable composite properties can be achieved depending on the combination of fibre and plastic materials. In the

Thermoplastic matrix system

Unidirectional ply of fibres

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List of Authors


Akkerman, R., ThermoPlastic composites Research Centre, Enschede, The Netherlands…………...78 Bersee, H.E.N., Delft University of Technology, Delft, The Netherlands………………………………...38 Bersee, H.E.N., Suzlon SE Blades Technology, Hengelo, The Netherlands……………………………34 Bohlen, J., Daimler AG, Mercedes-Benz Plant Hamburg, Germany……………………………………..23 Brauner, C., Faserinstitut Bremen e.V. (FIBRE), Germany……………………………………………….64 Canart, J.-P., Toho Tenax Europe GmbH, Wuppertal, Germany…………………………………………48 Carnevale, P., Delft University of Technology, Delft, The Netherlands…………………………………..38 Deterts, A., Premium AEROTEC GmbH, Bremen, Germany……………………………………………..60 Elend, L.-E., Audi AG, Neckarsulm, Germany………………………………………………………………22 Ermanni, P., ETH Zurich, Switzerland……………………………………………………………………….87 Fernandez Villegas, I., Delft University of Technology, Delft, The Netherlands…….…………………..52 Geiger, O., BASF SE, Ludwigshafen, Germany……………………………………………………………15 Haanappel, S., ThermoPlastic composites Research Centre, Enschede, The Netherlands…………..78 Haverkamp, C., Audi AG, Neckarsulm, Germany…………………………………………………………..22 Heinrich, H.-J., CETEX Institute, Chemnitz, Germany……………………………………………………..88 Herrmann, A.S. Faserinstitut Bremen e.V. (FIBRE), Germany……………………………………………64 Jessrang, M. Airbus Bremen Germany………………………………………………………………………44 Jung, J., BASF SE, Ludwigshafen, Germany……………………………………………………………....15 Kremers, M., Airborne, The Hague, The Netherlands……………………………………………………..30 Kroll, L., Chemnitz University of Technology and Affiliated Institute CETEX, Chemnitz, Germany…..70 Kroll, L., Chemnitz University of Technology, Germany…………………………………………………...88 Lenferink, R., TenCate Advanced Composites bv, Nijverdal, The Netherlands……………………...…74 Malkus, S., Daimler AG, Mercedes-Benz Plant Hamburg, Germany…………………………………….23 Matsuo, T., The University of Tokyo, Japan………………………………………………………………...18 Miaris, A., Premium AEROTEC GmbH, Bremen, Germany……………………………………………….60 Mondo, J., Tencate Advanced Composites USA Inc, Morgan Hill, USA…………………………………74 Müller, M., Chemnitz University of Technology, Germany………………………………………………...88 Nendel, S., Chemnitz University of Technology, Germany………………………………………………..88 Offringa, A., Fokker Aerostructures BV, Hoogeveen, The Netherlands………………………………….56 Peters, C., Faserinstitut Bremen e.V. (FIBRE), Germany…………………………………………………64 Plath, A., VOLKSWAGEN AG, Wolfsburg, Germany………………………………………………………11 Rademacker, T., carboNXT GmbH, Wischhafen, Germany………………………………………………43 Radtke, A., BASF SE, Ludwigshafen, Germany……………………………………………………………15 Rasool, S., Delft University of Technology, Delft, The Netherlands………………………………………38 Rietman, B., ThermoPlastic composites Research Centre, Enschede, The Netherlands……………..78 Risthaus, M., Evonik Industries AG, Marl, Germany……………………………………………………….12 Rubin, A., The Boeing Company, St. Louis, Missouri, USA……………………………………………….45 Rückert, C., Airbus Bremen, Germany………………………………………………………………………44 Sachs, U., ThermoPlastic composites Research Centre, Enschede, The Netherlands………………..78 Sadanobu,J., Teijin Limited, Tokyo, Japan………………………………………………………………….25 Sandler, J., BASF SE, Ludwigshafen, Germany……………………………………………………………15 Schauerte, O., Audi AG, Neckarsulm, Germany……………………………………………………………22 Schneider, M., Toho Tenax Europe GmbH, Wuppertal, Germany……………………………………….48 Schnorr, J., BASF SE, Ludwigshafen, Germany……………………………………………………………15 Schramm, N., Chemnitz University of Technology, Germany…………………………………………….70 Schulz, M., Faserinstitut Bremen e.V. (FIBRE), Germany………………………………………………...64 Söhner, G., Premium AEROTEC GmbH, Bremen, Germany……………………………………………..60 Takahashi, J., The University of Tokyo, Japan……………………………………………………………..18 Thuis, H.G.S.J., National Aerospace Laboratory NLR, Marknesse, The Netherlands…………………35

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Tröltzsch, J., Chemnitz University of Technology, Germany……………………………………………...70 Uzawa, K., The University of Tokyo, Japan…………………………………………………………………18 Venier, F., Audi AG, Neckarsulm, Germany………………………………………………………………...22 Wijskamp, S., TenCate Advanced Composites bv, Nijverdal, The Netherlands………………………..74 Wohlmann, B., Toho Tenax Europe GmbH, Wuppertal, Germany……………………………………….48 Wollny, A., BASF SE, Ludwigshafen, Germany…………………………………………………………….15 Wood, A., Victrex Polymer Solutions, Thorton Cleveleys, Lancashire, United Kingdom………………26 Würtele, W., KraussMaffei Technologies GmbH, Munich, Germany……………………………………..83 Yamane, M., The University of Tokyo, Japan……………………………………………………………….18 Yousefpour, A., National Research Council Canada, Montreal, Canada………………………………..52 Zaniboni, C., ETH Zurich, Switzerland……………………………………………………………………….87

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List of Exhibitors


B Barrday Composite Solutions 86 Providence Road, Millbury, MA 01527, USA T +1 (508) 581 2100 F +1 (508) 865 8019 www.barrday.com Barrday is a leading North-American based advanced material solutions company whose product lines encompass applications for the composite, energy and protective markets. Our composite market growth strategies are based on developing technologically advanced fiber reinforcement, prepreg and other material solutions for our customers in the aerospace, military/defense, and commercial/industrial markets. Barrday has a manufacturing and sales presence in North America and Europe. Barrday has developed expertise and performance differentiation in the following areas: • Carbon, aramid and other high performance fiber reinforcements • Advanced thermoplastic and thermoset uni-directional and fabric-based prepreg systems • High performance film adhesives • Solution, powder-coated and film-laminated fabrics C Cetex Institut für Textil- und Verarbeitungsmaschinen gemeinnützige GmbH Altchemnitzer Straße 11, 09120 Chemnitz, Germany T +49 (0) 371 5277 0 F +49 (0) 371 5277 100 [email protected] www.cetex.de Cetex is the research institute in Germany for new technologies and machines for manufacturing tex-tile-based semi-finished products, functional components and high-performance structures. The affili-ated institute of Chemnitz University of Technology centres its work on developing processes and materials for endless fibre-reinforced semi-finished products and complex preforms and even con-structing the machines to produce these. The design and the testing of technologies and processes dedicated to thermoplastic lightweight structures for major production runs form an important part of this work. CFK-Valley Stade e.V. Ottenbecker Damm 12, 21684 Stade, Germany T +49 (0) 4141 40740 0 F +49 (0) 4141 40740 29 [email protected] www.cfk-valley.com Success by Innovation – The Network for Composite Technology The CFK-Valley Stade e.V. is an established europe-wide competence network for carbon fibre rein-forced plastics (short CFRP, German abbreviation = CFK). The association was founded in 2004 and is located in Stade, a city close to the region of Hamburg. More than 100 international companies, research facilities and universities are organized in the non-profit association. Inventing future orien-tated designs, automated manufacturing processes and part production are the purposes of the CFK-Valley Stade. The versatile competences of market leading experts allow the covering of the entire value chain. It starts with educating of highly skilled employees and spreads over the part design and serial production towards the recycling of CFRP-components after use. All mobility branches like aerospace, automotive, rail way, marine systems, transportation as well as wind energy and me-chanical engineering in general lie in the focus of the activities of the CFK-Valley Stade. CFRP allows

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lighter and fuel saving airplanes, motor vehicles and ships as well as bigger and more powerful blades for wind energy power stations. The carbon fibre reinforced polymer “CFRP” has the biggest potential beyond the materials of the future. To successful face these challenges, it is essential that different partners co-operate within a network. The CFK-Valley Stade e.V. provides its members and partners an ideal cooperation platform. The purpose is to develop innovative products and place them in the different markets. A specific characteristic of the innovation network for carbon fibre reinforced plastics is the unique infrastructure consisting of several buildings (INFOPOINT, CFK NORD, TECH-NOLOGY, SERVICE, CAMPUS and RECYCLING) around the Airbus plant Stade. D DAHER - SOCATA Orlytech, Bât. 528, 1 Allée Maryse Bastié, 91325 Wissous, France T +33 (0) 14975 9826 F +33 (0) 14975 9801 [email protected] www.daher.com Dutch Thermoplastic Components BV Bolderweg 2, 1332 AT, Almere, The Netherlands T +31 (0) 362000123 F +31 (0) 362000130 [email protected] www.composites.nl F Faserinstitut Bremen e.V. Am Biologischen Garten 2, 28359 Bremen, Germany T +49 (0) 421 218 58700 F +49 (0) 421 218 58710 [email protected] www.faserinstitut.de The Faserinstitut Bremen e.V. (FIBRE) is a successful research institute for the development of high-performance fibre reinforced composites, processing technologies, fibre development, quality control and material characterisation. An institute with this combination of core competencies is unique in the German research landscape. Partners are research institutes and companies from various industries like aerospace, automotive and wind energy. Since 1989 the institute cooperates with the University of Bremen and is active in research and teaching. FIBRE trains skilled employees in manufacturing of fibre composite components and trains skilled employees in the production of CFRP components. FIBRE employs 45 highly skilled engineers, scientists and technical staff in different disciplines. FI-BRE is certified according to DIN EN ISO 9001 and EMAS III and is integrated in an international network of industrial partners, research Institutes and Universities.

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Filacon Systems Weinstetter Straße 1, 72474 Winterlingen, Germany T +49 (0) 7577 92066 F +49 (0) 7577 92068 [email protected] www.filacon.com Filacon machines manufacture preforms, means the basic structure for low-weight fiber components. Before manufacturing, the composite engineer determines the parts shape and fiber architecture us-ing a specially developed software. After designing the Filacon machine creates the component in accordance with the requirements of the created file in fixing fibers on a base support. Unlike other methods, the designer has full freedom in the choice of fiber angle and the number of fibers placed on top of each other. For example local fiber accumulations or recesses can be realized. Of course a wide variety of fibers can be used, such as Carbon fibers, glass fibers, hybrid fibers etc. but also wires. G GMA-Werkstoffprüfung GmbH Hansaallee 321, 40549 Düsseldorf, Germany T +49 (0) 211 730940 F +49 (0) 211 7309411 [email protected] www.gma-group.com GMA WERKSTOFFPRÜFUNG GmbH is an accredited and certified service provider in the field of materials testing and quality management. With years of experience in the fields of non-destructive testing of aircraft components, and destructive testing for the purpose of licensing and process moni-toring, we are an important component of quality assurance for many well-known aircraft and compo-nent manufacturers. K KARL MAYER MALIMO Textilmaschinenfabrik GmbH Mauersbergerstraße 2, 09117 Chemnitz, Germany T +49 (0) 371 8143 0 F +49 (0) 371 8143 111 www.karlmayer.com The company KARL MAYER MALIMO Textilmaschinenfabrik GmbH based in Chemnitz is a 100% subsidiary of KARL MAYER Textilmaschinenfabrik GmbH based in Obersthausen. KARL MAYER MALIMO actually deploying about 170 employees is, within the MAYER Group, re-sponsible for development, manufacture, and sale of machines for the production of high-quality in-dustrial textiles. The main focus is placed here on warp-knitting and Raschel machines both for us at the composites market and in the field of geotextile and laminating substrate applications. Creation of alternative technologies for the manufacture of multiply fabrics is an essential keynote, in particular, in the field of heavy-duty fibers, such as e.g. carbon, textile-glass or aramid fibers as well as hybrid ma-terials.

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KraussMaffei Technologies GmbH Krauss-Maffei-Straße 2, 80997 München, Germany T +49 (0) 89 8899 0 F +49 (0) 89 8899 2206 [email protected] www.kraussmaffei.com The KraussMaffei product brand is internationally recognized for its groundbreaking, multitechnology system and process solutions for injection and reaction molding technology and factory automation. With its standalone, modular or standardized machinery and systems, and a wide, customizable ser-vice offering, KraussMaffei is a full-system partner for customers in many industry sectors. Krauss-Maffei bundles many decades of engineering expertise in plastics machinery and is headquartered in Munich, Germany. L LANXESS Deutschland GmbH Chemiepark, 41539 Dormagen, Germany T +49 (0) 2133 515500 F +49 (0) 2133 512988 [email protected] www.lanxess.de LANXESS is a leader in specialty chemicals and operates in all important global markets. In 2011, the company, which is listed on the Frankfurt Stock Exchange, achieved sales of EUR 8.8 billion. With its extensive portfolio, it focuses on premium business. Its core business comprises the development, manufacture and sale of plastics, rubber, specialty chemicals and intermediates. In addition, it sup-ports its customers in developing and implementing made-to-measure system solutions. In these ar-eas, which are at the form of chemical and application-related know-how, flexible asset management and customer proximity. Our aim is, through innovative products, optimized processes and new ideas, to generate added value for the customers and the company. Many forces combine at LANXESS´s 48 sites worldwide to produce the optimal result. This applies both to the products and processes them-selves and to the 16,900 or so staff in 31 countries that are responsible for the company´s day-to-day business. Laser Zentrum Hannover e.V. Hollerithallee 8, 30419 Hannover, Germany T +49 (0) 511 2788 432 F +49 (0) 511 2788 100 [email protected] www.lzh.de The Laser Zentrum Hannover e.V. (LZH) participates in research and development projects for laser development and laser applications. One exploratory topic of the LZH is the laser treatment of fiber reinforced materials. This subject is investigated by the Composites Group with the focus on repairing and cutting of carbon fiber reinforced plastics (CFRP). In addition, laser transmission welding proc-esses for joining thermoplastics to CFRP are developed to provide the possibility of maufacturing parts like those demonstrated in the Eurostars project LaWocs.

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lightweightdesign / Springer Fachmedien Wiesbaden GmbH Abraham-Lincoln-Straße 46, 65189 Wiesbaden, Germany T +49 611 7878 0 F +49 611 7878 407 Decision-makers in all sectors of the industry that involve moving masses (e.g. transport and aviation, shipbuilding, mechanical engineering and plant manufacturing). The magazine lightweight design is aimed at promoting the use of lightweight materials and structures for the purpose of reducing weight and saving energy. It reports on the implementation of lightweight design principles in the develop-ment and manufacturing of new products along the entire value creation chain, from materials tech-nology and design techniques to simulation and optimisation processes, to manufacturing, quality assurance and recycling. M Mercedes-Benz Werk Bremen Mercedesstraße 1, 28190 Bremen, Germany T +49 (0) 421 419 0 F +49 (0) 421 419 2802 [email protected] P Premium AEROTEC GmbH Airbusallee 1, 28199 Bremen, Germany T +49 (0) 421 538 0 F +49 (0) 421 538 3320 www.premium-aerotec.com The company is one of the world’s leaders in the development and manufacturing of structures and production systems for commercial and military aircraft construction. At its facilities in Augsburg, Bre-men, Nordenham, Varel and Braşov (Romania), Europe’s leading aircraft supplier manufactures state-of-the-art aircraft structures for the entire Airbus Family using aluminium, titanium and carbon fibre composites (CFC). Premium AEROTEC is also making a key contribution to the development and manufacturing of the A350 XWB. Furthermore, the company supplies key components for the Boeing 787 Dreamliner, the Eurofighter and the A400M. PTS Tech Holding 3rd Fl. # 639, Chung-Xin Road, Sec. 5, New Taipei City, Taiwan, Republic of China T +00 (0) 8862 2278 2376 F +00 (0) 8862 2278 1978 [email protected] www.ptstps.com Injection Molding Technologies for Carbon Fiber Reinforced Thermoplastic 3-D Structured. PTS owns proprietary Process technologies including Tooling and Equipment. Example: The Cycle Time for a 100 square inches 3-D structured part only takes around 1 minute. PTS is looking for Partners from material supply chain, as well as strategically work together with end-customers.

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R Reinforced Plastics Elsevier Limited The Boulevard, Langford Lane, Kidlington, Oxford, OX5 1GB, United Kingdom www.reinforcedplastics.com Reinforced Plastics magazine reports on all the latest business and technology developments in the global composites industry in all industrial markets – automotive, aerospace, construction, boat build-ing, military/defence, and more. To apply to receive your free copy of the magazine please visit our website www.reinforcedplastics.com, where you'll also find a range of other products and services such as webinars, a Buyers' Guide and daily news updates. You can also join Reinforced Plastics on LinkedIn, Twitter and Facebook. RUCKS Maschinenbau GmbH Auestraße 2, 08371 Glauchau, Germany T +49 (0) 3763 6003 0 F +49 (0) 3763 6003 30 [email protected] www.rucks.de RUCKS Maschinenbau GmbH has more than 169 years experience in the manufacturing of hydraulic presses! Its production range extends from the design and manufacturing of complex production lines including handlingequipment and high-precision laboratory presses.Press forces are from 0.01 kN – 40.000 kN and heat plate dimensions from 200 x 200 mm to 4.000 mm x 2.000 mm. RUCKS also offers different automation solutions. Additional information: All presses are tailored exact to the needs of our customers, are economical and energy efficient. RUCKS employs about 30 highly qualified and motivated employees for the design, programming, production, commissioning and service. More information you find at www.rucks.de. S SAMPE Europe P.O. Box 128, CH-4125 Riehen 2, Basel, Switzerland T +41 (0) 61 6018771 F +41 (0) 61 6018128 [email protected] www.sampe-europe.org T Chemnitz University of Technology Department of Lightweight Structures and Polymer Technology Reichenhainer Straße 70, 09126 Chemnitz, Germany T +49 (0) 371 531 23120 F +49 (0) 371 531 23129 [email protected] www.strukturleichtbau.net The Chair of Lightweight Structures and Polymer Technology (SLK) is specialised in the industry-oriented research and development of load adapted high performance components as well as respec-tive manufacturing technologies. Special competences are in the field of integrative injection moulding technologies for energy efficient manufacturing of fibre reinforced plastic (FRP) as well as the devel-opment of highly stressed functional components made in Selective Laser Melting (SLM). In addition, the material characterisation and failure analysis of FRP components by means of destructive and

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non-destructive test methods in combination with digital image processing and an automated analysis developed specifically for this purpose. The characteristics, which have been determined in uni and multiaxial tests, provide a basis for calculation, simulation, design and optimisation of complex light-weight structures by means of physically based failure criteria. With the Chair SLK and the associated institutes Cetex and STFI a unique concentration of research institutions along the value chain “from the filament to the part” is located nearly the university. Furthermore, the SLK produces novel hybrid structures using integrative injection moulding technologies with multiaxial textile sensors and plastic actuators. Finally, the development of a lightweight high pressure valve block in hybrid and SLM de-sign for hydraulic and pneumatic actuators in the field of aviation as well as the insitu coating of fibre composites is to be pointed out. TenCate Advanced Composites bv Campbellweg 30, 7443 PV Nijverdal, The Netherlands T +31 (0) 548 633 700 F +31 (0) 548 633 299 [email protected] www.tencate.com The TenCate Advanced Composites Group is a global supplier of advanced composite materials for the space and aerospace industry, anti-ballistics and a broad range of industrial applications. The company combines its fibre expertise with smart polymer, chemical, and engineering technology. This synergy gives a true meaning to Ten Cate’s slogan "Materials that make a difference”. TenCate’s thermoplastics are branded under the name ‘TenCate Cetex®, a high strength/low weight sheet or tape material combined with thermoplastic resin systems. This advanced fiber reinforced thermoplastic composite is used for many structural and semi-structural Aerospace parts as well as a variety of demanding applications like in Automotive or the Oil & Gas Industry. TenCate Cetex® can be specifically engineered for automated processing and tailored to meet thermal, mechanical, chemical and electrical properties whilst maintaining highest safety requirements. No compromises. Proud to be Platinum sponsor of the ITHEC 2012. Thermoplastic composites Research Center Palatijn 15, 7521 PN Enschede, The Netherlands T +31 (0) 88 8773877 F +31 (0) 88 8773899 [email protected] www.tprc.nl TPRC is an independent R&D center that focuses on thermoplastic composites’ development for dif-ferent markets. TPRC has industrial members who finance the center and steer the organization as well as its research activities. TPRC primarily executes joint development projects for these members on new thermoplastic composite technologies and applications. Next to these joint technology pro-jects, TPRC also executes specific developments for its members or even third parties. TOHO TENAX Europe GmbH Kasinostraße 19-21, 42103 Wuppertal, Germany T +49 (0) 202 322339 F +49 (0) 202 32 2360 [email protected] www.tohotenax-eu.com Toho Tenax is one of the leading carbon fibre manufacturer worldwide and offers a complete range of high-performance carbon fibres. Toho Tenax is also developing a range of carbon fibre reinforced thermoplastic products. A new pro-duction line for thermoplastic unidirectional prepreg is currently being installed at its German produc-

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tion site in Oberbruch. This new advanced line builds the twenty year experience already held within the Toho Tenax group for thermoplastic prepreg production. V Victrex Europa GmbH Langgasse 16, 65719 Hofheim am Taunus, Germany T +49 (0) 6192 9649 0 F +49 (0) 6192 9649 48 [email protected] www.victrex.com Victrex Polymer Solutions is the world’s leading manufacturer of high performance polyaryletherke-tones (PAEK) including VICTREX® PEEK polymer. With over 30 years focus and expertise and a product portfolio with one of the broadest ranges of PAEK on the market,Victrex is more than a mate-rial supplier. Victrex PAEK polymers offer numerous benefits to meet growing industry demands. Used in composites technology, Victrex polymers provide optimum impregnation of the reinforcing fibres and fibre-matrix interface. They are recyclable and cost-effective to process.The material’s out-standing mechanical properties and processability make it an excellent solution for a wide range of thermoplastic composites in aerospace, oil and gas,medical and industrial applications. Vogel Business Media GmbH & Co. KG Max-Planck-Straße 7/9, 97082 Würzburg, Germany T +49 (0) 931 418 0 F +49 (0) 931 418 2022 [email protected] www.vogel.de Vogel Business Media is one of the leading cross-medial suppliers of specialised information in Ger-many and Europe. The range of trade journals, reference books, events and digital media relating to the line of business offers diverse contents of great benefit across several types of media to those seeking business-to-business information. The cross-media range offered by Vogel Business Media enables business-to-business suppliers to establish professional business contacts as well as being the key to measurable advertising success. X xperion Aerospace GmbH 13 Claude-Dornier-Straße, 88090 Immenstaad, Germany T +49 (0) 7545 81268 F +49 (0) 7545 88984 [email protected] www.xperion-aerospace.de xperion Aerospace is a globally oriented company of the Avanco Group. When it comes to high-end composites, xperion is an innovative, reliable partner in the strategic aerospace, industrial, and en-ergy segments. The company has eight production facilities where more than 550 qualified, highly dedicated employees work on impressive lightweight solutions, offering technical and competitive advantages to internationally active customers. xperion Aerospace has long experience as a specialist supplier for the global aerospace industry. Our technology expertise is centered on the development, manufacture, and integration of high-stiffness, lightweight structural components of fiber-reinforced composites for demanding applications. xperion Aerospace products are used as specialized components or complex structures in aircraft, helicop-ters, booster rockets, satellite systems, and telescopes. A particular strength is the series production of thermoplastic parts in the continuous compression moulding (CCM).

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The Team


The Team Hubert Borgmann Anja Avci Jann-Michael Dornseiff Alexander Fritsche Susan Kilinc Aileen Litwitz Christina Lolk Chris Janina Neumann Axel S. Herrmann (Universität Bremen) Christian Peters (Faserinstitut Bremen e.V.) Thomas Bolte (Faserinstitut Bremen e.V.) All WFB Wirtschaftsförderung Bremen GmbH, unless otherwise indicated.

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Announcement ITHEC 2014


Welcome to

Bremen, Germany 27 – 28 October 2014

conference proceedings - ithec 2018 · conference proceedings ... composites are the key materials...

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