here - SPE Automotive Division

Transcription

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Proven performance
in the most demanding applications
From high-performance structural adhesives to stronger, faster composite resin systems, Huntsman understands
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4
Welcome
On behalf of the Automotive and Composites Divisions of SPE®, I’d like to welcome you to
our 16th-annual Automotive Composites Conference and Exhibition (ACCE), the world’s
leading automotive composites forum.
Organizing and executing an event of this scale and this caliber requires many participants.
My thanks to our many volunteer organizers, technical presenters, and sponsors who have
worked long and hard to create the event you are attending.
There is a rapid pace of change and innovation within the transportation industry around materials.
This change brings challenges and opportunities. The SPE ACCE is a place where we can come together
to learn about and discuss the development of materials, processes, applications, and technologies.
By working together, we can solve our customers’ challenges, including those driven by regulations,
competition, and the ever-expanding worldwide market of OEMs and supply chains.
While you are here these next three days, you have the opportunity to listen and learn from some of the
most prominent and respected thought leaders in our industry. You also have the opportunity to meet
and network with your peers and our sponsors. We have a full agenda, so we encourage you to make
the most of it. We are all part of the constellation of organizations that make up the diverse and dynamic
composites industry. When we work together, we make our industry so much stronger. Enjoy!
Kind regards,
Rani
Rani Richardson
2016 SPE ACCE Chair
Composites & Additive Manufacturing Industry Consultant
Dassault Systèmes
ACCE2016
Contributors 2016
Chairs
Conference Chair
Rani Richardson,
Dassault Systèmes
[email protected]
+1.201.675.8361
Technical Program Co-Chairs
Creig Bowland,
Colorado Legacy Group LLC
[email protected]
+1.704.466.1505
Michael Connolly,
Huntsman Polyurethanes
[email protected]
+1.248.462.0503
Communications Chair
Peggy Malnati,
Malnati & Associates
[email protected]
+1.248.592.0765
Sponsorship Chair
Teri Chouinard,
Intuit Group
[email protected]
+1.248.701.8003
Registration
Scott Marko,
SPE International
[email protected]
+1.203.740.5442
Treasurer
Bonnie Bennyhoff,
SPE Automotive Division
[email protected]
+1.248.244.8993 ext. 4
Student Poster
Competition Chair
Uday Vaidya,
University of Tennessee-Knoxville
[email protected]
+1. 205.410.2898
Session
Organizers
Vanja Ugresic,
Nippani Rao,
Additive Manufacturing
& 3D Printing
Advances in Thermoset
Composites
Suresh Shah,
Umesh Gandhi,
Toyota Technical Center
[email protected]
+1.734.995.7174
Suresh Shah,
Delphi Corp., Retired
[email protected]
+1.248.635.2482
Steve vanLoozen,
BASF
[email protected]
+1.734. 552.2864
Advances in Reinforcement
Technologies
Steve Bassetti,
Michelman, Inc.
[email protected]
+1.513.794.4195
Creig Bowland,
Hexion Inc.
[email protected]
+1.614.477.2139
Mohamed Bouguettaya,
BASF Corp.
[email protected]
+1.734.324.2670
Dan Dowdall,
Ashland Inc.
[email protected]
+1.248.755.2674
Enamul Haque,
Cooley Group
[email protected]
+1.248.231.6429
Dan Heberer,
Huntsman Polyurethanes
[email protected]
+1.248.322.7464
Delphi Corp., Retired
[email protected]
+1.248.635.2482
Nanocomposites
Alper Kiziltas,
Ford Motor Co.
[email protected]
+1.207.249.5948
Leonardo Simon,
University of Waterloo
[email protected]
+1.519.888.4567 x 33301
Mehdi Tajvidi,
University of Maine
[email protected]
+1.207.581.2852
Opportunities & Challenges
with Carbon Composites
Dale Brosius,
Bonding, Joining & Finishing
IACMI
[email protected]
+1.586.530.3372
Enamul Haque,
Ryan Emerson,
Cooley Group
Ray Boeman,
PPG Industries
[email protected]
+1.704.434.2261, ext 2131
Advances in Thermoplastic
Composites
[email protected]
+1.248.231.6429
Nick Gianaris,
Thermacore, Inc.
[email protected]
+1.412.382.7150
Victor Bravo,
Adam Harms,
National Research Council Canada
(NRCC)[email protected]
+1.905.760.3257
Huntsman Advanced Materials
[email protected]
+1.314.898.8152
Robert Egbers,
Robert Sawitski,
COMUSA LLC
[email protected]
+1.248.912.8154
Huntsman Advanced Materials
[email protected]
+1.734.250.5290
Klaus Gleich,
EnablingTechnologies
Johns Manville
[email protected]
+1.720.934.0758
Volkswagen AG
[email protected]
+49.5361.9.16448
Santosh Sarang,
Aisin Technical Center of America
[email protected]
+1.734.582.7608
Shyam Sathyanarayana,
BASF Corp.
[email protected]
+1.734.239.5334
6
Cedric Ball,
RAO Associates
[email protected]
+1.248.553.8323
Colorado Legacy Group LLC
[email protected]
+1.704.466.1505
Márton Kardos,
Design: JPI Creative Group
Signage: That Color
Printing: Real Green
Plaques, Trophies & Lanyards:
Sponsored by SPE. Awards supplied
by Business Design Solutions.
Fraunhofer Project Centre
[email protected]
+1. 519.661.2111 ex. 86975
Timo Huber,
Fraunhofer Institute for Chemical
Technology
[email protected]
+49.721.4640.473
Peter McCormack,
Proper Group International
[email protected]
+1. 519.739.3895
Tobias Potyra,
Zoltek: A Toray Group Company
[email protected]
+49.6102.7999.172
Oak Ridge National Laboratory
[email protected]
+1.865.274.1025
Jim deVries,
JdV Lightweight Strategies
[email protected]
+1.734.589.7276
Glade Gunther,
Solvay
[email protected]
+1.435.730.4477
Hendrik Mainka,
Volkswagen AG
[email protected]
+49.152.229.93521
Santosh Sarang,
Aisin Technical Center of America
[email protected]
+1.734.582.7608
Jay Tudor,
Dow Chemical Co.
[email protected]
+1.248.391.6444
Contributors 2016
Sustainable Composites
Ad Hoc Committee
Dan Houston,
Fred Deans,
Alper Kiziltas,
Antony Dodworth,
Esra Erbaş Kiziltas,
Jan-Anders Månson,
Ford Motor Co.
[email protected]
+1.313.323.2879
Ford Motor Co.
[email protected]
+1.207.249.5948
SPE
[email protected]
+1.207.249.5948
Leonardo Simon,
University of Waterloo
[email protected]
+1.519.888.4567 x 33301
Mehdi Tajvidi,
University of Maine
[email protected]
+1.207.581.2852
Virtual Prototyping & Testing
Laurant Adam,
e-Xstream engineering
[email protected]
+32.10.22.74.51
Roger Assaker,
e-Xstream engineering
[email protected]
+1.352.661.52.56.53
Peter Foss,
General Motors Co.
[email protected]
+1.586.986.1213
Umesh Gandhi,
[email protected]
+1.734.995.7174
David Jack,
Baylor University
[email protected]
+1.254.710.3347
Antoine Rios,
The Madison Group
[email protected]
+1.608.231.1907
Yu Yang Song,
[email protected]
+1.734.995.0475
Robert Yancy,
Altair
[email protected]
+1.206.755.7960
Allied Composite Technologies LLC
[email protected]
+1.248.760.7717
Bright Lite Structures
[email protected]
+44.7754.957697
École Polytechnique Fédérale de
Lausanne (EPFL)
[email protected]
+41.21.693.4281
Leslie Beck,
AOC LLC
[email protected]
+1.901.854.2318
Nick Gianaris,
Thermacore, Inc.
[email protected]
+1.412.382.7150
Raghu Panduranga,
North Carolina A&T State University
[email protected]
+1.336.210.9353
Jay Raisoni,
Inteva Products LLC, Retired
[email protected]
+1.248.396.8685
Looking for a cost-effective way to reach transportation engineers
working with plastics around the world?
Help sponsor our SPE Automotive Division Newsletter,
distributed globally four times per year.
Andy Rich,
Element 6 Consulting
[email protected]
+1.781.792.0770
For rates & information, please contact Teri Chouinard
at Intuit Group, [email protected] +1.248.701.8003
Conrad Zumhagen,
The Zumhagen Co.
[email protected]
+1.734.645.5778
Panel Discussion
Critical Issues in Automotive
Composites: Technology,
Policy & Supply Chain
Moderator:
Dale Brosius, IACMI;
Panelists:
Craig Blue, IACMI;
Rick Neff, Cincinnati Inc.;
Rich Fields, Lockheed Martin;
Ove Schuett, Dassault Systèmes;
James Staargaard,
This year’s SPE® ACCE proceedings
is cloud based.
To access content, please go to:
http://speautomotive.com/SPEA_CD/SPEA2016/about.htm
If you absolutely must have a CD,
please come to the front desk and inquire.
We have a limited number
for conference attendees.
Plasan Carbon Composites
7
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forums
forums
forums
October
October
13•14,
13•14,
2016
2016
lnternational
lnternational
Conference
Conference
onon
Automotive
Automotive
Technology
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lnternational
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Crowne
Crowne
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Plaza
Knoxville,
Knoxville,
TN,TN,
USA
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Crowne
Crowne Plaza
Plaza Knoxville,
Knoxville, TN, USA
October
October13-14,
13-14,2016
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October
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2016
October
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2016
Knoxville,
Knoxville,
TN,
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Knoxville,TN,
TN,USA
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International
InternationalConference
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International
Conference
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on
onAutomotive
AutomotiveConference
Technology
Technology
on
Automotive
Technology
on Automotive Technology
October
October
13,13,
8am
8am
– 5pm
– 5pm
October 13, 8am – 5pm
Conference
Conference
Sessions
October
13, 8am –Sessions
5pm
Conference
Sessions
Process
Process
and
and
Technologies
Technologies
Conference
Sessions
Process and Technologies
> Multimaterial
> Multimaterial
solutions
solutions
in Automotive
in Automotive
Process
and
Technologies
October
October
14,14,
7.30am
7.30am
– 4:30pm
– 4:30pm
October 14, 7.30am – 4:30pm
Automotive
Automotive
Workshop
Workshop
and
Tour
Tour
October
14, 7.30am
– 4:30pm and
Automotive
Workshop
and Tour
Simulation
Simulation
and
and
Manufacturing
Manufacturing
Automotive
Workshop
and Tour
Simulation and Manufacturing
Simulation and Manufacturing
> Affordable
Composites
> Affordable
Composites
andand
Industrial
Commercialization
of Composite
Materials
> Development
Industrial
Commercialization
of Composite
Mater
Materials
> Development
Affordable
Composites
> Incorporating
> Incorporating
carbon
carbon
fiber
in structural
in structural
parts
parts
Multimaterial
solutions
infiber
Automotive
in
the
in the
Automotive
Automotive
industry
industry
Affordable
Composites
> >Multimaterial
solutions
in Automotive
>>Partnerships
> Partnerships
and
Innovations
Innovations
in Composite
in Composite
Manufacturing
Manufacturing
Development
andand
Industrial
Commercialization
of Composite Materials
Development
andparts
Industrial Commercialization
of Composite
Materials
Incorporating
carbon
fiber
in structural
in the Automotive
industry
Development
and
Industrial
Commercialization
of Composite Materials
>>Guided
Guided
Composites
Composites
Tour
Tour
of the
of
ORNL
the
Facility
Facility
Partnerships
and
Innovations
in
Composite
Manufacturing
> Partnerships
and
Innovations
inORNL
Composite
Manufacturing
> Incorporating
carbon
fiber in structural parts
in the Automotive industry
>>Guided
Composites
TourTour
of the
Facility
> Guided
Composites
of ORNL
the
ORNL
Facility
Partnerships
and Innovations
in Composite
Manufacturing
> Guided Composites Tour of the ORNL Facility
Book
Book
your
your
seat
seat
Book
your
seat
www.jecforums-badges.com
Book your seat
In partnership
In partnership
with:
with:
In partnership with:
In partnership with:
DRIVING
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FORWARD
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Abstracts of
Speaker Presentations 2016
AUTOMOTIVE
Wednesday, September 7
— IN ONYX ROOM —
SESSION 1: Bonding, Joining & Finishing Part 1 of 3: Adhesion & Finishing
Andy Stecher, Plasmatreat North America
Enhancing the Bonding of Dissimilar Materials with
Atmospheric Plasma
Recent automotive industry trends include a focus on weight and
cost reduction. The development of new composite materials
have increased the likelihood that dissimilar materials will need
to be joined, sealed, or bonded together. Such combinations can
present significant challenges to achieving proper adhesion and
can result in failures leading to substantial costs. This presentation
examines the use of atmospheric plasma for surface conditioning
in order to enhance the bond between adhesives and sealants to
composites and other materials. Atmospheric plasma improves
adhesion by removing organic contaminants that reduce
electrostatic and mechanical forces, and by increasing the
functionality of composite surface chemistry. Empirical data and
examples of high-value, high-volume automotive applications
that have been enabled by the use of atmospheric plasma surface
conditioning will also be discussed.
Raymond Sanedrin, Krüss USA
Why Test Inks Cannot Tell the Full Truth About
Surface Free Energy
Adhesive bonding has been the tool of choice for connecting
metals, plastics, or other materials of interest. Extensive pretreatments such as cleaning, surface roughening, or plasma
activation are typically applied to these materials prior to the gluing
process in order to improve the wettability of glue to the surfaces
of a material. To monitor the efficiency of the pretreatment, the
surface free energy (SFE) of the substrate is typically measured.
In many cases, dyne inks are used to determine the total SFE
following the assumption that a surface having an SFE value
above a certain threshold is already sufficiently pre-treated for
subsequent adhesive bonding. It is well known, however, that SFE
is more than one single value and its distribution into polar and
disperse constituents is essential if wetting and long-term adhesion
are to be characterized. In contrast to dyne inks, contact-angle
measurements determine the polar and disperse contributions to
the SFE. In a thorough experimental study, SFE values of various
materials were determined using different types of dyne inks and
contact-angle measurements. Results were compared to illustrate
advantages and drawbacks of each technique. This presentation
also will explain why for some materials the test inks and contactangle measurements yield different results.
18
Shan Gao, Western University
Powder Coating of Underhood Plastic Components
The application of powder-coating technology during processing
of plastic substrates has many advantages. However, the
conventional electrostatic coating process used with metals is not
easily applied to plastics, which are inherently non-conductive.
In this presentation, the powder coating technique is applied to
processing long-fiber thermoplastics. This research describes a
process for coating the long-fiber thermoplastics by preheating
the work piece to the temperature between 120º-160ºC, then
coating with a corona spray gun. Three common powder coatings
(polyester, epoxy, and hybrid) have been tested and show
promising results. In addition, infrared curing has been used to
aid the curing process of low-cure epoxy. Experimental results
showed that by preheating the plastic substrate, the powder
deposit has been greatly improved, resulting in better finishes. The
surface conditions are further evaluated for gloss, depth of image
(DOI), and haze.
SESSION 5: Bonding, Joining & Finishing Part 2 of 3: Welding & Bondline Issues
Michael Barker, Ashland Inc.
Lightweighting with Composites: Adhesive Properties and
Initial Bond Line Read Through Measurements
Regulations mandating improved automotive fuel efficiency and
reduced carbon emissions have accelerated the need for lighter
weight vehicles. The resultant use of thinner gauge composites for
exterior body panels to achieve weight reduction has put renewed
focus on the need to understand the causes and mitigation of
adhesive bond-line read through (BLRT). This presentation will
review and question the fundamental causes of BLRT in view of
both laboratory data and finite-elemental analysis from a design,
adhesive, and process perspective. Several key constitutive
properties such as adhesive elongation, modulus vs. temperature,
coefficient of thermal expansion, and percent reaction will be
examined through formula manipulation for their respective
contributions to surface deformation.
Akio Ohtani, Kyoto Institute of Technology
Effect of Energy Director on Welding State of Ultrasonic
Welding for c-FRTP
In this study, ultrasonic welding was adopted for woven fabricreinforced thermoplastic composites, and the effect of welding
conditions for ultrasonic welding on joint properties was examined.
In addition, the effect of insertion of resin materials with different
forms (e.g. film, and mono-filament woven mesh shape) inserted
between specimens on welding properties was investigated and
also will be discussed.
Abstracts of
AUTOMOTIVE
Sarah Stair, Baylor University
2013-2014 SPE ACCE Scholarship Winner
Investigation & Identification of the Bondline between
a Carbon Fiber Reinforced Laminated Composite and a
Metal Structure via Ultrasonic Techniques
SESSION 6: Virtual Prototyping & Testing
- Part 1 of 4: Woven Composites & Draping
Incorporating carbon fiber-reinforced laminated composites into
traditionally metal components and assemblies often leads to
bondlines between two dissimilar materials. To ensure the quality
of the bondline, a nondestructive evaluation method is needed.
The present study focuses on ultrasonic inspection methods for
evaluating the bondline between a woven carbon fiber-reinforced
laminated composite and an aluminum plate.
With composite analysis and optimization on the rise, the
accuracy of assumptions are becoming more and more
important to product development. In the case of woven fiber
composites with organized fiber orientations, the need for
accuracy in the orientation definition in finite element models
early on in development is critical. There are 2 ways this can be
established. Either the forming process for the fiber composite
can be explicitly simulated and the results used to condition a
model for product performance simulation, or a drape estimating
program can be employed to implicitly calculate and set the fiber
orientations. This presentation will cover both methods and
compare the net predictions for a B-pillar model with impact and
normal modes simulations.
— IN OPAL/GARNET ROOM —
SESSION 2: Opportunities & Challenges
with Carbon Composites - Part 1 of 2:
B-Class & Recycled Fibers
Hiroyuki Hamada, Kyoto Institute of Technology
Utilization of B Class Carbon Fiber in Composite Materials
Carbon fiber (CF) reinforced polymer composites were fabricated
by the direct fiber feeding injection molding (DFFIM) process.
Three polymer matrices were used, including polyamide 6/6 (PA
6/6), polypropylene (PP), and polycarbonate (PC). Two types of
commercial treated CF (standard CF (CF-A) and a non-standard
CF (CF-K)) were applied in this research. Additionally, the CF-K was
desized to remove its surface treatment. The effect of fiber types
and the desizing on tensile properties and morphology of the
composites was investigated. The desizing of fiber promoted fiber
dispersion, reduced fiber agglomeration, and improved adhesion
between fiber and the matrix.
Frazer Barnes, ELG Carbon Fibre
The Role of Recycled Carbon Fibres in Cost Effective
Lightweight Structures
Recent years have seen the development of commercial
operations for the recovery of high-grade carbon fibers from
manufacturing and end-of-life wastes. Two challenges faced by
this developing industry are the conversion of recovered fibers
into usable product forms and the acceptance of these products
by the market. This presentation describes the development and
testing of recycled carbon fiber products that have the potential
to enable cost effective, lightweight structures in transportation.
The products were reinforced thermoplastics designed for
injection molding and nonwoven textiles designed for composites
manufacturing. The technical performance of these materials
is compared with current materials, and the economic and
environmental benefits are highlighted. Finally, the challenges
that have still must be addressed before the materials become
widely accepted in the market are discussed.
Paul Van Huffel, Altair Engineering
Composite Draping to Enhance Structural Analysis
William Rodgers, General Motors Co.
Draping Simulation of Woven Fabrics
Woven fabric composites are extensively used to mold complex
geometrical shapes due to their high conformability compared
to other fabrics. During preforming, orientation of the yarns may
change significantly compared to the initial positions. This paper
presents a systematic investigation of the angle changes during
the preform operation for carbon fiber-reinforced twill- and satinweave fabrics.
Chris Boise, Baylor University
Construction and Implementation of a Material
Independent Finite Element for use in Orthotoropic
Stiffness Tensor Prediction of a Woven Fiber
Composite Lamina
As woven fabric composites become more popular in the
aerospace and automotive industries, it becomes important to
understand how various fiber reinforced laminated composites
react to structural loadings. This presentation discusses a method
to obtain the effective stiffness tensor of a woven fiber composite
lamina through finite element analysis (FEA) of a representative
volume element (RVE) through the use of a novel approach that
allows individual finite elements to contain multiple materials.
Typical meshing within the RVE is complicated by the undulation
of the fiber tows within the RVE, and this presentation introduces
a unique formulation of a finite element that allows meshing to be
performed independent of the woven geometry within the RVE.
The results presented in this work demonstrate the method for a
woven fabric geometry similar to that found in many glass and
carbon fiber laminates. Preliminary results for the stiffness tensor
components show very-good agreement with results obtained
doing the full geometry dependent analysis using a commercial
software package. In all cases, the proposed method is either
better than or equal to alternative material independent elements.
19
Abstracts of
AUTOMOTIVE
SESSION 10: Virtual Prototyping
& Testing - Part 2 of 4:
Benedikt Fengler, Karlsruhe Institute of Technology
Application of a Multi Objective Optimization Approach
for Continuous Fiber Tapes in Hybrid Composite Structures
Optimization tools generally require problem-specific strategies
to find the best solution. As part of the product development
process, a commonly used optimization objective is to achieve
the maximum stiffness for a component with a given material and
design space. For lightweight applications, the combination of
multiple material types offers additional optimization potentials.
In this work, a combination of discontinuous and continuous
fiber-reinforced polymers is used, where position, geometry,
and orientation of the reinforcing continuous fiber tape needs
to be optimized. Standard optimization tools hardly consider
manufacturing constraints and, thus, often find product solutions
that are impractical to manufacture. Furthermore, usually either
only 1 objective function at a time can be set as the optimization
target, or weighting function are used that influence the
optimization results. In the presented work, an optimization
method is introduced that considers manufacturing constraints
like distances to boundaries and available patch widths during
the optimization process. Beside these constraints, a geometric
draping simulation is implemented to calculate the deformed tape
geometry and position, for each iteration step. An evolutionary
algorithm allows consideration of both arbitrary manufacturing
constraints and multiple objectives during an optimization run.
The resulting Pareto front provides a basis for the decision of the
final tape design. Therefore, the proposed approach combines
an evolutionary algorithm with a structural simulation in the
finite-element software. The proposed optimization strategy is
demonstrated by an example hybrid composite structure.
Michael Doyle, Dassault Systèmes
Progress on Light-Weight Automotive Materials
This presentation will discuss a product focused on materials
science, both the virtual and the real. Technologies from the
product’s science portfolio such as ab-initio quantum mechanics
models, atomistic, polymer, and mesoscopic models can be
applied to critical intersections of materials nature, design, and
manufacturing. Linking materials performance across length
and time scales is a critical element of such an endeavor and is
well underway from the microscopic regime to the macroscopic
finite element domain. Inclusion of chemical and materials nature
across all levels of the composites and plastics product lifecycle is
a game-changing capability
20
— IN EMERALD/AMETHYST ROOM —
SESSION 3: Advances in Thermoplastic
Composites - Part 1 of 5: High-Volume
Applications
Ji Hwan Choi, Hanwha Advanced Material Co.
Development of Automobile Front Bumper Beam using
CFRP and GMT
There has been a recent rise in applications of carbon fiberreinforced plastic (CFRP) applications in the automotive industry
to improve fuel efficiency. A hybrid bumper beam system
consisting of CFRP and glass-mat thermoplastic-(GMT)-based
materials has been manufactured for Hyundai Motors. If this
process is introduced to the front bumper beam, the weight of
front beams can be significantly reduced. In this presentation, a
front beam concept combining CFRP and GMT will be described.
This beam results in significant weight savings (11.3%). To satisfy
high performance, this hybrid system has been evaluated through
LS-DYNA-based CAE simulation as well as actual tests of 40%
offset barrier and NCAP Cart Impact at 25 km/h and 35 km/h with
a rigid barrier.
Tomasz Czarnecki, EconCore N.V.
Continuous Production of Thermoplastic Honeycomb
Sandwich Components for Automotive Interiors: Low
Weight – Low Cost Technology
To address the challenge of providing lightweight material
solutions at acceptable costs, unique technology has been
developed that allows for continuous production of lightweight
thermoplastic honeycomb cores. This technology allow for
integrated lamination of a variety of skin layers to core, resulting in
strong, lightweight sandwich panels. The technology is especially
useful for cost sensitive, high volume applications using high
speed processes.
Queein Månson, EELCEE Ltd.
High-Volume Manufacturing of Composite Door Module
by a Novel 3D-Preform Technology
The technology discussed in this paper enables complex 3D
shaping of preforms, which considerably reduces cost and time
for high-rate processing of thermoplastic-based composites. Both
the manufacturing approach and the design freedom offered
by this preform technology and its full 3D design and molding
capabilities will be demonstrated for a car door module currently
under development with major supply-chain partners.
Abstracts of
AUTOMOTIVE
Composites - Part 2 of 5: Emissions, FR, &
Composites - Part 3 of 5: Lightweighting
Tailored Fiber Placement
with LFT & D-LFT
Tanmay Pathak, A. Schulman
Low Emission Polypropylene Composites for
Automotive Interiors
Christoph Kuhn, Volkswagen AG
2016 Best Paper Award Winner
Lightweight Design with Long Fiber Reinforced Polymers –
Technological Challenges due to the Effect of Fiber Matrix
Separation
Low-emission products are highly sought after in the automotive
industry for interior applications that measure odor and fog,
volatile organic compounds (VOCs), and semi-volatile organic
compounds (SVOCs). This presentation will focus on new glassand mineral-filled composites that have been developed to meet
the regulatory requirements for VOCs and SVOCs in GMW and VW
specs. This was accomplished through a careful selection of base
polypropylenes, additives, and compounding technology and will
be presented in this work.
Ruomiao “Grace” Wang, Hanwha Azdel
Self-Extinguishing Light Weight Reinforced
Thermoplastic Composite
A recent development to make a polyolefin-based light weight
reinforced thermoplastic (LWRT) composite self-extinguishing
will be discussed. By adding expandable graphite as a flameretardant additive, the LWRT composite shows self-extinguishing
performance when tested by the SAE J369 method. The new
self-extinguishing LWRT composite maintains its mechanical
performance and molding characteristcs at the same level as a
standard LWRT.
Hironori Nishida, Doshisha University
Development of Automatic Placement Machine for CFRTP
Tapes Using Machine Stitching
An advanced automated tape placement (A-ATP) method was
developed by using a modified, inexpensive industrial embroidery
machine. The method can reduce the initial cost compared to
other expensive ATP machines. In order to confirm the effect of
the A-ATP, a 3-point bending test was conducted for unidirectional
(UD) laminates using CF/PA6 tapes. The flexural properties of the
stitched UD laminates were almost the same as those of UD
laminates fabricated using the conventional CF/PA6 sheets under
the same fiber volume fraction.
During the processing of long fiber-reinforced thermoplastics
(LFT), various long fiber-specific effects occur that can have
significant influence on final component properties. A major
effect that results when processing LFT is fiber matrix separation
(FMS), which leads to a non-uniform fiber density distribution
throughout the part. The development and impact of this effect
is not thoroughly examined. Experimental investigations with
compression molded LFT materials have shown an unequal
distribution of fiber content with increasing fiber length. With
effects already visible in free flow regions, FMS especially leads to
significant changes in fiber content in complex geometries like
ribs, where fiber content decreases greatly, leading to a significant
change in component behavior. Furthermore, extensive fiber
bundling and clogging is observed at the rib entrance. This
presentation will describe recent work in this area.
Russell Goering, Addcomp North America Inc.
Progress on Light-Weight Automotive Materials
Glass-microbubble-filled thermoplastic composites show promise
in automotive lightweighting due to uniformity of distribution, low
processing sensitivity, and potentially good retention of physical
properties. New advances in formulating and processing glass
bubbles into polyolefin- and nylon-based composites are reported.
Ying Fan, Western University
Effects of Processing Parameters on the Thermal and
Mechanical Properties of D-LFT Glass Fiber/Polyamide 6
Composites
In this work, the influences of the process parameters (i.e. melt
temperature, extruder fill level, glass fiber (GF) temperature and
screw speed of the mixing extruder) on the thermal and mechanical
properties of dry, as-molded materials were investigated. The
material system of focus is 30 wt% GF reinforced polyamide 6
(PA 6) manufactured via the direct (inline compounded) long
fiber thermoplastic extruder compression molding (LFT-DECM) process. Characterization by tensile, flexure, and impact
tests on samples cut in both the flow and cross-flow directions
was carried out. Glass transition temperature, which plays an
important role in the properties and failure mechanism of PA 6
composites, was examined using dynamic mechanical analysis
(DMA) and the degree of crystallinity was measured by differential
scanning calorimetry (DSC). Fill level and melt temperature were
observed to play the greatest role in determining the properties
of the composite. The effects of processing parameters on glass
transition temperature, melting temperature, and the relative
degree of crystallinity values of composites are presented.
21
Abstracts of
AUTOMOTIVE
— IN PEARL ROOM —
SESSION 4: Additive Manufacturing
& 3D Printing - Part 1 of 2:
Robert Gorham, National Center for Defense
Manufacturing and Machining (NCDMM), America Makes
Smart Collaboration: America Makes - Adventures in
Public Private Partnerships
America Makes, driven by the National Center for Defense
Manufacturing and Machining (NCDMM), is the national additive
manufacturing institute with over 170 member organizations that
include industry, academia, government, and makers across the
country that, together, are innovating, accelerating, and advancing
3D printing. To answer this charge, the institute is developing
a National Additive Manufacturing Roadmap and Investment
Strategy that link economic opportunities and potential products/
services with the development of proper technologies to support
future needs not only of membership but also industry at large.
In this presentation, roadmap version 2.0 will be presented with
technical areas of focus for design, process, materials, value chain,
and additive manufacturing genome being discussed.
Rajasundar Chandran,
École Polytechnique Fédérale de Lausanne (EPFL)
Non-Isothermal Fusion Bonded Soft/Hard Interfaces for
Thermoplastic-Based Materials
Although fused deposition modeling (FDM) is of great interest for
the cost-effective manufacture of polymer parts with complex,
customized geometries, it currently provides insufficient
mechanical integrity to produce high-performance functional
structures, and is restricted to too limited a range of materials.
The present work is aimed at investigating the suitability of new
combinations of hard and soft thermoplastics for FDM. To this
end, nonisothermal fusion bonding of polypropylene (iPP) and a
thermoplastic elastomer (TPE) with a continuous plasticized iPP
matrix was investigated by overinjecting the TPE onto a solid iPP
insert. The influence of temperature and pressure was evaluated
by tensile testing of butt joint specimens, and optical and electron
microscopy. Results are discussed in terms of the interfacial
morphology and the dominant bonding mechanisms in each case.
SESSION 8: Additive Manufacturing
& 3D Printing - Part 2 of 2:
Douglas Smith, Baylor University
Continuous Fiber Angle Topology Optimization for
Polymer Composite Fused Deposition Modeling
Mechanical properties of parts produced with the fused filament
fabrication (FFF) process are known to be dependent on the
printed bead direction, especially when short carbon fiber
reinforcement is added to the filament. Given that many FFF
filament suppliers now offer carbon fiber-filled products, a unique
opportunity emerges in the design of polymer composite FFF
parts since bead and fiber direction can potentially be prescribed
22
to give the best structural performance. As FFF moves from a
technology for rapid prototyping and the hobbyist to a viable
additive manufacturing method, it is important to also have
a design tool that takes advantage of the opportunities that
present themselves when polymer composites are employed.
This presentation discusses a topology optimization method for
continuous fiber angle optimization approach (CFAO), which
computes optimal material distribution (as in the well known
SIMP method) in addition to a preferred fiber angle direction
by minimizing compliance of statically loaded structures. Future
work includes extension of the method to 3-D structures for
further application.
Ron Rogers, e-Xstream engineering
Holistic Multiscale Simulation Approach for Additive Layer
Manufacturing of Plastics
Additive layer manufacturing (ALM) of plastics has been rapidly
developing over the last few years, notably with unreinforcedand reinforced-plastics applications. To ensure competitiveness
of the additive manufacturing process, some requirements must
be met, such as repeatability of process and part performance,
and addressing the needs of high performance industrial
applications. Inherent complexity of additive manufacturing calls
for a need for simulation tools to unveil the full potential offered
by this manufacturing technology, allowing engineers to be
able to predict the effect of any parameters on process and part
performance. A holistic simulation approach is presented covering
process, material, and structural engineering for both SLS and
FFF applications. Finally, a procedure will be demonstrated to
allow prediction of as-manufactured plastic part performance via
strongly coupled process-structure simulation approaches that
ultimately open the door to optimization of part performance
prior to physical prototyping.
Blake Heller, Baylor University
Computing Mechanical Properties from Orientation
Tensors for Fiber Filled Polymers in Axisymmetric Flow and
Planar Deposition Flow
Fused filament fabrication (FFF) is quickly becoming an industrially
viable additive manufacturing (AM) method that produces
economical and intricate 3D parts. The addition of discrete carbon
fibers to the polymer feedstock has been shown to improve
mechanical properties and the quality of the printed part. The
improvement in mechanical properties is directly dependent on
the fiber orientation state in the deposited polymer. To calculate
the decoupled fiber orientation state, the flow field must be
evaluated for the extrusion process. The mechanical properties of
the extruded fiber-filled composite are shown to be substantially
affected by the abrupt changes in the flow field due to extrudate
swell and melt deposition.
Abstracts of
AUTOMOTIVE
SESSION 12: Advances in Reinforcement
Technologies - Part 1 of 1:
Development on Fabrication and the Mechanical Property
of Hybrid-SMC
Sheet molding compound (SMC) is used for structural composites.
Generally, the mechanical properties of SMC reinforced with glass
fiber (GF) are relatively low, so SMC with carbon fiber (CF) has been
developed. This research focused on developing a new hybrid SMC
consisting of continuous woven fabrics sandwiched by chopped
fiber strands. This new SMC is called Hybrid-SMC. Composites from
GF-SMC, CF-SMC and hybrid-SMC were compression molded and
then their flexural properties were measured. This presentation
describes the results of the study.
Gleb Meirson,
Fraunhofer Project Centre for Composites Research
Basalt Fiber and its Application to Structural
Composite Design
The current market for composite materials is growing at an
incredible rate given the ability of these materials to enable efficient,
lightweight design. For structural applications, the current material
selection focuses on glass and carbon fibers, which operate at
extreme ends of the performance and cost scales. Basalt fiber is an
intermediate offering in terms of both performance and cost, with
the potential to excel in flexure and energy absorption applications
for both thermoplastic and thermoset applications. When applied
to the high-pressure resin transfer molding process, the basalt fiber
is shown to have properties exceeding those of a similar glassbased composite. The basalt-reinforced composite has a specific
strength that is ~50% higher and a specific stiffness that is ~25%
higher than the glass-reinforced composite. A new engineered
fiber is presented as an alternative to currently available selections
for high-volume applications.
Asami Nakai, Gifu University
Fabrication of Thermoplastic Composites with
Partially-Impregnated Commingled Yarn as New
Intermediate Materials
Continuous fiber reinforced thermoplastic composites (CFRTP)
have been attractive material systems due to their recyclability
and secondary processing in recent years. However, impregnation
of thermoplastic resin into fiber bundles is difficult because of the
continuous fiber and the high viscosity of the matrix resin. In order
to solve this problem, commingled yarn, which was the intermediate material for CFRTP has been developed. Commingled
yarn was the superior intermediate material in terms of impregnation and textile workability, but the misalignment of carbon
fibers sometimes occurred because of resin shrinkage during
molding. To solve this problem as well as improve impregnation
and mechanical properties, partially-impregnated commingled
yarn (PCY) was developed. PCY is a new intermediate material in
which polymer fiber from commingled yarn is melted and used to
impregnate a portion of the matrix.
— IN DIAMOND BALLROOM —
KEYNOTE 1
Craig Blue, Institute for Advanced Composites
Manufacturing Innovation (IACMI)
IACMI – The Composites Institute: Progress, Roadmap
and Opportunities
The need to reduce CO2 emissions and improve fuel economy is
providing an impetus for developments in lighter weight materials
and alternative powertrains. In order to realize commercial
application in mass produced vehicles for advanced composites,
costs and cycle times both need to be reduced. Further, endto-end simulation tools need to be integrated, validated, and
made widely available to speed development time and improve
confidence in the ability to predict as-built performance. The
Institute for Advanced Composites Manufacturing Innovation
(IACMI) is integrating materials, manufacturing, and simulation
development concurrently in order to aggressively meet the
needs of the automotive industry for hybrid and compositeintensive vehicle structures. This presentation will review the
progress made after the first year of operation, including key
activities currently underway, and the roadmap for future work.
Key technology needs will be presented as well as opportunities
for the entire supply chain to be integral to the success of the
institute and the composites industry.
KEYNOTE 2
Rick Neff, Cincinnati Inc.
BAAM - Big Area Additive Manufacturing - Using
Reinforced Plastics to Drive Innovation in Big 3D Printing
One of the latest and certainly one of the biggest innovations
in additive manufacturing technology is the development of
big area additive manufacturing (BAAM). Oak Ridge National
Laboratory (ORNL) and Cincinnati Inc. have collaborated to
prototype a very-large 3D printer. This additive manufacturing
machine is big enough to print furniture, a car, and even a
house in a very reasonable amount of time. The timeline of the
development will be explored from the CRADA process through
to a number of ground-breaking projects, and industry and
government partners introduced technology challenges that
earned a lot of publicity in the manufacturing world. Additive
manufacturing is no longer just for prototyping and is truly
migrating to production of some products.
23
Abstracts of
AUTOMOTIVE
Thursday, September 8
SESSION 13: Advances in Thermoset
Composites - Part 1 of 3: Epoxy Systems
Gleb Meirson, Fraunhofer Project Centre for
Composites Research
Recyclable High Pressure Resin Transfer (HP-RTM) Molding
Epoxy Systems and their Composite Properties
Implementation of composites in automotive manufacturing is
driven by cost reduction. High-pressure resin transfer molding
(HP-RTM) allows part manufacturing cycle time to be as low as
a few minutes, helping to lower costs. However, the thermoset
materials used in HP-RTM are not recyclable, which is damaging
to the environment and increases production costs. A new series
of epoxy curing agents have been developed that enables the
manufacture of recyclable thermoset products. In the present
work, manufacturing of epoxy/carbon fiber preform panels is
described. Following a subsequent processing, the epoxy used in
production was recycled and the carbon fiber reused. Mechanical
testing was done and the results will be discussed.
Peter Dijkink, Alzchem AG
New Liquid Latent Epoxy Hardeners for Automotive
RTM Applications
Much development work in recent years has focused on the
resin-transfer molding (RTM) process for producing carbon fiberreinforced composite parts. One of the challenges in this market is
to ensure a reliable and robust process that consistently produces
high quality part-to-part. The drawback in amine-cured systems
is their very-short processing windows. Already during flow they
start to react, with resin viscosity increasing and impregnation
becoming difficult or even coming to a stop. The advantage of
a latent-curing system is that it gives a relatively long, stable and
low viscosity, allowing homogeneous resin flow and excellent fiber
impregnation during injection. Only after complete mold filling
does the resin start to react. Additionally, a dedicated accelerator
has been developed to tailor flow and cure time further. Such a
latent cure systems allows for injection of large surface areas,
complicated shapes, and high fiber content structural parts.
Sigrid ter Heide, Hexion Inc.
Epoxy Matrix Technologies for Mass Production of
Composite Leaf Springs
Traditional leaf springs in vehicles are made of steel. As lightweight
material solutions become more attractive in view of compliance
with fuel consumption and exhaust emission reduction legislation,
composite leaf springs offer significant weight savings and lower
energy consumption during manufacture and use vs. steel. In
addition to offering greater design freedom, the composite leaf
springs eliminated the need for coatings or paint because final
parts are inherently corrosion free. The high build rate of high-
24
pressure resin transfer molded (HP-RTM) epoxy composite leaf
springs is discussed. Challenges in preforming and molding are
addressed. Finally, life-cycle analysis (LCA) demonstrates lower
carbon footprint and energy consumption during the part’s use life.
Composites - Part 2 of 3: Sheet-Molding
Compound
Husam Rasoul, Ashland Inc.
Low VOC / Low Odor SMC for Interior Applications
Significant changes in consumer attitudes toward vehicle
interior odor is one reason hampering the used of sheet molding
compound (SMC) inside the vehicle. In recent years, odor has
generally been associated with volatile organic compounds (VOCs)
and poor air quality, and the industry as a whole is interested in
lowering VOCs and odor for interior applications. Articles made
with unsaturated polyester- and vinyl ester-resin-based SMCs
where styrene is used as the reactive solvent are potential sources
for VOCs. This presentation will introduce new low VOC/low odor
standard density, low density, and structural SMC systems. Also
discussed will be methods of testing VOCs and comparison of
results to current systems.
Michael Sumner, Ashland Inc.
Development of Ultra Low Density Class A SMC with
Reduced Water Absorption
There is a very high interest in “lightweighting” in the automotive
industry due to pending regulations to increase fuel economy.
Recently, developmental efforts have focused on 1.1 SG and lower
sheet molding compound (SMC) systems with a good balance of
both surface quality and mechanical properties. Unfortunately,
lower density systems appear to have a greater propensity for
water absorption. Surviving the e-coat process is a requirement
for low density systems in high volume automotive applications.
Due to the high temperatures associated with the e-coat process,
minimizing water absorption is critical to eliminate blister
formation. Product development efforts will be presented that
have led to 1.1 and 1.0 density tough Class A SMC with lower
water absorption.
Paul Rettinger, Chromaflo Technologies Corp.
Lora Mason, Ashland Inc.
Mayur Shah, Continental Structural Plastics
UV Stable, Weather Resistant Sheet Molding Compound:
An Alternative Approach to Building Strong, Durable
Transportation Components
Parts molded from a UV-stable, weather-resistant sheet molding
compound utilizing a black internally pigmented color system are
being used in demanding automotive applications, including the
2017 Honda Ridgeline pickup box (including durable bed floor, inbed trunk, and tailgate liner). This SMC technology not only brings
strength and durability, but the molded composite eliminates
the need to paint. This feature allows for a more environmentally
friendly process, and since the color is integral throughout the
composite part, scratches and chips to the bed will have negligible
Abstracts of
AUTOMOTIVE
impact on consumer perception. This presentation will review the
development of the technology, outline the properties of the
composite, and demonstrate why this technology was chosen for
the demanding application.
Atieh Motaghi, Western University
Microstructure Characterization in Direct Sheet
Molding Compound
The direct sheet molding compound (D-SMC) process is one
of the newer techniques for manufacturing fiber-reinforced
composite materials. In the D-SMC process, bundles of fibers are
cut to approximately 25 mm lengths and distributed randomly
across the width of a paste consisting mainly of polyester resin
filled with calcium carbonate and other additives. The sandwich
of paste and fiber is passed through a roller section for degassing,
tow impregnation, and consistent dispersion, as well as glass fiber
wetout. The impregnated material then moves through a rapidmaturation zone where, in a temperature-controlled environment,
chemical thickening of the D-SMC material takes place within a few
minutes. In this work, charges of D-SMC consisting of 20% volume
fraction fiber in a polyester matrix were produced and compression
molded, then samples were cut and evaluated to characterize the
material. Results of the work will be presented here.
Composites - Part 3 of 3: Urethane &
Epoxy Systems
Corentin Pasco, Warwick Manufacturing Group
Characterisation of the Prepreg Compression
Moulding Process
Composites materials have shown great potential in replacing
traditional materials for automotive applications due to their
high specific strength and stiffness. However, developments in
the manufacturing process are necessary in order to scale up the
use of composite materials into high-volume applications. One
possible solution is prepreg compression molding due to its short
cycle time and potential for a high level of automation. Because
is necessary to prove that these processes are reliable and
repeatable, the current research focuses on the characterization
of the prepreg compression molding process through the use
of in-line monitoring methods, allowing process control to
be demonstrated as well as increasing understanding of the
compression molding process.
Daniel Park, Fraunhofer Project Centre for
Composites Research
Development of Polyurethane Sheet Molding Compound
The rapid increase in viscosity associated with highly reactive
polyurethane (PU) resins have prevented their use in sheet
molding compound. Recent advancements in catalyst chemistry
in conjunction with direct sheet molding compound (D-SMC)
technology has allowed for the continuous compounding and
molding of polyurethane-based SMC. The PU system in this study
maintains a low viscosity during compounding for effective fiber
impregnation. The tunable viscosity of PU-SMC facilitates the
uniform transport of fibers during the flow phase of molding,
with a snap-cure at molding temperature. A molding window of
up to several hours is attainable. A filled, glass fiber-reinforced PU
system has been investigated with fire retardant additives
to comply with regulations for rail applications. Very good
molding, de-molding, and surface appearance were observed
in demonstration parts. Initial testing showed PU formulations
with a 23% increase in tensile strength, 25% increase in tensile
strain at break, and an increase in energy absorbed in impact over
conventional polyester SMC formulations of similar fiber content
and filler loading. The most recent study of PU SMC that has been
formulated for structural applications with improved properties
will also be discussed in this presentation.
& Testing - Part 3 of 4: Multi-Scale Modeling
Andy MacKrell, MultiMechanics
Multiscale Analysis of a Chopped Fiber Injection Molded
Part using Abaqus and MultiMech
One of the challenges with the computer-aided engineering of
composite materials is the limited ability to efficiently identify,
isolate, and model the interrelated mechanisms contributing to
material non-linearity and failure. The goal of this study was to
determine if local damage initiation and propagation could be
sufficiently modeled via finite-element analysis so as to predict the
dominant damage mechanisms and the force-time responses of
a composite part. This analysis requires 3 interrelated steps, a) the
generation and analysis of a composite microstructure model, b)
the generation of a global scale coupon c) the multiscale analysis of
these previously created models. Good correlation with experiment
and acceptable run-times were achieved for this analysis.
Tod Dalrymple, Dassault Systèmes
Multi-Scale Simulations for Material Modeling
Most materials have some complexity of structure at the nano
or micro scale that influences their behavior at the continuum
level. To ensure continuum models are built to capture this
complexity, it is necessary to bridge the gap between molecular
scale models and the continuum. This approach is likely to be
particularly helpful for simulations of composite materials and
materials involved in additive manufacturing processes. Classical
and mesoscale simulations based on molecular structure can be
used to predict key properties, including cohesion and wetting,
mechanical behavior, diffusion, adhesion at surfaces, and phase
separation. Such simulations can be leveraged in finite element
(FE) simulations through homogenization of the predicted
material structure and through use of the simulated material
properties for FE input. In this presentation, we will work through
and extend one particular multi-scale workflow starting with
the construction and characterization of a thermoplastic copolymer at the atomistic level and ending with a macroscopic
part level simulation.
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Abstracts of
AUTOMOTIVE
Don Robbins, Autodesk, Inc.
Enhancement of Multiscale Modeling Methodology for
Short Fiber Filled Injection Molded Parts Subjected to
Bending Loads
To facilitate progressive failure structural simulation of short
fiber-filled injection molded parts, the multiscale modeling
methodology and software have been seamlessly combined to
link the results of injection molding simulation with subsequent
nonlinear multiscale structural response simulation. Recently,
this multiscale modeling methodology has been enhanced to
encompass short fiber-filled injection molded parts that are
subjected to out-of-plane bending loads, which required two
different enhancements that are the focus of this presentation.
& Testing - Part 4 of 4: Simulation of
Chopped Fiber-Reinforced Composites
Donald Baird, Virginia Polytechnic Institute
and State University
Simulation of the Role of Fiber Length on the Orientation
Distribution During Injection Molding
Long-fiber (lengths > 1mm) thermoplastic composites (LFTs)
possess significant advantages over shorter fiber (< 1mm)
composites in terms of their mechanical properties while retaining
their ability to be injection molded. Mechanical properties of
LFTs are highly dependent on the microstructural variables
imparted by the injection molding process, including fiber
orientation and fiber length distribution. As the fiber length
increases, the mechanical properties of the composites containing
discontinuous fibers can approach those of continuous fiber
materials. However, there is a lack of knowledge about the effects of
fiber length and fiber length distribution (FLD) on fiber orientation
kinetics. This lack of information provides an opportunity to
understand the length effect inherent in long fiber systems. The
Bead-Rod fiber orientation model takes into account the flexibility
of semi-flexible fibers that show small bending angles. In this
model, a flexibility parameter representing the resistive bending
potential is fiber-length dependent.
Dustin Souza, e-Xstream engineering
Local Anisotropic Stiffness & Damping Behaviors of SFRP
for Automotive FEA Applications
Reinforced plastic materials show a very interesting characteristic
that helps to improve the acoustic comfort of car passengers. Their
damping behavior is much better than metals and this specific
performance became a very important criteria to evaluate the
global quality of vehicles. Predicting the acoustic level inside
a passenger cell and also outside of the car is a very difficult
challenge as it depends on many parameters. The first step is
therefore to be able to efficiently capture the noise generated
by a single component. This already is not a simple task when
the part is made of reinforced plastics. Predicting the acoustic
response of a component requires accurate simulation of
its vibrational behavior, meaning its stiffness and damping.
When the part is made of reinforced plastics, the design
26
engineer has to deal with a material fully dependent on the
local fiber organization. In such a part, the microstructure usually
shows a high degree of heterogeneity and anisotropy in terms of
stiffness and vibrational response. Only a material model based on
the matrix and fiber properties and taking into account the fiber
orientation distribution throughout the part can accurately predict
the stiffness response, and eventually the vibrational response of
said component. This also requires a material model able to capture
its damping behavior — itself anisotropic and dependent on the
local definition of the microstructure. This presentation addresses
current research and developments regarding the prediction of
reinforced plastic material behavior applied for frequency domain
analyses. Demonstrations will show how simulation can be
improved for automotive safety design simulations in particular,
helping to reduce design delay, cost, and mass of structures.
Sebastian Goris, University of Wisconsin-Madison
2016-2017 Rehkopf Scholarship &
Progress on the Characterization of the Process-Induced
Fiber Microstructure of Long Fiber-Reinforced Materials
Over all stages in processing long fiber-reinforced thermoplastic
(LFT) materials, the configuration of the reinforcing fibers changes,
which ultimately affects the mechanical performance of the
finished part. In order to gain a fundamental understanding
of the effects of processing on the microstructural properties
of the finished part, accurate and reliable measurement
concepts are necessary. This presentation discusses progress
on new measurement approaches to determine the full 3D
fiber architecture. The analyses include local cauterization of
fiber orientation, fiber length, and fiber density distributions by
applying sophisticated measurement techniques, such as microcomputed tomography (μCT) as well as an automated process
to determine the fiber length distribution. A comprehensive
study of the process-induced microstructure of injection molded
samples was carried out for a glass fiber-reinforced polypropylene
at a weight fraction of 40% and the heterogeneity of the fiber
architecture was analyzed. Results show that the assumption of
a uniform fiber length and fiber density distribution throughout
injection molded parts is not valid. The potential impact of the
heterogeneity of process-induced microstructure can be critical
and the simplified assumptions of uniform fiber length and fiber
density distribution might not be appropriate for accurate material
modeling approaches, especially when considering LFT materials.
Abstracts of
AUTOMOTIVE
SESSION 22: Opportunities & Challenges
with Carbon Composites - Part 2 of 2:
Applications & Technology Advances
Marco Bernsdorf, Solvay
Automotive Serial Application Process & Resin
Development for BMW M4 GTS hood program
Within the serial automotive business, cycle time and costs are
the main drivers when selecting a manufacturing process. Thus
it remains very difficult to insert carbon fiber-reinforced plastic
(CFRP) parts in serial cars. This presentation reports on a fast and
fully automated winding process to create a flat blank suitable for
press forming. It was essential to develop a new rapid cure B-stage
resin system to address the contradicting demands of material
handling during production and final part requirements. This was
the key to meet the customer’s “less than 5-min takt-time” target.
Additionally, an insight into anticipated results regarding takt-time
reduction will be provided.
Yutaka Yagi, Teijin Advanced Composites America Inc.
Changing the Future of Carbon Fiber Reinforced
Thermoplastic Composites
This presentation will describe a newly developed carbon fiberreinforced thermoplastic (CFRTP) that can be compression
molded to provide highly planar and isotropic fiber orientations
with longer fiber length in molded parts. These parts show greater
balance between excellent moldability and high mechanical
properties. The material’s superior isotropic nature provides
many advantages, such as more accurate CAE predictability,
dimension control in large parts, and excellent energy absorption
in compression mode — properties that are well suited for use in
automotive part design.
Composites - Part 4 of 5: Hybrid Composites
Warden Schijve, SABIC
New Thermoplastic Composite Solutions Present Viable
Options for Automotive Lightweighting
For automotive lightweighting needs, new innovative composite
material forms and design solutions can deliver the required
weight savings at acceptable cost. This will be illustrated
on examples of so called “hang-on” components, such as
an instrument panel cross-car beam and a side door. These
composite solutions are shown to be competitive compared to
alternative lightweight solutions.
Recep Yaldiz, SABIC
Innovative Predictive Solutions for Hybrid Thermoplastic
Composite Technology
Increasingly tighter requirements on CO2 emissions urge the
automotive industry to seek radical weight savings. This has led
to investigation of many new metal and plastic material systems,
including continuous fiber reinforced thermoplastic composites.
Multi-material hybrid solutions, combining continuous fiber
composites with short fiber composites via overmolding
technology, have been shown to be attractive. The overmolding
technology enables design freedom for functional integration
in combination with high performance lightweight composites.
Despite the fact that continuous fiber reinforced thermoplastic
composites principally meet the performance requirements from
industry, confidence still seems to be lacking for widespread
adoption today. Insufficient maturity of the manufacturing
process and predictive methods for these relatively new materials
are two of the main reasons. Therefore, a unique test component
was developed, enabling the demonstration of a complete
manufacturing process chain as well as predictive capabilities,
providing confidence for any generic future component in a car.
Bert Rietman, SABIC
Manufacturing Solutions for Hybrid Overmolded
Thermoplastic UD Composites
Hybrid overmolding of unidirectional (UD) thermoplastic
composites is considered to be one of the most promising
technologies for enabling further weight reductions in cars.
Although UD composites feature excellent properties, defect-free
handling, and fixation still pose a challenge. This presentation
discusses new solutions that are well-suited for automated
production to overcome the handling and fixation issues.
Composites - Part 5 of 5: Process
Developments
Mark Cieslinski, BASF Corp.
Material Properties of Injection Molded Glass and Carbon
Fiber Reinforced Thermoplastic Composites – A Review
A review of glass and carbon fiber- reinforced injection molding
materials is presented in order to provide a general reference
for proper material selection in a desired end-use application.
Quantifiable trends in the composites’ mechanical properties
highlight the differences between glass and carbon fibers as a
function of concentration and fiber geometry.
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Abstracts of
AUTOMOTIVE
John Dorgan, Colorado School of Mines
Reactive Processing - Cure Time vs. Heat Transfer
Some composites manufacturing techniques are difficult to
perform using thermoplastics. For example, infusion techniques
including RTM and VARTM typically rely on low molecular weight
precursors, which flow easily but then cure to form a cross-linked
matrix. In principle, thermoplastic precursors can also be used
and a number of ring-opening systems have been successfully
demonstrated (e.g. polyamide 6, polybutyleneterephthalate, etc).
However, many inexpensive polymers are derived from monomers
containing vinyl groups. In these cases, the curing reaction is highly
exothermic so that the cure time must purposely be lengthened
to avoid excessive heating. In this work, a mathematical model is
developed that incorporates reaction kinetics and heat transfer.
The model is validated against the Elium thermoplastic system
commercially available from Arkema. Once validated, the model
enables calculation of the appropriate amount of initiator to be
used for a given wall thickness. In addition, the model provide the
ability to explore “what if” scenarios that can be used to develop
various processing strategies. Cases are presented that show how
reaction rate and heat transfer can be manipulated in order to
minimize cycle times.
Hiroyuki Hamadat, Kyoto Institute of Technology
Thermoplastic Prepreg Insert Injection Molding
Composites: Mechanical & Adhesive Properties
Thermoplastic composites are widely applied within the
automotive industry. They are lightweight, have high specific
strength, and can be processed by injection molding. Insertinjection molding is a process that can be applied to a reinforcing
or decorative material to produce complex injection molded
parts. With insert-injection molding, molten polymer is injected
around the inserted material placed in the mold cavity, allowing
components to be joined without mechanical fasteners or
adhesives. In this study, two types of thermoplastic prepregs (glass
fiber/polypropylene (GF/PP) prepreg and carbon fiber/polyamide
6 (CF/PA 6) prepreg) were inserted. GF/PP resin is injected over GF/
PP prepreg while GF/PA 6 resin is injected over CF/PA 6 prepreg.
The role of adhesion between inserted part and injected resin on
the mechanical properties was measured by tensile and bending
tests and will be described.
Study of Production Stability in DFFIM
The direct fiber feeding injection molding (DFFIM) process is an
alternative method for producing long fiber-reinforced polymer
composites. The reinforcing fiber is fed in and compounded with
molten polymer at the vented barrel of an injection molding
machine. In this research, two types of glass fiber (GF) were injected
with recycled polyethylene terephthalate (RPET) matrix by DFFIM.
The effect of GF types and matrix feeding speed on fiber content and
mechanical properties of RPET/GF composites were investigated.
Additionally, the effect of short- and long-term processing was
studied. Fiber contents were varied according to types of GF and
number of GF roving as well as controlling matrix feeding speed.
Tensile modulus and tensile strength of the RPET/GF composites
increased with increasing GF contents. It can be noted that the fiber
content and tensile properties of the RPET/GF composites with
DFFIM process were consistent with long term processing.
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SESSION 23: Enabling Technologies Part 1 of 3: Process Comparisons &
Automatic Inspection
Javier Acosta, Fagor Arrasate
Manufacturing Cost Comparison of RTM, HP-RTM & CRTM
for an Automotive Roof
Manufacturing costs for conventional resin-transfer molding (RTM),
high-pressure RTM (HP-RTM), and compression RTM (CRTM) have
been analyzed for an automotive roof case. Process simulation
results have been used to refine the cycle time, equipment
specifications, and layout of each technology. Filling time for RTM
is 5-times longer than for HP-RTM and 12-times longer than for
CRTM. The shorter injection times for CRTM mean that higher
molding temperatures can be used, reducing total cycle time per
part, and greatly reducing the need for additional presses and
tools at high production volumes. Since equipment and tooling
costs dominate the total cost of the roof part, comparable parts
molded in HP-RTM and RTM are much more costly than those
molded in CRTM.
Martino Lamacchia, Cannon USA
CFRP Mass Production in Automotive: A Comprehensive
Review of the Main Approaches Available from a
Machinery Perspective
The growing demand for the reduction of CO2 emissions is pushing
the OEMs to decrease vehicle mass. Composites are one of the most
promising solutions, permitting a combination of high mechanical
performances with low weight. Traditional process technologies
like vacuum-assisted resin-transfer molding (VARTM) or autoclave,
however, are not productive enough to be used for typical
automotive production volumes. Average cycle times to obtain
carbon fiber-reinforced plastic (CFRP) parts, in fact, can easily go
beyond two hours, which seriously limits adoption of these types
of materials wherever higher volumes are required. Thanks to the
R&D efforts of both chemical companies and machinery suppliers,
a whole new way of making CFRP parts has been developed. This
presentation reviews the main CFRP mass production technologies
available from an equipment perspective and focuses on how to
combine preforming, injection, and pressing technology to achieve
production lines for high-pressure resin-transfer molding (HP-RTM),
wet pressing, and compression molding of both thermoset and
thermoplastic composites.
Scott Blake, Assembly Guidance Systems, Inc.
Automatic Inspection of Composite Parts
Meeting high-rate production requirements for composite
parts for automotive applications requires in-process, automatic
inspection to ensure that parts are being produced correctly.
Automatic inspection processes for aerospace parts are used to
monitor composites production for material location, shear, fiber
orientation, wrinkles, bridging, and secondary bridging. Examples
of these systems and results are presented. Implementation issues
such as inspection data generation, physical installation, inspection
results data, and process control are also presented.
Abstracts of
AUTOMOTIVE
— IN PEARL ROOM —
SESSION 16: Nanocomposites Part 1 of 3: Key Trends & Hybrid Systems
Jo Anne Shatkin, Vireo Advisors, LLC
Addressing Safety, Health and Environmental Aspects of
Nanocomposites Across the Product Life Cycle
Nanoscale materials are being introduced into composites to take
advantage of a number of potentially beneficial properties, such
enhanced barrier properties, strength, sensing, lightweighting,
labeling, and improved environmental performance. However, as
novel materials, there is a high bar to acceptability, often requiring
safety demonstrations more challenging than for conventional
and long-accepted composite materials. The dynamic regulatory
landscape for nanomaterials introduces a diversity of requirements
depending on markets, including consideration of consumer
safety and end-of-life management. End users and retailers also
introduce safety and sustainability requirements. Challenges are
varied and include the current uncertainties about the risks from
exposure to nanoscale materials as well as simple measurement
issues. Further complexities relate to the lack of established
methods for demonstrating nanomaterial safety in composites and
unstudied nanomaterial transformations that could occur under
environmental conditions associated with post-manufacturing
stages of the product life cycle. This presentation will explore
some of the driving toxicology and exposure concerns from a
risk and product safety perspective, and offer ideas about how
to advance the demonstration of safety and gain market access
for this exciting class of new technologies. Examples such as
cellulose nanomaterials and carbon nanotubes will be discussed
as case studies.
Douglas Gardner, University of Maine
Mechanical Properties of Hybrid Talc-Cellulose NanofibrilFilled Polypropylene Composites
There is considerable interest in vehicle lightweighting in the
automotive industry through the application of new material
technologies, and polymer matrix composites are of primary
importance in meeting those goals. In addition, the application
of renewable materials like wood and plant fibers is of interest in
meeting sustainability goals and to replace petroleum-derived
feedstocks. This presentation discusses results of a study examining
novel hybrid polypropylene (PP) composites using a combination
of cellulose nanofibrils and talc for potential use in automotive
applications. The results showed that cellulose nanofibrils can
replace a portion of the talc which produces PP composites with
improved mechanical properties and lower density.
SESSION 20: Nanocomposites Part 2 of 3: Thermal & Mechanical Issues
Leonardo Simon, University of Waterloo
Improvement of Thermal and Mechanical Properties of
Polyimide using Metal Oxide Nanoparticles
Polyimide-based nanocomposites have attracted great attention
owing to their exceptional properties like outstanding thermal
stability, excellent mechanical properties, high glass-transition
temperature, good chemical, radiation and fire resistance
etc. Therefore these polymers are widely used in aerospace,
automotive, and microelectronic industries as films, adhesives,
sealants, coatings, insulators etc. Properties of polyimides are
mainly dependent on inter-chain interactions, hence can be
affected dramatically by introducing small fractions of inorganic
fillers within the polyimide matrix. This presentation reports on
work about the effect of Al2O3 and ZnO nanoparticles on thermal
and mechanical properties of polyimides.
Daniele Bonacchi, lmerys
Effects of Graphite Selection on Thermally Conductive
Compounds for LED Lamp Heat Sinks
Thermally conductive compounds are viewed as potential
replacements for metallic heat sinks in automotive and nonautomotive LED lamp applications. Graphite is certainly the main
candidate for thermally conductive applications that tolerate
electrical conductivity due to their high efficiency and reduced
costs. This presentation discusses how the introduction of graphite
substantially increases the thermal conductivity, especially along
the plastic flow (in-plane) direction. Several commercially available
graphite grades were tested in polyolefin model polymers and
showed that crystallinity, average particle size, and aspect ratio are
the 3 main factors that promote thermal conductivity. Also tested
was a special high-aspect-ratio graphite that delivers high thermal
conductivity at low loadings, providing an advantage in terms of
weight reduction.
Jacob Anderson, PPG Industries
Thermal and Mechanical Performance of Polyamide-6
Reinforced with Glass Fibers and Nanoparticles
Polyamide-based glass-fiber composites have been used
successfully in automotive underhood applications to
reduce vehicle weight through metal replacement and parts
consolidation. Some components, however, are difficult targets
due to their associated operating temperature and stiffness and/
or strength requirements. As such, the focus of this work was to
identify the effect of a nano-talc additive and increasing levels
of glass fiber reinforcements on the thermal and mechanical
performance of the resulting polyamide 6 composite. Researchers
found that heat deflection temperature (HDT) of the composite
could as effectively be increased with just 3 wt-% nano-talc as
with 20% fiber glass, although with some reduction in strength.
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Abstracts of
AUTOMOTIVE
Nicholas Kamar, Michigan State University
Graphene Nanoplatelet (GnP)/Triblock Copolymer Epoxy
Nanocomposites and GnP Modified CFRPs
This work explored the fracture behavior, toughening mechanisms,
and mechanical, thermomechanical, and fracture properties
of graphene nanoplatelet (GnP) and poly(styrene)-blockpoly(butadiene)-block poly(methylmethacrylate) (SBM) modified
epoxy. At only 1 wt% in the sizing, GnPs increased CFRP mode-I
fracture toughness (GIc, J/m2) by 100% with no corresponding
reduction in Tg and a 14% reduction in longitudinal flexural
strength. SEM of mode-I double cantilever beam fracture surfaces
showed that GnPs in the matrix near the fibers activated crack
bifurcation and deflection toughening mechanisms to increase
fracture energy.
SESSION 24: Nanocomposites Part 3 of 3: Graphene, Carbon Nanotubes,
& Nanocellulose
Alper Kiziltas, Ford Motor Co.
Graphene-Reinforced Bio-Based Polyamide Composites
This presentation will report on a sustainable approach to the
development of lightweight and high strength and modulus
materials for underhood applications. Composites based on biobased polyamide 6/10 and graphite nanoplatelets were prepared.
Mechanical, thermal (crystallization and thermal degradation), and
rheological properties of the composites were determined and
correlated with phase morphology.
Gurminder Minhas, Performance BioFilaments Inc.
Nano Fibrillated Cellulose for Reinforcing Composites
Cellulose filaments are produced using a proprietary process
that utilizes a mechanical treatment on renewable, sustainably
produced wood pulps to generate fibrillated cellulose. Due to their
high aspect ratio and low density, cellulose filaments have shown
improved performance of a wide variety of composites suitable
for use in automotive applications. The presentation will highlight
the use of cellulose filaments in reinforcing composite materials
while providing lightweighting opportunities. Recent work on
compounding cellulose filaments with polypropylene, polyamide,
and polyurethane composites will also be discussed.
Hao Zou, SINOPEC
Research on MWNTs and iPP Composites and their
Mechanical Properties
In this work, multiwall-carbon-nanotubes (MWNTs), β nucleating
agent, and polypropylene (PP) were mixed together to prepare
composites. These materials were subsequently molded at
specific processing conditions and the dispersion and mechanical
properties of the materials were studied.
30
KEYNOTE 3
Rich Fields, Lockheed Martin Missiles and Fire Control
Accelerated Introduction of New Material Systems
The need for accelerated product development continues to drive
design schedules, while the introduction of new materials in new
product designs continues to lag behind. The speed at which
new material systems are brought into product design can be
accelerated by early communication of a consensus understanding
of the needs and expectations of the various stakeholders,
and by developing tailored plans for new material maturation.
This presentation will reintroduce an existing, but often poorly
understood, framework for the central portion of a rational material
development process, supplemented with additional steps before
and after, which can accelerate new material introduction while
continuing to mitigate risk.
PANEL DISCUSSION:
Critical Issues in Automotive Composites: Technology,
Policy and Supply Chain
Moderator:
Dale Brosius, Institute for Advanced Composites
Manufacturing Innovation (IACMI)
Panelists:
Craig Blue, IACMI
Rich Fields, Lockheed Martin
Ove Schuett, Dassault Systèmes
James Staargaard, Plasan Carbon Composites
Rick Neff, Cincinnati Inc.
Friday, September 9
SESSION 25: USCAR/USAMP Carbon Fiber
Composite Front Bumper Crush Can Project - Part 1 of 2
Omar Faruque, Ford Motor Co.
Validation of Material Models for Crash Testing of Carbon
Fiber Composites
This presentation provides an overview and highlights of a
multi-year U.S. Council for Automotive Research (USCAR)-led
collaborative project, conducted under the U.S. Automotive
Materials Partnership (USAMP) of General Motors Co., Ford Motor
Co. and Fiat Chrysler Automobiles. The objective of this four-year,
U.S. Department of Energy-sponsored project on Validation of
Material Models (VMM) project is to validate new physics-based
Abstracts of
AUTOMOTIVE
crash models and evaluate commercial codes used for simulating
primary load-carrying automotive structures made of productionfeasible carbon fiber-reinforced composites for crash energy
management. The successful validation of these crash models
will allow the use of lightweight carbon-fiber composites in
automotive structures for significant mass savings.
Praveen Pasupuleti, ESI Group
Design of a Composite Bumper and Assessment of Current
Composite Crash Simulation Capabilities
Significant challenges impede the implementation of productionfeasible crashworthy composite designs into automotive
applications, including throughput, part quality, and the relative
immaturity of performance-prediction capabilities. The objective
of the USAMP VMM design task was to deliver an accurate crash
prediction of the front bumper and crush can (FBCC) system that
met the performance objectives based on baseline crash testing of
a steel surrogate design. This presentation provides an overview of
the design and analysis considerations of a compression molded
thermoset composite front bumper beam and crush can system,
applying 2D carbon fiber-woven fabrics for the primary structures.
Industry best practices in virtual engineering and optimization of
a manufacturable geometry of the composite bumper beam also
will be discussed.
Derek Board, Ford Motor Co.
Physical Crash Testing of Composite Bumper Beams
The USAMP’s VMM project required physical crash testing of
carbon fiber-reinforced composites. These destructive tests were
comprised of preliminary baseline steel front bumper/crush-can
(FBCC) assemblies under 6 crash modes (full frontal NCAP, IIHS
offset, 30 degree angular, frontal pole, and low-speed quarter
and midpoint) in order to provide design targets for the carbon
composite FBCC. The newly proposed CORA ISO standard
was used to quantify the time-histories of each steel system
and correlate crash modes to CAE predictions using LS-DYNA,
RADIOSS, Abaqus, and PAM-CRASH. Next, carbon composite
FBCCs were designed, manufactured, and tested following the
same procedure. The presentation will cover work-in-progress
to analyze carbon composite beam crash data and provide
preliminary results.
Anthony Coppola, General Motors Co.
Thermoset Composite Materials & Processing for a
Composite Bumper Beam System
This presentation will focus on the commercially available
thermoset materials and processing procedures used to
manufacture the front bumper and crush can (FBCC) system. The
materials and processing selection and validation is based on a
design-build-test strategy, which relies heavily on prediction
at all stages of the process. The FBCC system uses compression
molded carbon fiber/epoxy prepreg for primary structural
zones and carbon fiber/vinyl ester sheet molding compound
for geometrically complex architectures. Manufacturing details
including layup, preforming, and molding procedures are
described with a focus on issues that arose and solutions that
were implemented.
SESSION 29: USCAR/USAMP Carbon Fiber
Composite Front Bumper Crush Can
Project - Part 2 of 2
Art Cawley, Dow Automotive
Joining and Assembly System for Thermoset &
Thermoplastic Composite Materials
The USAMP VMM Project’s front bumper beam and crushcan system (FBCC) were designed for ease of assembly using
commercially available adhesive materials with a patentpending joining approach, and readied for crash testing under
6 high-speed and low-speed loading conditions. A joining and
assembly approach was first validated for simple part shapes,
and then scaled up to arrive at a production-feasible joining
process for the FBCC. This presentation describes the use of
mechanical analysis and test methods to qualify the joints, and
the learning applied to the development of equipment and
fixtures designed to handle unique adhesive preparation and
cure requirements. Close collaboration between automotive
OEMs, academia, and supplier team members helped establish
the optimum bonding methodology for the thermoset and
thermoplastic composite materials.
Praveen Pasupuleti, ESI Group
Composite Fabric Manufacturing Studies by Simulation
and Experiment
This presentation discusses the application of draping and
manufacturing simulation tools to anticipate potential defects
and try out different process setups with initial design for
manufacturability of a composite front bumper beam and crush
can system. The specific focus will be simulation studies on these
2 continuous-fiber, 2-D fabric-reinforced composite parts with
simulation and experimental trials, and the layup of multiple plies
of fabric composite prepreg for fabrication of the bumper beam
and crush cans. Two different approaches are discussed for the
simulation of a large and complex geometric part, and different
simulation trials run on relatively smaller but more complicated
parts. The manufacturing simulation method is based on finite
element analysis of composite materials in draping, and to
calculate the bending and in-plane shearing effects with decoupled stiffness values.
Jeff McHenry, Shape Corp.
Development of Carbon Fiber Reinforced
Thermoplastic Composites
Thermoplastic composites reinforced with continuous carbon
fibers face significant barriers to overcome before they are widely
used in large and complex automotive structural components,
such as a front bumper crush can system. These include cost, mass
production methods, and predictive techniques. This presentation
will outline the primary development of carbon fiber-weave
reinforced polyamide for production of crush cans under the
collaborative effort between automotive OEMs and suppliers on
the USAMP VMM Composites project.
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Abstracts of
AUTOMOTIVE
Cameron Dasch, Highwood Technology LLC
Non-Destructive Testing throughout the Development of a
Carbon Fiber Composite Automotive Crash Structure
Ayse Ademuwagun, Varroc Lighting Systems
Biobased Headlamp Housing for Automotive Lighting
Miscanthus or switchgrass fibers are bio-sourced renewable
This presentation is a case study of how non-destructive
evaluation (NDE) can accelerate the carbon fiber-reinforced
composite component development process, and how to modify
a composite design to facilitate NDE. NDE techniques were
used to verify the quality of the materials, joining, and assembly
throughout the development of the USAMP carbon composite
front bumper and crush can (FBCC) system. These methods were
used at each stage, from flat plaques to simple geometric shapes
to the final 3-dimensional FBCC structure, and included studies of
both as-built and crash-tested components in order to study and
correlate failure modes. The methods selected were chosen for
sensitivity, speed, and ability to deal with complex 3-D structures,
such as ultrasonic pulse/echo (both conventional and phasedarray), low-energy X-ray radiography, computed tomography (CT),
and optical surface scans.
materials that can be used as fillers in various polymer
matrices. Carbonization and oxidative acid treatments make
these bio-materials more compatible with a polypropylene
(PP) matrix. These bio-carbons could replace talc to reduce
part weight by 8-20%, while reducing the carbon footprint
and improving sustainability for the automotive industry.
In this study, the performance of headlamp housing parts
made with bio-PP were compared and tested against talc PP.
SESSION 26: Sustainable Composites Part 1 of 2: Biopolymers & Bio-Precursors
Fatimat Bakare-Batula, University of Böras
Synthesis & Characterization of a Biobased Thermoset
Resin from Lactic Acide & Allyl Alcohol
New bio-based thermoset resins have been synthesized using
lactic acid oligomers to produce 2 different resin structures.
The first resin is comprised of an allyl alcohol-terminated lactic
acid oligomer, which was end-functionalized with methacrylic
anhydride (MLA) resin. The second resin is comprised of a mixture
of allyl alcohol-lactic acid oligomer and pentaerythritol. The mixture
was then end-functionalized with methacrylic anhydride (PMLA
resin). The resins were then characterized and results showed that
the PMLA resin has better mechanical, thermal, and rheological
properties than the MLA resin, and both had properties that were
comparable with a commercial unsaturated polyester resin. The
bio-based content of 90% and glass transition temperature at
113°C for the PMLA resin makes it a good candidate for composite
applications where petroleum-based unsaturated polyester resins
are normally used.
Christopher Ellen, BioAmber Inc.
Bio-Based Succinate Polyester Polyols in
Thermoplastic Urethanes
For decades, various bio-based monomers have been used to
increase the renewable carbon content of polyester polyols (PEP)
for polyurethanes. Bio-based succinic acid (SA) is now readily
available from bio-technology, which uses sugar (derived from corn
or other plant sources) as a feedstock in a yeast fermentation and
extraction process. Bio-based SA and SA-PEPs provide formulation
flexibility for polyurethanes and can enable thermoplastic
urethanes with differentiated properties and renewable carbon
content, thus enabling sustainability and performance.
32
SESSION 30: Sustainable Composites Part 2 of 2: Carbon Capture & Natural
Fiber Reinforcements
Mica DeBolt, Ford Motor Co.
Ford Blue Sky Project - The Future of Recycling CO2 into
Polyurethane Foams
Carbon dioxide is one of the greenhouse gases present in
Earth’s atmosphere that is contributing to global warming. The
carbon from carbon dioxide can be used to synthesize different
molecules such as polyols, which, in turn, can be used to formulate
materials like polyurethane foams. Flexible polyurethane foam
samples were prepared using concentrations of up to 50% of 2
polyols derived from waste carbon dioxide to determine whether
the final foam products met automotive standards for use in
seating applications. Due to limitations in viscosity, processing,
and wet compression set properties, inclusion of 30% of these
polyols into flexible polyurethane foam showed potential for use
in automotive applications. To further enhance the strength and
thermal stability properties of the carbon dioxide-based flexible
polyurethane foams, fillers derived from recycled or sustainable
sources were used. Micronized rubber, rice husk ash, and cellulose
filaments were incorporated into the foam structure at various
concentrations.
William Jordan, Baylor University
Banana Fiber Reinforced LDPE Composites for Use in
Injection Molded Parts: Properties and Processing
This study looks at two different chemical treatments designed to
promote the interfacial bonding between banana fibers and an
LDPE matrix: peroxide treatment and permanganate treatment.
The effects of the treatments on the tensile properties of individual
banana pseudo-stem fibers were explored, with peroxide
treatment enhancing the tensile properties and permanganate
treatment having an inconclusive effect. Untreated banana
pseudo-stem fibers provided a measurable increase in composite
properties, especially in tensile stiffness. Permanganate treated
fibers provided little to no advantage in composite properties
compared to their untreated counterparts, even with post-fracture
analysis showing enhanced interfacial bonding.
Abstracts of
AUTOMOTIVE
Henning Karbstein, BASF Corp.
Marc Hayes, International Automotive Components
Natural Fiber-Reinforced Sunroof Frame
An environmentally sustainable and lightweight, natural fiberreinforced sunroof frame has launched on a 2017 sedan-type
vehicle. The proprietary innovation is made of 70% renewable
raw material content and provides up to 50% weight saving vs.
conventional metal-reinforced steel sunroof frames. A water-based,
low emission acrylic binder technology was used to enable this
thermo-stable nonwoven composite with hemp and kenaf fibers.
SESSION 27: Enabling Technologies Part 2 of 3: Compression & Injection Molding
Neil Reynolds, Warwick Manufacturing Group
The Development of an Augmented Stamp-Forming
Process for High-Volume Production of Thermoplastic
Composite Automotive Structures
While stamp-formed aligned continuous fiber reinforced
engineering thermoplastics (CFRTPs) offer the automotive
engineer an attractive blend of performance, cost, and
recyclability, the geometric complexity, and hence the
opportunity for parts integration is inherently limited due to the
nature of laminate materials. Conversely, short- and long-fiber
reinforced thermoplastic flow-forming compounds have proven
to be very capable in delivering highly integrated components,
but only up to a semi-structural performance level. The addition of
sub net-shape CFRTP inserts into these flow-formed components
has yielded increased performance and weight saving potential,
but ultimately limitations on the maximum structural performance
remain, restricting thermoplastic composite (TPC) insert molding
to automotive semi-structures. In this presentation, a 1-shot
augmented stamp-forming (ASF) manufacturing process for
TPCs is presented. The ASF process employs a combination of
a stamp-formed CFRTP high-performance laminate outer with
a flow-formed high geometric complexity inner structure. The
opportunities, challenges and disadvantages of using the ASF
process are discussed and component manufacturing case studies
are described, demonstrating the research carried out from initial
process proof-of-concept towards full process definition.
Matthias Graf, Dieffenbacher GmbH Maschinenund Anlagenbau
Tailored Fiberplacement LFT-D - Flexible and
Economical Process for the Mass Production of
Hybrid Lightweight Composites
suit the needs of the automotive industry in terms of product
dimensions, throughput capacity, and material efficiency. The
system can be integrated into different line configurations, such
as with a tailored direct long-fiber thermoplastic (D-LFT or LFT-D)
line that allows for back molding of the tailored blanks with LFT
compound so as to produce semi-structural and structural parts.
By functionalizing the UD tape structure with LFT, thin ribs can
be formed and inserts can be molded in. Both materials can be
combined flexibly in order to use UD tapes for local reinforcement,
thereby minimizing material cost. With this technique, component
production with a very-short cycle time of < 1 min is possible.
Stephen Greydanus, Hexion Inc.
Liquid Compression Molding (LCM) Technology for
Mass Production of Continuous Fiber Composite
Epoxy Matrix Components
Material and process technologies enabling mass production
of continuous fiber composites for lightweight automotive
applications have matured greatly in recent years. Many
production programs have been introduced successfully to
the market. Liquid compression molding (LCM) has developed
as a complimentary process technology to high-pressure
resin transfer molding (HP-RTM), both of which have become
essential technologies for rapid molding of epoxy-based
carbon and glass fiber-reinforced composites. The LCM process
allows manufacturers to take full advantage of today’s fast-cure
epoxy systems and dispensing/compression press molding
technologies. Sub-90 second “button-to-button” times are being
achieved today, supporting annual part productions volumes
of 50,000-100,000 units. Whereas in the HP-RTM process, resin is
injected into a closed mold cavity containing the fiber stack, in
LCM resin is applied by automated pouring on top of (or beside)
the fiber stack before the mold is closed. As the tool closes, resin is
pressed into the fiber stack and the part is rapidly cured.
Alexander Roch, Fraunhofer Institute for
Chemical Technology
2-Component Air Guide Panel Manufactured by
Co-Molding & Foaming using Core-Back Technology
Using the example of an air guide panel for the next generation
of BMW 7 Series cars, the lightweight potential of foam
injection molding in combination with core-back technology is
highlighted. The part is a co-molded, hard-soft combination
consisting of 2 different materials: a hard polypropylene and a
soft thermoplastic elastomer. This presentation introduces the
manufacturing process and focuses on the material savings that
can be achieved by the core-back expansion technology, which
in this case was 20%.
This presentation will introduce the features and performance
of a new tailored fiber placement system that allows for layup
of unidirectional (UD) tapes with any fiber orientation, near net
shape into a tailored blank, and it can do so rapidly and reliably.
The machine is capable of laying up 4 different types of tape
within the process. The new generation system is designed to
33
Abstracts of
AUTOMOTIVE
SESSION 31: Enabling Technologies Part 3 of 3: Tooling, Cores, Profiles,
& HP-RTM Variants
Steve Verschaeve, RocTool
An Innovation in Composites Process: Light
Induction Tooling
This presentation will introduce a new molding technology
called light induction tooling (LIT). This process is presented as a
complete manufacturing solution for both thermoplastic and
thermoset composite materials. A wide range of transformed
material will be presented, in association with their process
parameters using LIT as compared with the conventional
compression molding process. The light tooling structure
integrating induction technology allows for a reduction of cycle
times, better control of temperature, and low energy cost. Also
included will be a real-world application showing the progression
of a production project from a standard compression process to
an LIT process.
Ottorino Ori, Persico SpA
New Moldable & Washable Cores for Hollow
Composite Parts
Different techniques may be used to form fiber-reinforced parts
around a sandwiched core, which often is made from foamed
polyurethane or special structural foams. In spite of the wide
range of applications of core elements, the process for removing
such a part from the final molded component still presents some
limitations and involves difficult and costly procedures. Recent
research has focused on development of a new class of polymers
in combination with tooling for composites and advanced
rotomolding. This led to the development of moldable cores
that can be washed away with hot water in an efficient industrial
process. The cores may be molded via injection or rotomolding
depending on geometry and production volumes required.
Klaus Jansen, Thomas GmbH + Co. Technik + Innovation KG
Mass Production of Curved Profiles for Car Bodies - Process
and Machines
Profiles of various shapes and cross-sections are a central
element of today’s chassis, drivetrains, and car bodies, especially
for vehicles based on a space-frame concept. From a profile
manufacturer’s point of view, suitable classification criteria for the
profiles needed are the kind of curvature, the kind of cross-section
and the design of the connection area. All these features might
need different manufacturing processes like rolling, extruding,
forging, bending etc. Until recently pultrusion was the only real
mass production process for fiber reinforced profiles and it could
only be used to manufacture straight profiles, which greatly
limited its use for the automotive industry. With the newly
34
developedradius pultrusion process, in which a moving and
elastic mold is used to create profiles, this barrier has been
overcome. The mass production of profiles with constant
curves of practically any radius is already state of the art. The
manufacture of profiles with variable radii has been demonstrated
and even the production of variable cross-sections is a potential
with this technology. Theory, practical examples, and also some
examples for the equipment are described in this presentation.
Philipp Rosenberg,
Fraunhofer Institute for Chemical Technology
New Process Variants of the HP-RTM Process
With focus on future requirements for manufacturing highly
complex shapes with integrated functions, a new variant on the
high-pressure resin transfer molding (HP-RTM) process has been
developed to enable the process for quick and precisely controlled
injection and curing. Relevant process parameters have been
investigated to generate the basic know-how for the pressure
controlled RTM process (PC-RTM), which uses an integrated cavity
pressure control during injection and compression steps and has
the potential to decrease cycle time further to enable HP-RTM to
service mid- and high-volume production in the near future.
KEYNOTE 4
Ove Schuett, Dassault Systèmes
An Innovative Approach to Light Weighting and Managing
Vehicle Development Complexity
Crash detection systems, numerous passenger comfort options,
sophisticated car-to-car electronic communications, advanced
hybrid / electric propulsion systems, advanced materials
targeted at reducing in-cabin volatile compounds, and overall
mass reduction, are just a few of the many complicated systems
consumers and governments demand in today’s vehicles. And all
must be integrated into sleek designs and validated to a diverse
set of multiple global standards. Add in the variety of customer
wants, the variation of their price point, and the expanding use
of new materials, and we begin shed light on the ever-increasing
complexity of global vehicle development. Automotive OEMS
and their suppliers have in the past attempted to manage
this complexity by hiring additional highly skilled workers.
Unfortunately the added structural cost, massive training efforts,
last minute costly reworks to eliminate human error and improve
quality before starting vehicle production, and the documentation
to confirm validation and compliancy have proven to be
extremely difficult to control solely through the use of human
capital for most in the automotive industry. Research has shown
that we will generate more data this year than we have in all
Abstracts of
AUTOMOTIVE
the time up until 2003, and this copious amount of information
is enough to challenge even the most highly skilled workforce.
Since we know that computers are infinitely more accurate
than the human brain, does it not make good business sense to
increase the leverage of the best technology instead of relying
on a less accurate method? Highly developed computer-aided
technology has given OEMs and suppliers the ability to
virtually innovate, validate, and drive quality into the increasing
complex electronic and mechatronic devices found in consumerdesired vehicles today. A very few exceptional enterprises
have already recognized this and are utilizing technology to
enable their shift to 1) a single environment to architect, define,
simulate, and validate vehicle performance, mechatronic systems,
manufacturing processes, and regulations; 2) the capability
to define, execute, and monitor virtual and physical tests; 3)
manage the entire advanced materials lifecycle, including their
assignment to vehicle components; and 4) in-context simulation
with CAD/CAE with complete integration enabling fast iterative
learning cycles.
KEYNOTE 5
James Staargaard, Plasan Carbon Composites
Development of a Carbon Fiber Reinforced Roof Frame
Using the High Pressure Resin Transfer Molding Process
Composites technology for the automotive market continues
to advance rapidly. Increasing knowledge of composite design,
simulation tools, new materials, and process equipment are all
contributing to making composites better performing and more
affordable for mass-produced vehicles. In particular, the highpressure resin transfer molding (HP-RTM) process is enabling
manufacturers to produce complex composite parts at shorter
and shorter cycle times. This presentation will describe the
development of a carbon fiber-reinforced composite roof frame
slated for future production. Several composite processes were
considered for the roof frame. The case illustrates that when the
(product) design, material, and process are considered together, a
very efficient part can be produced. Meeting all requirements, the
resulting part weighs 60% less than the original in magnesium.
The part will be the first HP-RTM part made in North America
for a series production vehicle. Of equal significance, the
development process for the part involved a unique collaboration
of several companies. Each company contributed its particular
expertise to the project including resin, reinforcement, analysis,
process simulation, tool construction, preforms, and molding. The
collaboration enhanced the speed and technical success of the
overall development.
35
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TCAC_SPE-ACCE2016_QtPg_070116.indd 1
7/20/2016 3:50:42 PM
Best Papers
The
SPE® Announces 2016 Automotive
Composites Conference and Exhibition
(ACCE) Best Paper Award Winners
2016 SPE ACCE Dr. Jackie Rehkopf Best Paper Award winners received the highest average ratings by conference peer reviewers
out of a field of 92 contenders. All three winners will be honored for excellence in technical writing with a commemorative plaque during
SPE ACCE opening ceremonies on September 7.
Sebastian Goris, a doctoral student at the University of Wisconsin-Madison (Madison, Wis., U.S.A.) and graduate research assistant at
the Polymer Engineering Center (PEC) took first place in this year’s competition; Dr. Ying Fan, a research engineer in the Department of
Mechanical and Materials Engineering at Western University (formerly University of Western Ontario; London, Ont., Canada) took second
place; and Christoph Kuhn, who is simultaneously working as a project engineer in the Group Research department at Volkswagen AG
(Wolfsburg, Germany) and also pursuing a doctorate degree at Friedrich-Alexander University Erlangen-Nuremberg, (Erlangen, Germany)
placed third in the competition.
The conference’s best paper awards honor long-time SPE ACCE committee member, session organizer, two-times technical program
co-chair, and long-time automotive-composites industry researcher, Dr. Jackie Rehkopf.
Goris was lead author along with his advisor, Prof. Tim Osswald of the Polymer Engineering Center (PEC)
at University of Wisconsin-Madison (UW-Madison) on a paper entitled Progress on the Characterization
of the Process-Induced Fiber Microstructure of Long Glass Fiber-Reinforced Thermoplastics. The paper
will be presented on September 8 from 11:00-11:30 a.m. in the Virtual Prototyping & Testing - Part 4
session at the conference. About his topic, the author says, “The work described in this paper discusses
new measurement approaches that we’ve developed at the PEC to determine the full three-dimensional
fiber architecture obtained using micro computed tomography technology for fiber orientation and fiber
density distribution as well as an automated process to determine the fiber-length distribution. Results of
the work measured on 40-wt% injection molded long [glass] fiber-[reinforced] thermoplastic polypropylene
[LFT-PP] suggest that the common assumption of uniform fiber length and fiber density distribution
in injection molded parts is not correct. The potential impact of the heterogeneity of process-induced
microstructure that we found can be critical for accurate analysis of LFT parts and should inform future
material modeling approaches.”
Originally from Germany, Goris holds a B.S. degree from the Department of Mechanical Engineering at
RWTH Aachen University (Aachen, Germany). In 2012, he received a full one-year scholarship from the
German Academic Exchange Service (DAAD) to attend graduate school at UW-Madison where, under the
direction of Prof. Osswald, he completed his M.S. degree in Mechanical Engineering and now is pursuing a
doctorate in the same discipline as well as a minor in Business Administration. Already Goris has authored
or co-authored papers in six conference proceedings as well as a chapter on Composites Manufacturing
Processes for the Mechanical Engineering Handbook, 2nd edition. Additionally his work has been featured on posters and presentations
given at conferences in the U.S., Germany, and Israel. Besides working as a graduate research assistant, Goris also holds the position of
chief engineer at the PEC at UW-Madison. In 2013, Goris’ course project placed second in the Ratner Award Competition at UW-Madison.
The following year he was a recipient of an SPE ACCE graduate scholarship from the SPE Automotive and Composites Divisions as well
as an Academic Achievement Award from the Division of International Studies and International Services at UW-Madison. In 2016, he
won a Dr. Jackie Rehkopf scholarship also from the SPE Automotive and Composites Divisions. After graduating, Goris plans to work in
transportation research on composite materials and processes.
42
42
Fan was lead author on a paper entitled Effects of Processing Parameters on the Thermal
& Mechanical Properties of LFT-D-ECM Glass Fiber/Polyamide 6 Composites. Her coauthors were Y.C Liu, T. Whitfield, T. Kuboki and J.T. Wood from Western University as
well as V. Ugresic from the Fraunhofer Project Centre for Composites Research (London,
Ont., Canada). The paper will be presented on September 7 from 2:30-3:00 p.m. in the
Advances in Thermoplastic Composites - Part 3 session. About her topic, Fan explains
“We investigated the influences of process parameters — including melt temperature,
extruder fill level, glass fiber temperature, and screw speed in the mixing extruder —
on the thermal and mechanical properties of direct/inline compounded 30-wt% long
[glass] fiber-reinforced thermoplastic [D-LFT] polyamide 6 [PA 6, also called nylon 6],
which was subsequently compression molded. The effects of processing parameters
on glass transition temperature [Tg], melt temperature [Tm], and relative degree of
crystallinity will be presented in this work.”
Previously, Fan was a postdoctoral associate in the Department of Mechanical &
Materials Engineering at Western University working under Dr. J.T. Wood from 20132015. Before that, she was an associate professor at Hebei University of Technology
(Tianjin, China) from 2009-2013, an assistant general manager at Yingzida Materials Co.
Ltd. (Hangzhou, China) in 2009, and an assistant professor at Dalian Jiaotong University
(Dalian, China) from 1997-2002. She earned a doctorate in Mechanical Engineering
(Polymer Engineering) from Western University in 2008 and has published more than
30 peer-reviewed journal papers.
Kuhn was lead author along with William Kucinski and Olaf Taeger at Volkswagen
Group Research and Prof. Tim Osswald at University of Wisconsin-Madison on a paper
entitled Lightweight Design with Long Fiber Reinforced Polymers — Technological
Challenges due to the Effect of Fiber Matrix Separation. The paper will be presented
on September 7 from 1:30-2:00 p.m. in the Advances in Thermoplastic Composites
- Part 3 session. About his research, Kuhn comments, “A major effect that results
when processing long fiber-reinforced thermoplastics [LFT] is fiber matrix separation
[FMS], which leads to a non-uniform fiber density distribution throughout the
part. Experimental investigations in compression molding with LFT composites
have shown an unequal distribution of fiber content in free-flow regions and
especially in complex geometries. In the case of rib sections, for example, fiber
content decreases greatly, leading to a significant change in component behavior.
Through experimentation, our team analyzed the governing mechanism of FMS and
developed a new approach for predicting the phenomenon.”
After earning his undergraduate degree in Mechanical Engineering at the RWTH
Aachen University in 2013, Kuhn was then awarded a full one-year scholarship
from the German Academic Exchange Service to attend graduate school at UWMadison. There, under the direction of Prof. Osswald, he completed his M.S. degree
in Mechanical Engineering in 2014 and returned to RWTH Aachen University to
complete a second master’s degree in Plastics and Textile Technology in 2015. Since
2014 he also has been pursuing his Ph.D. degree through the industrial doctorate program at Volkswagen AG’s Group Research under
the guidance of Prof. Osswald at the Friedrich-Alexander University Erlangen-Nuremberg. Kuhn’s work at Volkswagen is focused on
lightweight design projects with thermoplastic and thermoset composites for use on many Volkswagen brands. His work
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51
Sponsored by
Scholarship
Awards
SPE® Announces Winners of the ACCE,
Rehkopf Scholarships for 2016-2017 Academic Year
Winners of three annual SPE ACCE scholarships sponsored by the Michigan Economic Development Corp. (Lansing, Mich., U.S.A.) as well
as two new Dr. Jackie Rehkopf scholarships from an endowed fund that has been set up to honor the long-time SPE ACCE committee
member, SPE Automotive Division board member, and automotive composites researcher will be honored during opening ceremonies
at the 2016 SPE ACCE.
The two winners of the SPE ACCE graduate scholarships ($2,000 USD each) were Mr. Lu Wang of University of Maine-Orono (Orono,
Maine, U.S.A.) and Mr. Srikanth Raviprasad of University of Illinois at Urbana-Champaign (Champaign, Ill., U.S.A.). A third ACCE
scholarship (also $2,000 USD) for a student attending a university or college in the U.S. state of Michigan was won by Ms. Mariana
Batista of Michigan State University (East Lansing, Mich., U.S.A.). The two Rehkopf scholarships ($5,000 USD each) were won by Mr.
Sebastian Goris of University of Wisconsin-Madison (Madison, Wisc., U.S.A.) and Mr. Robert Hart of University of Iowa (Iowa City, Iowa,
U.S.A.). ACCE scholarship winners are required to present the results of their research at next year’s SPE ACCE show, September 6-8, 2017;
Rehkopf scholarship winners are required to either present the results of their research at next year’s SPE ACCE or publish them in an SPE
journal. Both scholarships are administered as part of the SPE Foundation® (Bethel, Conn., U.S.A.).
Lu Wang won his SPE ACCE graduate scholarship with the topic: Cellulose Nanofibrils
Reinforced Polypropylene by 3D Printing for Lightweighting. About his project and its
potential impact on the automotive composites industry, Wang said, “CNF [cellulose
nanofibrils], a type of nano-scale cellulose fibers, have extraordinary potential to be used
as a reinforcement in polymers. They are estimated to be as strong as steel, but fivetimes lighter and with stiffness equivalent to high-performance aramid fibers. Compared
to other kinds of reinforcements, CNF has lower density, higher specific strength and
modulus, lower cost, worldwide availability, recyclability, and biodegradability. On a
related subject, 3D printing has been found to benefit the automobile industry, especially
for prototyping design and testing. However, two obstacles exist for 3D printing some
semi-crystalline polymers like polypropylene (PP). First, the PP molecule crystallizes
during printing, which leads to residual stresses and warpage of the printed layers.
Second, the mechanical properties of printed polymers are only 60-80% of their injection
molded counterparts because the printing process generates many voids inside parts.
Hence the two objectives of my research are to explore the use of CNF in 3D printed PP
and to make printed PP parts equally strong as their injection molded counterparts.”
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Wang holds a B.S. degree from the Department of Wood Science at Central South Forestry University (Changsha, Hunan, China). He
continued to study bamboo-based engineering composites at Nanjing Forestry University (Nanjing, Jiangsu, China) and graduated in
2013 with an M.S. degree. He currently is a Ph.D. candidate in Forest Resources at University of Maine working under the supervision of
Prof. Douglas Gardner. He has had seven journal articles published and has two more awaiting publication. To date, papers Wang has
either authored or co-authored have been published in six journals (including two review articles) and two conference proceedings, and
he also has authored a chapter in the book Progress in Adhesion and Adhesives. His work has been featured on posters and presentations
given at conferences in the U.S., Canada, and China. He was the winner of a graduate student poster competition for the SPE Polymer
Nanocomposites Conference in 2014. He also won the George L. Houston Scholarship (2014) and Blumenstock Family Forest Products
Graduate Student of the Year Award (2015) from the School of Forest Resources at University of Maine. In addition, he co-mentored
two students from the National Science Foundation-Research Experience for Undergraduate (NSF-REU) program for research on
cellulose nanofiber modification and 3D printing. After graduation, Wang plans to continue working in research in the field of polymer
nanocomposites at an industrial research center or a university.
Srikanth Raviprasad won his SPE ACCE graduate scholarship with the topic: Novel
Structure-Material System to Resist High Velocity Impacts. Explaining the significance of his
work on the automotive composites industry, Raviprasad said, “My aim is to elevate the
current technology for sandwich structures by introducing a novel cellular architecture
— triply periodic minimal surface (TPMS) — made of polymers (primarily polyamide)
as the core material in order to improve the impact response and increase the energy
absorption of composite sandwich structures. The sandwich panel’s face sheets will be
designed using glass-fiber laminates of different fiber-volume fractions, with its stacking
and orientation criteria inspired by examples found in nature — like architectures of
armadillo and stomatopod shells — to effectively transfer impact load across the surface
rather than through the thickness of the structure. Results from both computations
and physical experiments will be compared against those obtained from traditional
aluminum-core sandwich structures used today to see if we can achieve a better material
response with our novel technology. If we are successful, it could effectively lead to both
lighter weight and lower cost components for rough-terrain vehicles that are prone to
impact loads from ground, weather, and the other conditions.”
Originally from India, Raviprasad earned his Bachelor’s degree in Mechanical
Engineering from Manipal University (Manipal, Karnataka, India) in 2015 and graduated
as his department’s Special Achiever for two consecutive years. During his tenure as an
undergraduate student, he served as the subsystem head of the Structures Thermals and
Mechanisms team for his university’s student satellite project where he guided the project
through a successful preliminary design review phase with the Indian Space Research Organization. Raviprasad has published over 10
papers in conference proceedings, and journals, was selected as a GE Foundation Scholar-Leader in 2013, and also received a Sir Ratan Tata
Travel Grant in 2015. Additionally, he was awarded a Bronze Volunteer certificate for work with the Volunteer Services Organization. As an
intern, Raviprasad has worked on diverse projects in the healthcare, aero-structures, composite materials, and aerodynamics industries
while at General Electric Co., United Technologies Corp., National Aerospace Laboratories, and the Indian Institute of Science. He currently
works as a graduate research assistant and a graduate teaching assistant at the University of Illinois at Urbana-Champaign under Dr. Iwona
Jasiuk. He extended his professional experience by interning at Gulfstream Aerospace Corp. this summer and plans to graduate by the
end of 2016 with an M.S. degree in Aerospace Engineering. He also is a certified Lean Six-Sigma Green Belt, McKinley Toastmaster, PADIcertified Open Water scuba diver, and a student member of the American Institute of Aeronautics and Astronautics (AIAA).
53
Scholarship Awards
Mariana Desireé Reale Batista won her SPE ACCE Michigan scholarship with the
topic: Hybrid Cellulose Composites: Lightweight Materials for Automotive Applications.
Describing the research she will do on this project, Batista says, “Lower weight, high
strength, and high stiffness are often identified as desirable properties for parts used
in both the aerospace and automotive fields. In order to achieve these engineering
goals, meet the fuel economy and emissions mandates in many parts of the world,
and contribute to global sustainable development, cellulose fibers have attracted
considerable attention within the transportation industry. As a class of reinforcing agents
for polymer composites, they have been widely studied because of their low cost, low
density, high mechanical properties, and considerable environmental benefits. My
proposed research is focused on development of hybrid composites combining cellulose
fiber with glass fiber, carbon fiber, and talc in matrices of polypropylene or biobased
polyamide, and on evaluating the mechanical and thermal properties of the resulting
composites for automotive underhood and body interior applications. In this project
I am investigating synergetic effects of combining various fibers, looking for the ideal
concentration of each constituent, and also qualifying the fiber-matrix interphase. It is
worth mentioning that hybrid composites reinforced exclusively with cellulose fibers are
less frequently developed, but they also are potentially useful materials with respect to
environmental concerns for automotive applications. The hybrid cellulose composites
from this research may replace or reduce the use of synthetic fibers in many automotive
applications leading to weight and cost savings. Therefore this new approach to the
development of eco-friendly and lightweight composite materials should be beneficial
to the transportation industry.”
Originally from Brazil, Batista graduated summa cum laude with a B.S. degree in Mechatronics Engineering in 2011 and received an
M.B.A. degree in Administration and Business Management in 2014, both from Universidade Salvador (UNIFACS, Salvador, Brazil). After
graduating, she worked at Ford Motor Co. in Camaçari, Brazil as a product development engineer in the powertrain department, where
she was awarded a certificate of excellence in 2012 in recognition to her good performance leading manual transmission development
for Ford’s South American Operations. After several years at Ford, in 2014 Batista received a full-time scholarship from the Brazilian
government (CAPES) to pursue a doctorate degree in the U.S. She currently is a doctoral student in Materials Science & Engineering at
MSU working under the supervision of Prof. Lawrence Drzal. There, she works in the Composite Materials and Structures Center where
her research is focused on carbon fiber-reinforced polymer composites, specifically modification of the fiber-polymer interphase with
cellulose nanowhiskers. Batista’s work has been featured on posters at conferences in the U.S. During the summer of 2016, she interned
at Ford Motor Co. in Dearborn, Mich., U.S.A., where she worked as a visiting scientist in
the Sustainable Plastics and Biomaterials Research Group. She has been involved in many
organizations as a volunteer, providing assistance in outreach activities and student
competitions. After graduation, she plans to work in the automotive industry investigating
the development of polymer composites. Batista says she hopes to share her experiences
and inspire new students and researchers in the field of sustainable materials.
Sebastian Goris won his Rehkopf scholarship with the topic: Experimental Evaluation
and Numerical Simulation of the Process-Induced Fiber Configuration in LFT Injection
Molding. About his work and its potential impact on the automotive composites
industry Goris says, “During moldfilling of LFT [long-fiber thermoplastic] materials, the
fiber configuration significantly changes as reflected by fiber attrition, excessive fiber
orientation, fiber jamming, and fiber-matrix separation. A major challenge in the field
of LFT processing has been and remains the lack of availability of reliable measurement
techniques to allow accurate fiber property measurements of sufficiently large samples
in a timely manner. The goal of my research is to gain an in-depth understanding of
the underlying physics behind fiber motion and the process-induced microstructure
of the fibers. As one part of my research, I’m developing novel measurement concepts
to evaluate the process-induced fiber microstructure to validate simulation results by
54
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using sophisticated techniques, including micro computed tomography. Additionally, I am working on new simulation approaches and
models to better predict changes in fiber configuration during processing — in particular to control and predict the reduction of fiber
length in LFT processing, which affects mechanical properties of the resultant part. As we develop expertise in measurement techniques
and modeling approaches, we’ll be able to apply them to study the relationships between microstructural parameters and unsolved
phenomena, such as fiber attrition and fiber agglomeration in injection molded parts. Eventually, the results of my work will translate
into an improved understanding of the damage and motion of fibers during injection molding, which is necessary to fully exploit the
lightweight advantages of LFT materials.”
Originally from Germany, Goris holds a B.S. degree from the Department of Mechanical Engineering at RWTH Aachen University (Aachen,
Germany). While completing his undergraduate degree, he focused on polymer processing and worked as a research assistant at the
university’s Institute of Plastics Processing (IKV). In 2012, he received a full one-year scholarship from the German Academic Exchange
Service (DAAD) to attend graduate school at UW-Madison where, under the direction of Prof. Tim Osswald, he completed his M.S. degree
in Mechanical Engineering and now is pursuing a doctorate in the same discipline plus a minor in Business Administration. Already
Goris has authored or co-authored papers in six conference proceedings as well as a chapter on Composites Manufacturing Processes
for the Mechanical Engineering Handbook, 2nd edition. Additionally his work has been featured on posters and presentations given at
conferences in the U.S., Germany, and Israel. Besides working as a graduate research assistant, Goris also holds the position of chief engineer
at the Polymer Engineering Center (PEC) at UW-Madison. In 2013, his course project placed second in the Ratner Award Competition
at UW-Madison. The following year he was a recipient of an SPE ACCE graduate scholarship from the SPE Automotive and Composites
Divisions as well as an Academic Achievement Award from the Division of International Studies and International Services at UW-Madison.
In 2016, he also won a Dr. Jackie Rehkopf Best Paper award for excellence in technical writing on a topic he will present at the 2016 SPE
ACCE. After graduating, Goris plans to work in research on composite materials and processes in the transportation industry.
Robert Hart won his Rehkopf scholarship with the topic: Multi-Physics Effects in
Carbon Fiber Polymer Matrix Composites. Discussing why his research will be of interest
to those working in the transportation composites field, Hart notes that “My project will
focus on developing theoretical models for designed optimal composite structures for
multifunctional applications. I’ll explore the use of new, advanced reinforcement media
(e.g. carbon nanotubes, buckypaper, and graphene) that provide optimum combinations
of electrical, thermal, and mechanical properties. My areas of interest include damage
modeling and the influence of damage on the multi-physics response in advanced
composites. This research should eventually lead to the development of “smart structures”
with capabilities like real-time damage sensing that will be of interest to manufactures of
aerospace as well as ground vehicles.”
Currently a doctoral candidate at the College of Engineering at the University of Iowa,
Hart also is a U.S. Department of Defense SMART Scholar and works in collaboration
with the U.S. Army Tank and Automotive Research and Development Engineering Center
(TARDEC). Before starting his Ph.D. study, Hart worked for three years as an R&D and
project engineer in the plastics industry for Centro Inc. (North Liberty, Iowa, U.S.A.). In
that role he led the design, budget proposal, and construction of an industry-leading
laboratory for material testing of cross-linked polymers. He also served as the plastics
materials expert on a team that developed a novel fire-retardant, multilayer-composite
fuel tank for applications in extreme operating environments. The tank was successfully
commercialized and is now the flagship product produced at a new manufacturing facility
Centro operates in Brazil. Upon returning to university, Hart served as a graduate teaching assistant for a mixed graduate/undergraduate
course on composite materials where he was able to draw on his industry experience to guide students as they developed their own
composite design projects. He also served as a guest lecturer when the primary instructor was traveling. He holds both B.S. and M.S.
degrees in Mechanical Engineering from the University of Iowa. After graduating with his doctorate in 2017, Hart will work at TARDEC full
time and continue to advance composites research in the ground-vehicle sector.
55
55
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SPE® Still Accepting
Donations for
Dr. Jackie Rehkopf
Endowed Scholarship
The SPE® Automotive and Composites Divisions, in
conjunction with The SPE Foundation®, have formed an
endowed scholarship to honor the memory of Dr. Jackie
Rehkopf and are still accepting donations. The groups hope
to raise funds for a sufficiently large endowment to allow
annual scholarships to be given to deserving undergraduate
or graduate students studying engineering or science and
with plans to work in the field of transportation composites.
Rehkopf spent her career doing research in the field of automotive plastics and
composites. She was a long-time SPE ACCE committee member, session organizer, and
two-times technical program co-chair. She also served on the SPE Automotive Division
board as a director from 2005 through 2014, plus was intersociety chair for 2 years and
treasurer for 2 years. She was active from the mid-1990s until 2014 with SAE International®,
T H E S P E F O U N DAT I O N
helping organize a large plastics session for over a decade for SAE Congress. Additionally,
she wrote a book in 2011 entitled Automotive Carbon Fiber Composites: From Evolution
to Implementation that was published by SAE. She was awarded an SAE Outstanding
Technical Contribution Award for her work in co-developing and sponsoring the
SAE Standard J2749 High Strain Rate Tensile Testing of Polymers. She authored many
publications and presented at numerous technical conferences during her 20 year career.
In both academia and industry, Rehkopf’s research interests were in mechanics of
materials. After earning both B.S. and Ph.D. degrees in Civil Engineering from the
University of Waterloo in Canada, she moved to the Detroit area and began work in 1994
as a materials engineer for Ford Motor Co. After 4 years, she became a technical specialist
at Ford in the company’s Research Lab Safety Department (from 1998-2003) and later
in the Materials Engineering Department (from 2003-2006). She left the automaker in
2006 to join Exponent as a senior engineer and consultant in the areas of mechanics of
How to
Contribute
Those interested in contributing to the
Dr. Jackie Rehkopf endowed scholarship
should send a check (made out to The
SPE Foundation) to:
The SPE Foundation - Rehkopf Scholarship
materials, structural mechanics and dynamics, experimental testing, and failure analysis.
Attn: Gene Havel
Rehkopf’s expertise was in high-strain-rate behavior of both metallic and polymeric
6 Berkshire Blvd, Suite 306
materials, and fatigue and creep of reinforced and non-reinforced plastics. In 2010, she
Bethel, CT 06801 USA
joined the R&D department of Plasan Carbon Composites as a senior researcher working
on carbon fiber-reinforced composites. During her first 2 years at Plasan, she split her
PLEASE mark in the Notes section of
time between the company’s Customer Development Center in Michigan and offices
your check that the funds are for the
at Oak Ridge National Laboratory where she was principal investigator for a 3-year U.S.
Rehkopf Scholarship so they are applied
Department of Energy (DOE)-sponsored project that Plasan participated in on predictive
to the correct fund. For more information,
modeling of carbon fiber composites in automotive crash. In 2013, Rehkopf became
call +1 203.740.5457 or email
director of research at Plasan with a focus on developing new materials systems to
[email protected]. Donations made
facilitate the use of carbon fiber composites in mainstream automotive applications. She
lost a year-long battle to cancer in 2014.
by U.S. citizens are tax deductible.
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P. O. Box 10 13 30 · 40833 Ratingen/Germany · Tel. +49 2102 9345-0 · Fax +49 2102 9345-20
www.gupta-verlag.com · [email protected]
SPE® Honors
Dr. Uday Vaidya as
Composites Person
of the Year
Dr. Uday Vaidya has been named the recipient of the
SPE Composites Division’s 2016 Composites Person of the
Year award. He will be recognized at a special ceremony
during the 2016 SPE ACCE.
First given in fiscal year 2004-2005, the Composites Person
of the Year award publicly acknowledges a contributor
who has provided significant aid to the SPE Composites
Division, particularly during the prior year, as well as made
broader contributions to the composites industry as a
whole. Nominations are reviewed by the board and one
recipient is selected by the current division chair in
consultation with the current division awards chair.
Previous winners of the award and their employers at the
time include:
•2004-2005: Dan Buckley, American GFM,
•2005-2006: John Muzzy, Georgia Institute of Technology,
•2006-2007: Jim Griffing, The Boeing Co.,
•2007-2008: Fred Deans, Allied Composite Technologies LLC,
•2008-2009: Peggy Malnati, Malnati & Associates LLC,
•2009-2010: Dale Grove, US Silica,
•2010-2011: Dale Brosius, Quickstep Composites LLC,
•2011-2012: Creig Bowland, PPG Industries,
•2012-2013: Dr. Michael Connolly, Huntsman Polyurethanes,
•2013-2014: Jim Griffing, The Boeing Co., and
•2014-2015: Dan Buckley, American GFM (Lifetime Achievement).
Explaining why he selected Vaidya, Dr. Michael Connolly, SPE
Composites Division chair and program manager-urethane
composites at Huntsman Polyurethanes said, “Uday was
chosen for his long-time contributions to the SPE
Composites Division, including nine years of leadership on
the education committee and eight years organizing the SPE
ACCE student poster competition. Last year he created
a new program under the education committee
that helps universities apply for funding from the
62
Composites Division — with university matching
funds — to purchase teaching materials and laboratory
equipment. In addition to these contributions, his effort
fostering student development by organizing and advising a
new SPE student chapter at University of TennesseeKnoxville benefits all of SPE as well as the plastics and
composites industries. And last, but certainly not least,
we wanted to recognize his considerable contributions
to the composites industry, including numerous patents,
publications — including two books — and presentations
at SPE and other industry meetings, industry training
workshops, and efforts writing SPE education grants for
universities. He has a passion for engineering education and
has mentored hundreds of young engineers who’ve now made
their way into our industry, including over 60 Master’s and
doctoral students.”
Dr. Uday Kumar Vaidya is the University of Tennessee/Oak
Ridge National Laboratory (UT/ORNL) governor’s chair in
Advanced Composites Manufacturing and professor in
the Department of Mechanical, Aerospace & Biomedical
Engineering (MABE) at University of Tennessee-Knoxville
(UTK) as well as chief technology officer, Institute for
Advanced Composites Manufacturing Innovation (IACMI)
where he chairs the technical advisory board, oversees
technology roadmapping efforts, and helps shape high-value
industry-led projects for the institute. Since joining UTK, he
Composites Person
of the Year
also has led the establishment of the 10,000-ft2/929-m2
Fibers and Composites Manufacturing Facility (FCMF) to
serve IACMI and the Tennessee Manufacturing Ecosystem.
COMPOSITES
the author of Composites for Automotive, Truck and Mass
Transit, a book published by DesTech Publishers, and he
is completing a second book on Composites for High
Schools, Community Colleges, Hobbyists and Freshmen
Engineering Students. He also contributes extensively
to organizations and events such as SPE, CAMX (the
Composites & Advanced Materials Expo), SAMPE (Society
for the Advancement of Materials & Process Engineering),
the ACMA (American Composites Manufacturers
Association) and ICCM International (the International
Conference on Composite Materials)
as a
session organizer, panel discussion coordinator,
presenter, exhibitor, invited speaker, and think-tank
discussion participant. Furthermore, Vaidya has organized
several conferences and workshops himself dealing with
composites and plastics research and education. His
contributions were recognized in the August/September
2012 issue of CM (Composites Manufacturing) magazine
as a B.E.S.T. (a bright, energetic, skilled trailblazer) from
across the composites industry.
Prior to joining UT/ORNL, Vaidya served as department chair
for Materials Science & Engineering and as center director
for the Composites Center at University of Alabama at Birmingham
(UAB). He also helped establish and then, as director, led
the Materials Processing & Applications Development
(MPAD) center at UAB, which focused on leading-edge
manufacturing and commercialization of engineered
plastics, polymers, fibers, composites, and metal castings.
During his career, he has contributed extensively to R&D
of engineered polymers, fibers, and composites and has
experience with a broad range of composites for defense,
transportation, and industrial applications. Additionally, he
has served as principal investigator (PI) or co-investigator
(Co-I) on more than 100 projects worth over $22 million USD
to date.
Vaidya has 29 years’ teaching experience at five academic
institutions (UTK, UAB, North Dakota State University,
Tuskegee University, and Auburn University) where he has
developed and taught a variety of engineering courses to
students from freshmen to graduate levels, and has been
recognized with a variety of prestigious teaching awards,
including Outstanding Faculty Member Award for the
College of Engineering at UTK (2016), the Presidential
Teaching Award for Excellence at UAB (2005 and 2013) and
also UAB’s Graduate Dean’s Excellence in Mentorship
Award (2014). In 2001, he received the Outstanding
Teacher of the Year award at North Dakota State
University’s School of Engineering, and received
the Outstanding Faculty Award for Research in 1996 at
Tuskegee University.
An entrepreneur as well, Vaidya is a principal and cofounder of Innovative Composite Solutions (ICS), an
Alabama company established in 2009 after winning first
place and $100,000 USD in the Alabama Launchpad
Competition that year. ICS has commercial ventures with
high-tech, lightweight composite products for the
infrastructure / buildings, power transmission, defense,
biomedical devices, and commodity markets. Vaidya
also has served as consultant for a number of companies
producing fiber-reinforced plastic piping, power/energy,
and plastic products.
He holds a B.S. degree in Mechanical Engineering from
Karnataka University in India where he was first in his
graduating class. He earned an M.S. degree in Mechanical
Design Engineering at Walchand College of Engineering
(also in India). And received a doctorate in Mechanical
Engineering at Auburn University in the U.S.
A prolific writer, Vaidya has been published in over 180 peerreviewed international journals and over 350 conference
proceedings. He has contributed four book chapters, is
63
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Sponsored by
Meet the Next Generation of
Automotive Composites Engineers
SPE ACCE Attendees Encouraged to Participate in Student Poster
Competition Judging Sponsored by Magna Exteriors
The student poster session is an annual event at the ACCE where students from U.S. and international universities present state-of-the-art work
related to materials and manufacturing technologies relevant to automotive applications. This year’s competition is our biggest yet with 31
graduate, 9 undergraduate, and 3 high school students from 18 schools in the U.S. and Canada presenting their research at the 2016 ACCE. Please
join us in welcoming the students and take a good look at their hard work, which will be on display throughout the conference in Hall C (where
lunch is served). This provides the students with an excellent opportunity to meet members of the automotive composites community and ask
them what it’s like to work as an engineer or scientist in this field. It also provides OEMs and their suppliers with the opportunity to meet the next
generation of automotive composites engineers and scientists and potentially to hire them.
Judges made up of media, industry experts, ACCE attendees, and SPE
board members will review all posters with student authors during
the first day of the conference. Interested conference attendees
may participate in the competition by inquiring at the front registration area about how to become a judge. Students of winning
posters judged to be in the Top 3 in graduate and undergraduate
categories, and the First-Place winner of the high school category will
receive plaques from Tom Pilette, global vice president - Product and
Process Development and John Thelen, vice-president - Engineering at
Magna Exteriors, this year’s competition sponsor. This will take place
during a formal recognition ceremony from 3:30-3:45 p.m. in the
Diamond Ballroom on the first day of the conference. Additionally,
student participants will receive monetary
support to help defray travel expenses.
fascia systems; exterior trim; modular
systems; Class A body panels; and
structural components for automotive,
commercial truck, consumer, and industrial markets.
Explaining why his company sponsored
this year’s poster competition, Pilette said,
“As we innovate for the future we want
to understand the next generation of
transportation users. What better way to
examine the needs and ideas of this
group than to support the SPE ACCE
student poster competition? Exploring
the visualization and transformation
A wholly-owned operating unit of of the mobility industry through these
Magna International, Magna Exteriors is a talented individuals will drive innovation,
global supplier of exterior products and and innovation drives Magna.”
Tom Pilette, global vice president systems. The company’s broad capabiliProduct
and Process Development,
Students
and
their
posters
will
be
ranked
ties position it as a full-service supplier to
Magna
Exteriors
its customers, and include: design and according to the following criteria:
engineering, styling, tooling, manufacturing, assembly and sequencing, testing,
continuous improvement, consumer and
market research, benchmarking, and electrical/electronic system integration, among
others. As a market leader with a focus on
innovation, Magna Exteriors produces a
wide array of products including bumper
John Thelen, vice-president Engineering, Magna Exteriors
66
• Content (student and poster demonstrate clarity of topic,
objectives, and background);
• Motivation for research and technical relevance to
conference theme;
• Methodology and approach to problem;
• Quality of proposed research results/findings;
• Conclusion are supported by information presented;
Student Poster Competition
9) Mechanical Properties of Fiber Filled Polymers in
Axisymmetric Flow and Planar Deposition Flow,
Blake Heller, Baylor University
• Presentation (display aesthetics) are pleasing and there is
a logical flow between sections;
• Knowledgeable (presenter has a good grasp of the subject);
10) Fabric Permeability and Stiffness Characterization for
Composite Liquid Molding, Shailesh Alwekar, University
of Tennessee
• Understandability (poster is effective even without student
being present to explain it); and
• Overall rank vs. other posters and presenters.
11) Studies on the Synthesis and Characterization of
Epoxidized Soybean Oil (ESO) for Structural Applications,
Since 2008, the SPE ACCE poster competition has been organized
Shatori S. Meadow, Tuskegee University
annually by Dr. Uday Vaidya, SPE Composites Division board
12) Investigation and Identification of the Bondline between a
member and education chair, as well as professor of Mechanical,
Carbon Fiber Reinforced Laminated Composite and a Metal
Aerospace and Biomedical Engineering, University of Tennessee Structure via Ultrasonic Techniques, Sarah L. Stair,
Knoxville, University of Tennessee/Oak Ridge National Laboratory
Baylor University
Governor’s Chair in Advanced Composites Manufacturing, and 13) Numerical Determination of Elastic and Viscoelastic
chief technology officer with the Institute for Advanced Composites
Mechanical Properties of Aligned Short Fiber Reinforced
Manufacturing Innovation (IACMI). He was assisted this year by
Composites, Zhaogui Wang, Baylor University
Dr. David Jack, associate professor of Mechanical Engineering at 14) Effect of Spinning Conditions of Mesophase Pitch Fibers
Baylor University.
on the Properties of Carbon Fibers, Victor Bermudez,
Clemson University
Topics, student authors, and schools accepted into this year’s 15) Non-Contact Cure Monitoring in Composites Manufacturing
competition at press time include the following (names of student
using Material Vibration Data, Liuda Prozorovska,
presenters are underlined):
Vanderbilt University
16) Rapid-Cure Matrix Chemistries for Automotive Applications,
Andrew Janisse, University of Southern Mississippi
Student Poster Entries
17) Design and Development of Thermoplastic Leaf Spring
for Light Truck Application, Marvin A. Munoz Sanchez,
University of Alabama at Birmingham
Graduate Students
1) Turning Carbon Dioxide into a Tough Biobased Epoxy
Interpenetrating Network Composites,
Ghodsieh Mashouf Roudsari, University of Guelph
18) Process Optimization of Compression Molded Epoxy/
E-Glass Pre-Pregs for Light Truck Leaf Spring Application,
Reyes A. Baeza, University of Alabama at Birmingham
2) Poly(meso-lactide) for Vacuum Assisted Resin Transfer
Molding, Dylan S. Cousins, Colorado School of Mines
19) Design and Engineering a High Performance Green Material
from Poly(lactic acid) and Acrylonitrile Butadiene Styrene,
Ryan Vadori, University of Guelph
3) Fabrication of Continuously Reinforced Filaments using Dual
Extrusion Technology for use in Fused Filament Fabrication,
Mubashir Ansari, Virginia Polytechnic Institute
and State University
20) Tailored Reinforcement of PA6 Based LFT with Different
Stacking Sequence, Yuchao Liu, Western University
21) Temperature Effect on Mechanical Properties of PA6 Based
LFT-D Composite, Yuchao Liu, Western University
4) Biosourced Thermoplastic Structural Foams of PLA/PBSA
as Potential Next Generation Lightweight Alternatives,
Sai Aditya Pradeep, Clemson University
22) PAN Precursor Draw During Spinning: Effects on Mechanical
Properties and Morphology of Resultant Carbon Fiber,
Sarah Edrington, University of Kentucky/Center for
Applied Energy Research
5) Thermal and Mechanical Properties of Waterborne
Polyurethane Crosslinked by Rendered Animal Proteins,
Xiaoyan Yu, Clemson University
23) Study on Fiber Attrition of Long Glass Fiber-Reinforced
Thermoplastics under Controlled Conditions in a Couette
6) Nondestructive Analysis of the Temperature and Phase
Flow,
Sara Simon and Sebastian Goris, University of
Change of Materials Using Ultrasound, Benjamin Blandford,
Wisconsin-Madison
Baylor University
24) Experimental and Numerical Modeling of Tri-Axial Braided
CFRP Crush-Tubes, Suhail Hyder Vattathurvalappil,
Michigan State University
7) Length Effect on Long Semi-Flexible Fiber Orientation during
Injection Molding, Hongyu Chen, Virginia Polytechnic
Institute and State University
25) Multi-Material Joining with Reversible Adhesives,
Erik Stitt, Michigan State University
8) Mechanical Behavior of Carbon Fiber Composites Using
Fused Deposition Modeling, Delin Jiang, Baylor University
68
Sponsored by
26) Carbon Fibers Derived from Lignin-Pan Polymer
Blend Precursors, Jing Jin, Clemson University
27) Increased Impact Strength of Filled Polypropylene by
3D Printing, Lu Wang, University of Maine
28) Thermoplastic Composite Additive Manufacturing for High
Performance Tool Production, Anthony Favaloro, Eduardo
Barocio, and Bastian Brenken, Purdue University
29) Thermogravimetric Analysis of Glass Fiber Reinforced
Polyamide, Thomas Whitfield, Western University
30) Powder Coating of Plastic Components, Xinping Zhu and
Shan Gao, Western University
31) The Engineering of Nylon/PBT Blend for Applications in the
Automotive Industry, Dylan Jubinville, University of Guelph
Undergraduate Students
32) Mechanical and Thermal Properties of Epoxidized Pine
Oil Foams, Nathaniel Brown, Clemson University
33) Wet Laid Thermoplastics – Processing, Modeling and
Characterization, David McConnell and Hicham Ghossein,
University of Tennessee
34) Novel Green Activation Process of Biocarbon for Industrial
Uses, Jonathan Mazurski, University of Guelph
35) 3D Printed Advanced Green Composite Materials for
Customized Automotive Applications, Joyce Cheng,
University of Guelph
36) Healable and Reassembly-Capable, Perforated Metalto-Composite Joints with Thermoplastic Resins,
Jeffrey Masten-Davies, Michigan State University
37) Computational Design of Reversible Adhesive Joints,
Kevin Schuett, Michigan State University
38) Measurement of Strains in Thin Bond-Lines using
FBG Rosettes, Neha Joshi, Michigan State University
39) Enhancing Fracture Toughness in Adhesives Using
Micro-Bubble Additives, Benjamin Swanson,
Michigan State University
View 15 years of the SPE ACCE
Archives free of charge 24/7 at
40) Green Composites using Cotton Gin Waste, Juan Ignacio
Caballero and Pinar Zabin, Michigan State University
http://speautomotive.com/aca
High School Students
41) Recycled CO2 -Based Polyurethane Foams Containing
Sustainable Fillers, Beste Aydin, Bloomfield Hills
High School
42) Closed-Loop Recycling of Post-Consumer PET for
Automotive Foams, Kristine Wang, Bloomfield Hills
High School
43) Sustainable Fillers as a Replacement for Mineral Fillers in
Polyamide Composites, Matthew Remillard, Father Gabriel
Richard High School
Learn why polymer composites are crucial
resources for transportation OEMs trying to
meet emissions and fuel-efficiency mandates.
69
We help you
make it lighter,
safer, faster.
When it comes to developing solutions
for mass production of lightweight, high
performance automotive composites,
Hexion Inc. continues to stay ahead of
the pack. Our epoxy systems cure faster,
produce stiffer parts at de-molding,
and provide maximum processing
flexibility. Innovative EPIKOTE™
infusion resins and preform
binders, backed by our
global technical team,
can help you turbo-charge
composite production.
Visit us at hexion.com/
epoxyphenoliccomposites.
© 2016 Hexion Inc. All rights reserved. ® and ™ denote trademarks owned by or licensed to Hexion Inc.
Salute
AUTOMOTIVE
to our Sponsors
The SPE Automotive Composites Conference would not exist without
the gracious support of our sponsors, who underwrite the cost of
facilities and equipment rentals, food and beverages, producing and
printing our program guide and conference proceedings, and many
other items, large and small. Hence, it is with great appreciation that
we thank and acknowledge the contributions of the 2016 Automotive
Composites Conference & Exhibition sponsors, exhibitors, and other
patrons for making this show a success.
Premier Sponsors
Ashland Inc. c s
Carver Non-Woven Technologies LLC c s
Hexion Inc. c B s
Core Molding Technologies, Inc. c s
Michigan Economic Development Corp. c :
Mitsui Chemicals America, Inc. c s
SABIC c s
Magna Exteriors c H
•••••••••••••••
Addcomp North America, Inc. c
Altair Engineering, Inc. c
Asahi Kasei Plastics North America, Inc. c
BASF c
Böllhoff USA c
Composites One LLC c
DIEFFENBACHER GmbH Maschinen- und Anlagenbau c
Dow Automotive Systems c
Fraunhofer Project Centre @ Western c
Gurit (USA) Inc. c
Huntsman c
Owens Corning c
Plasmatreat c
Red Spot Paint & Varnish Company, Inc. c
Solvay c
Toray Composites (America), Inc. (TCA) c
Breakfast/Coffee Break/Lunch Sponsors
Exhibitors Only / Advertising Only Sponsors
Adaptive Corp. c
Creative Foam Composite Systems c
Great Lakes Composites Institute c
Persico S.p.A. c
Wittmann Battenfeld c
SAMPE (Society for the Advancement of Material and Process Engineering) n
Johns Manville n
Michelman, Inc. n
American Chemistry Council - Plastics Div. l
DSC Consumables, Inc. l
Shear Comfort Ltd. l
c Exhibitor
s Premier PLUS B Reception Sponsor
: Student Scholarship Sponsor
Associate Sponsors/Exhibitors
A&P Technology c
Abaris Training Resources, Inc. c
AlzChem AG
AOC Resins c
Arkema Inc. c
Assembly Guidance Systems, Inc. c
Autodesk Inc. c
Automated Dynamics c
Cannon USA c
CHOMARAT c
Chromaflo Technologies c
Dreytek Inc. c
EconCore N.V. c
Enercon Industries Corp. c
Engel c
ESI Group c
Evonik Industries AG c
e-Xstream engineering c
FRIMO Group GmbH c
Globe Machine Manufacturing Co. c
Hennecke, Inc. c
IDI Composites® International c
Intertek Transportation Technologies c
Institute for Advanced Composites Manufacturing Innovation (IACMI) c
KRÜSS USA c
LANXESS Corp. c
Mafic SA c
Mitsubishi Rayon Carbon Fiber & Composites c
MP - Molding Products LLC (NAC) c
National Research Council Canada (NRC-CNRC) c
Pinette Emidecau Industries c
Siemens PLM Software c
Siempelkamp Maschinen- und Anlagenbau GmbH & Co. KG c
Sigmatex Carbon Composite Solutions c
Strothmann Machines & Handling GmbH c
TenCate Advanced Composites USA, Inc. c
Toho Tenax America, Inc. c
Trexel, Inc. c
Weber Manufacturing Technologies Inc. c
Williams, White & Co. c
WMG Centre HVM Catapult - University of Warwick c
Zoltek: A Toray Group Company c
Media/Association Sponsors
American Composites Manufacturers Assocation (ACMA) c
AutoBeat Daily
Automotive Design & Production magazine
China Plastic & Rubber Journal
China Plastic & Rubber Journal International
Composites World
Industrias Plásticas
JEC Group c
Noticiero del Plástico
Plastics Engineering magazine
Plastics Insight
Plastics News
Plastics Technology Magazine
Plastics Technology México
Prototype Today
Reciclado y Plasticos
Rubber Fibres Plastics International magazine
TheMoldingBlog.com
WardsAuto.com
H Student Poster Competition Sponsor n Coffee Break, Breakfast or Lunch Sponsor
l Advertising Only Sponsor

here - SPE Automotive Division

Transcription

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