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CRCUSiims
Aircraft, Automotive & Other
Products Using Polymer-Matrix-
Reinforced Plastics
Professor Chris Chatwin
University of Sussexhttp://www.sussex.ac.uk/profiles/9815
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CRCUSiims
2
Lockheed Martin/Boeing F-22 Raptor
Source of Advanced Manufacturing
Technology
F22 Raptor
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CRCUSiims
3
Eurofighter Typhoon - a source of
advanced manufacturing technology
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CRCUSiims
4
Sonic Cruiser designed for a cruise
Mach number above M = 0.95
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CRCUSiims
First Flight 2.5 years late; December 15, 2009.
5
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CRCUSiims
6
Fuel Efficient
The design incorporates some of the advanced design features
developed for the Sonic Cruiser concept, including increased use of
lightweight composites and advanced aluminium alloys, making the
aircraft more fuel-efficient and environmentally friendly
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CRCUSiims
7
Boeing 787 Dreamliner
• The Dreamliner is the first commercial
aircraft to be made mainly of carbon fibre
rather than aluminium, making it lighter
and more fuel-efficient.
• The advance has been keenly awaited by
airlines that have struggled with the
soaring price of oil in recent years.
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CRCUSiims
8
Performance
• The 787 family of aircraft, in the 200 to
300-seat class, will carry passengers non-
stop on routes between 6,500km and
16,000km at speeds up to Mach 0.85.
• The aircraft is highly fuel-efficient and
offers lower cost of travel in terms of seat
cost per mile as well as the ability to fly
directly to smaller regional airports
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CRCUSiims
9
Market Positioning
The 787 is able to fly directly to smaller airports avoiding the need
for passengers to transfer flights to reach regional destinations, this
concept was produced as a result of the sonic cruiser project
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CRCUSiims
10
Market Positioning
The 787-3 short-range version is the same length and height but with a
shorter wingspan. The range is reduced to 6,480km
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CRCUSiims
11
Japanese Order
The launch order for 50 off 787 Dreamliner aircraft was placed by All
Nippon Airways (ANA) and announced in April 2004
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CRCUSiims
12
Orders for 850 Dreamliners
• The aircraft was originally scheduled to make its
first flight in the summer of 2007, with delivery to
airlines by early 2008, but the first test flight took
place December 15th - 2009
• With the economic downturn hitting business in
the travel industry, airlines cancelled their orders
for 45 Dreamliners
• Nevertheless Boeing have said that it still has
orders for more than 850 planes.
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CRCUSiims
23
Supply Chain &
Construction
This manufacturing
strategy acquires
advanced manufacturing
technology and helps to
secure international orders
for the plane
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CRCUSiims
24
Supply Chain - Dreamlifter
Transporters
Large 787 assemblies are transported to the final assembly site
on board modified 747-400s rather than by traditional shipping
methods, saving time and money.
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CRCUSiims
25
Supply Chain – Fuselage Delivery
Fuselage Barrel
Sections are flown
into Boeing’s
Everett Facility on a
Dreamlifter
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CRCUSiims
26
Carbon Fibre Fuselage Fabrication
The last pressurized section
of the fuselage, section 47 is
produced by Vought Aircraft
Industries using specially
developed fibre placement
technology.
Automated tape laying
machine linked into offline
programming software
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CRCUSiims
27
EVERETT, Wash., May 15, 2007 -- The composite wings for the
Boeing 787 Dreamliner are delivered to Everett
Manufactured by Mitsubishi Heavy Industries at its facility in
Nagoya, Japan, each wing is 98 feet long.
Supply
Chain
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CRCUSiims
28
Supply Chain - Horizontal Stabilizer
Delivery
The 787’s first horizontal
stabilizer is delivered to
Boeing in Seattle
Manufactured by Alenia
Aeronautica at its facility in
Foggia, Italy, the stabilizer
is transported in five
pieces, the left and right
stabilizer, two elevators
and a center section.
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CRCUSiims
29
Final Assembly
Final assembly of the all-new Boeing 787 Dreamliner - 2006
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CRCUSiims
30
Assembly
Assembly of Section 41 of a 787 Dreamliner
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CRCUSiims
31
Interior Design
Boeing has explored radical new concepts for the interior cabin
configuration including 'sweeping arches' and 'a calming, simulated sky'
to enhance passenger perception of spaciousness
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CRCUSiims
32
Construction & Supply Chain
• The low sweptback wings have raked wingtips. Carbon fibre and epoxy composites and titanium graphite laminate is used in the construction of the wings
• The major structural work is being shared by principal industrial partners in USA, Japan and Europe.
• Boeing is responsible for about 33% of the production
• The flight deck and fuselage being manufactured at Wichita, the wings and the fuselage fairings at Winnipeg, Canada, the fin at Frederickson, and the moving leading and trailing edges of the wings at Tulsa and at Boeing Australia.
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CRCUSiims
33
Supply Chain• Japan's Fuji Heavy Industries manufacture the centre wing box and
install the wells, 11 yellow
• Kawasaki Heavy Industries is responsible for the manufacture of the
mid forward section of the fuselage, the fixed section of the wings
and the landing gear well. 43, 45 green
• Mitsubishi Heavy Industries manufacture the wing box. Blue
• The all-composite nose section is built by Spirit Aerosystems of
Wichita. 41 purple
https://www.youtube.com/watch?v=f07
HpUAuWgk Assembling the dreamliner
https://www.youtube.com/watch?v=DV
YaLwlgYgk Full documentary
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CRCUSiims
34
Supply Chain
• A joint venture company, Global Aeronautica, set up by Vought Aircraft Industries and AleniaAeronautica, is responsible for the manufacture of the mid section and rear section of the fuselage including the tailplane, representing a 26% share of production which is based at Charleston, South Carolina. 44, 46, 47, 48 orange
• The French company Latecoere supplies the passenger doors.
• Goodrich provide the nacelles and thrust reverser
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CRCUSiims
35
Supply Chain - Composite Fuselage
• The 787's all-composite fuselage makes it the first composite airliner in production.
• While the Boeing 777 contains 50% aluminum and 12% composites
• The 787 contains 15% aluminum, 50% composite (mostly carbon fiber reinforced plastic) and 12% titanium.
• Each fuselage barrel is manufactured in one piece, and the barrel sections joined end to end to form the fuselage.
• This eliminates the need for about 50,000 fasteners used in conventional airplane building.
• According to the manufacturer the composite is also more durable, allowing a higher cabin pressure during flight compared to aluminum.
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CRCUSiims
36
Dis-assembled Fuselage Section
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CRCUSiims
37
Supply Chain - Engines
• The aircraft is powered by high-bypass 10:1 ratio, extremely quiet engines.
• The fuel efficiency of the engines will contribute up to 8% of the increased efficiency of the aircraft.
• Boeing has selected two engine types:– General Electric GENX and
– Rolls-Royce Trent 1000,
• Each developing 55,000lb to 70,000lb thrust.
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CRCUSiims
38
Engine Pods have Chevron Edges to
reduce noise
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CRCUSiims
The 787 underwent extensive computer
modeling and wind tunnel tests.
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CRCUSiims
40
Supply Chain - Landing Gear
• Messier-Dowty of Velizy, France, supplies
the main and nose landing gear.
• Smiths Aerospace provide the landing
gear actuation systems
• Boeing have endured supply chain misery
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CRCUSiims
41
Airbus A350 Competitor
The wing structure and fuselage will be
made of carbon fibre composite
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CRCUSiims
42
Boeing 787 Dreamliner
http://www.youtube.com/watch?v=9yRmwGMNuDo&feature=youtu.be
Boeing completed all flight tests required for type certification of the 787-8
Dreamliner with Rolls-Royce engines on Saturday, Aug. 13. 2011 The 787 flew its
first commercial long-haul flight on January 21, 2012 from Haneda to Frankfurt on
All Nippon Airways
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CRCUSiims
43
The A350 XWB (extra-wide bodied) project consists of
three planes capable of carrying 270-350 passengers
The A350-800 will carry 250 passengers up to 8,800nm/16,300km – 89 orders. The
A350-900, will accommodate as many as 300 passengers up to 7,500nm/13,900km –
473 orders. The A350-1000 will carry 350 to 440 up to passengers up to 8,400nm
/15,600km – 163 orders. Total 725 0rders 30/10/2013
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CRCUSiims
25 per cent step-change in fuel efficiency
compared to its current long-range competitor.
44
Airbus brings together the very latest in aerodynamics, design
and advanced technologies in the A350 XWB to provide a 25 per
cent step-change in fuel efficiency compared to its current long-
range competitor. Contributing to this performance are the Rolls-
Royce Trent XWB engines that power the A350 XWB family.
Over 70 per cent of the A350 XWB’s weight-efficient airframe is
made from advanced materials, combining 53 per cent of
composite structures with titanium and advanced aluminum
alloys. The aircraft’s innovative all-new Carbon Fibre Reinforced
Plastic (CFRP) fuselage results in lower fuel consumption, as
well as easier maintenance.
First test flight June 14th 2013. First delivery December 2014
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CRCUSiims
45
A350 Competing on Interiors
Mood creation using ceiling
projections.
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CRCUSiims
47
Airbus ordered six MAG fibre placement
machines for A350 fuselage – Sept 2008
Airbus and European partners previously purchased 14 MAG
Cincinnati composite systems — four VIPER AFP machines and 10
automated tape layers (ATLs) — to produce parts for A320, A330,
A340, A380 and A400M aircraft
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CRCUSiims
A350XWB wing 6
48
Airbus’ Toulouse, France
A350 XWB final
assembly line receives its
first wing, which was
produced at the
company’s Broughton,
UK site for installation on
a static structural testing
airframe
04 Sep 2012
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CRCUSiims
A350 XWB fuselage barrel
49
Airbus starts
production of
first fuselage
barrel for the
A350 XWB (7
December
2010).
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CRCUSiims
A350 Crown Panel - Skin Lay-Up
50
Longest A350 XWB carbon
fibre fuselage panel
manufactured. The curing
of the first panel of the
longest section of the A350
XWB’s carbon fibre
fuselage is manufactured
by Spirit AeroSystems in
Kinston, North Carolina
(USA).
The 19.7 metre long, 77
square metre centre
fuselage crown panel will
undergo trimming, drilling
and non-destructive
inspection
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CRCUSiims
A350 forward fuselage
51
Airbus partner
Premium Aerotec
manufactured the first
A350 XWB forward
fuselage in
Nordenham, Germany
(30 September 2011)
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CRCUSiims
A350 wing shell lay-up 2010
52
Manufacture of the
A350 XWB lower
wing shells August
2010 at Illescas in
Spain (14
Septembre 2010)
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CRCUSiims
A350 XWB Final Assembly Line
VTP
53
The first flyable
A350 XWB's
vertical tail plane
is shown at the
A350 XWB Final
Assembly Line on
the day of this
facility's
inauguration.
23 Oct 2012
https://www.youtube.com/watch?v
=W0jlu0ghNIg Final Assembly
simulation
https://www.youtube.com/watch?v=o
fsUDBn4yXM Actual Assembly
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CRCUSiims
A350 XWB Flying test bed HG 1
54
Installation of the
first Rolls-Royce
Trent XWB flight-test
engine on the A380
“flying-testbed”
aircraft Airbus’ Jean-
Luc Lagardère site
in Toulouse (18
October 2011)
The enhanced Trent
XWB will deliver up
to 97,000 lb. of
thrust on takeoff,
making it the most
powerful engine
ever developed for
an Airbus aircraft.
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CRCUSiims
55
Composites Technology
Research Malaysia
CTRM is a single source and the largest
composites component supplier for the Airbus
A320 Series Aircraft Wing, covering 20% of the
wing surfaceMoveable fairing
A320 spoilers
Airbus A400M
main landing door
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CRCUSiims
56
An increasing number of parts are
made from composite materials
Composites Technology Research Malaysia are very active in this area
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CRCUSiims
57
Eurofighter Typhoon - a source of
manufacturing technology
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CRCUSiims
Eurofighter Typhoon
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CRCUSiims
59
Typhoon Aircraft Structure
• It addition to new materials, new reliable and efficient methods for fabricating and bonding them, such as Super Plastic Forming, Diffusion Bonded (SPFDB) Titanium have been developed.
• Most of the aircraft shell, >70% is comprised of Carbon Fibre Composite (CFC), namely; the outer fuselage, wings (including in-board flaperons) and rudder.
• Additionally a significant proportion of the structural members are also constructed from CFC.
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CRCUSiims
60
Typhoon Aircraft Structure
• Overall only 15% of the Eurofighter shell is metal while 40% of the structural weight comprises CFC
• The canards, out-board flaperons and engine nozzles are subject to large stresses and/or high temperatures and thus are made from SPFDB Titanium.
• The SPFDB process yields a far more rigid structure resulting in an improved strength to weight ratio compared to normal, machined Titanium.
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CRCUSiims
61
Rolls Royce Bybass Fan BladeSuper Plastic Forming, Diffusion Bonded
(SPFDB - US patent 5,024,369) Titanium
Fan Blade.
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CRCUSiims
62
Eurofighter Typhoon, aircraft shell,
>70% CFC
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CRCUSiims
63
Eurofighter Typhoon
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CRCUSiims
64
Samlesbury JIT Production Facility
- BAE Systems
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CRCUSiims
65
Samlesbury Production Facility -
BAE Systems
• Production equipment includes four Advanced Contouring Machines (ACM), two five-axis machining centres (FAM), an advanced 10-axis, gantry-type V4 Contour Tape Laying (CTL) machine.
• The levels of production accuracy required are very demanding, panels and fittings have tolerances equal to 70 microns.
• This means that parts taken from one aircraft will fit any another, without modification.
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CRCUSiims
66
V4 Contour Tape Laying (CTL)
• The V4 (version-4) CTL from Cincinnati Machine is being used to automate the production of the composite structures.
• The core purpose of the CTL is to automatically heat and lay the thermosetting composite tapeover a pre-defined shape or tool.
• The machine is able to cope with both flat and contoured (or combinations of both) tools enabling the complex curves and edges of various Eurofighter parts to be followed precisely.
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CRCUSiims
67
V4 Contour Tape Laying (CTL)
• The CTL even automates the moving and positioning of tools for subsequent lay-up of the composite material.
• To support high lay-up speeds and large part capability the version-4 CTL provides 12.8 m X-axis longitudinal travel and 4.2 m Y-axis traverse.
• It is equipped with 635mm diameter reels providing 800 to 900 m of tape.
• The CTL technology improves quality and reduces production times, when compared to older manual lay-up methods.
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CRCUSiims
68
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CRCUSiims
69
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CRCUSiims
70
Offline - Analysis, Simulation & Programming
Tools for Tape Laying and Fiber Placement
ACES software: Supports numerous
processes
•Tape Laying, Fiber Placement and Hybrid
•Models all material widths
•Wide range of path types
Producibility Analysis
•Evaluates process capability
•Highlights process limits
•Collision avoidance and machine travel
Productivity Analysis
•Cycle time and material usage
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CRCUSiims
71
VIPER Fiber Placement
Systems
With 7 axes of motion,
the machines are
particularly suited to
highly contoured
structures such as:
cowls, ducts, fuselage
sections, pressure tanks,
nozzle cones, tapered
casings, fan blades,
spars and "C" channels.
combine the advantages
of tape laying and
filament winding with
advanced computer
control and software.
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CRCUSiims
VIPER Fiber Placement Systems
72
MAG's VIPER® Fiber Placement Systems automatically and independently
control up to 32 individual tows or slit tape producing a variable bandwidth
"on-the-fly".
Each tow can be independently dispensed, clamped, cut and restarted during
fiber placement. Gaps and overlaps are minimized as the machine precisely
lays interior or exterior contoured boundaries.
The VIPER's advanced design delivers other key advantages to automated
production including maintaining constant angle on a complex surface, in-
process compaction of material and no limits to ply orientations.
Below : building a component; computer simulation of build and off line
programming
http://www.youtube.com/watch?v=xK4gMDduHgA&list=PL8C19F00482CD476F
https://www.youtube.com/watch?v=RX43s8-
0cR4&list=PLzJWimmWdnHyAAP4qGGGpSZ918c8-J81b Simulation tape
laying
https://www.youtube.com/watch?v=QDbrVTWnFIU&list=PLzJWimmWdnHyAAP
4qGGGpSZ918c8-J81b Ingersoll tape laying
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CRCUSiims
73
Wing Manufacture• Foggia is home to Alenia's manufacturing base
for the left wing of the Typhoon.
• Alenia has two High Contour Tape Laying (HCTL) Cincinnati Machines.
• As with the CTLs at Samlesbury the machines are used for the production of composite sections of the left wing.
• These particular CTLs are provided with new high-contour heads which increase clearance around the tape laying head itself by 60%.
• This enables the machine to better handle more highly-contoured, angular shapes.
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CRCUSiims
74
High Contour Tape Laying (HCTL)
Cincinnati Machines
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CRCUSiims
75
Conclusions or Lessons• Manufacture with composites is being
automated to improve: – Speed of manufacture
– Quality & accuracy
– Component interchangeably
• CAD design & manufacturing software is constantly improving
• Defence projects can provide a rich source of advanced manufacturing technology and design ideas
• Sometimes it is difficult to mix defence and commercial contracts
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CRCUSiims
76
Conclusions or Lessons
• The Dreamliner is a bold step in aerospace design
• A larger reduction of travel time seems to be possible by using direct point to point services, instead of hub and spoke connections (reason for dropping sonic cruiser)
• Acquire advanced manufacturing technology and design by using the supply chain
• By sharing out the work internationally you guarantee international orders
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CRCUSiims
77
Conclusions or Lessons• Be sure that you can enforce JIT delivery
throughout your supply chain
• Be sure that you can control suppliers’ quality effectively
• Sometimes it is better to follow than to lead, hence the A350 arrived in 2013 and already had 490 orders
• It seems Airbus is learning from Boeings mistakes
• A350 October 2015 - 787 orders; 10 deliveries
• Boeing 787 October 2015 – 1124 orders; 340 deliveries
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CRCUSiims
Laminating
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CRCUSiims
Trimming and Painting
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CRCUSiims
Autoclave
• An autoclave is
effectively a
pressurised oven
allowing the curing of
parts at up to 120PSI
to ensure excellent
consolidation of the
finished part.
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CRCUSiims
Aston Martin Rear Diffuser
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CRCUSiims
Engine Cam Cover
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CRCUSiims
YB Cosworth Turbo Heatshield
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CRCUSiims
FIA Tested Steering Wheel
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CRCUSiims
2011 McLaren MP4-12C
90http://www.mclarenautomotive.com/uk/p11/explode/default.aspx#/p11/explode/
http://cars.mclaren.com/production http://cars.mclaren.com/design
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CRCUSiims
Lotus Elise
Rear Diffuser
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CRCUSiims
Lotus Elise Rear Floor Section
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CRCUSiims
Mulsanne C, Twin Skin Seat,
Carbon Fibre
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CRCUSiims
Daytona, Elise/Exige S2 111R &
240R/2-Eleven, Induction System
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CRCUSiims
Carbon fibre SLS
materials offer high
performance end use
properties make this
material suitable for all
motor sport
applications, including
Formula 1.
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CRCUSiims
Sandwich Panels
• The Cellite Sandwich Panel is based around a standard aluminium honeycomb core with aluminium, glass or carbon fibre skins and is available in three standard overall thicknesses.
• Bespoke panels with honeycomb (Aluminium or Nomex) or foam cores and skin configuration to meet specific performance requirements in whatever thickness are readily available.
• Amber Composites can offer guidance in the selection of materials to provide the optimum sandwich panel for your application
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CRCUSiims
Sandwich Panel Uses
• Recommended uses:
• Support ribs for composite tooling
• Checking fixtures
• Autoclave bases
• Automotive applications
• Precision based boards
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CRCUSiims
Honeycomb Cores With Skins
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CRCUSiims
Helicopter Rotors
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CRCUSiims
Helicopter Blade materials Glass fibre reinforced epoxy resin casing with
honeycomb core. Honeycomb consists of:
• 80% nylon modified phenolic resin
• 20% aluminium
• Graphite fibre core partition
Blade leading edge material;
• Polyurethane based nano composite
![Page 85: Aircraft, Automotive & Other Products Using Polymer-Matrix ...sro.sussex.ac.uk/67416/1/Composites v5.pdfBoeing 787 Dreamliner • The Dreamliner is the first commercial aircraft to](https://reader033.vdocuments.site/reader033/viewer/2022043002/5f7e735084f1ee039c2fe56d/html5/thumbnails/85.jpg)
CRCUSiims
Formula 1 Monocoque Body shell
The Formula 1 safety
record has increased
greatly with this
technology
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CRCUSiims
The International Space Station
uses composite panel technology
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CRCUSiims
Processing of Polymer-Matrix-
Reinforced Plastics
• High strength-to-weight and stiffness-to-
weight ratios and creep resistance
• Substantial costs, not competitive with
processing traditional materials and
shapes at high production rates.
• Important environmental issues: dust
generated during processing, airborne
carbon fibres, etc
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CRCUSiims
Processing of Polymer-Matrix-
Reinforced Plastics• Reinforcement may be: chopped fibres, woven
fabric or mat, roving or yarn (slightly twisted fibre), or continuous lengths of fibre
• In order to obtain good bonding between the reinforcing fibres and the polymer matrix, as well as to protect the fibres during subsequent processing, the fibres are surface treated by impregnation (sizing)
• Short fibres are commonly added to thermoplastics for injection moulding; milled fibres can be used for reaction injection moulding, longer chopped fibres are used primarily in compression moulding of reinforced plastics
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CRCUSiims
Processing of Polymer-Matrix-
Reinforced Plastics
• When the impregnation is done as a
separate step, the resulting partially cured
sheet are referred to by various names
• Prepregs, Sheet-moulding compound
(SMC), Bulk-moulding compound (BMC),
Thick-moulding compound (TMC).
• Video below shows production of SMC
https://www.youtube.com/watch?v=42Q6NbOpzSw sheet moulding
compounds
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CRCUSiims
Processing of Polymer-Matrix-
Reinforced Plastics
• Prepregs: See figure 1 (a) for manufacture of
sheet or tape see figure 1 (b).
• Individual pieces of sheet are assembled into
laminated structures. Special computer
controlled tape laying machines have been
developed for this purpose.
• Products include: Architectural panelling, panels
for construction, electrical insulation, structural
components for aircraft
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CRCUSiims
Prepregs Fig 1
Manufacturing Process for
Polymer –Matrix Composite
Boron-Epoxy Prepreg Tape
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CRCUSiims
Prepreg Manufacture
Carbon fibers are usually
mixed with resin to form a
"Pre-Preg“
(Pre-impregnated) sheet,
wound between release paper
A filming line used in the
production of carbon fiber
prepreg at SP Systems
https://www.youtube.com/watch?v=kaoq8Mc4xx
w
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CRCUSiims
Processing of Polymer-Matrix-
Reinforced Plastics
• Sheet-moulding compound, see figure 2
• Having being formed into a roll the product is stored until it undergoes a maturing process when it reaches the required viscosity. This takes one day at the correct temperature and humidity.
• The matured SMC has a leather like feel and is tack free, it has a shelf life of 30 days
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CRCUSiims
Sheet Moulding Compound Fig 2
Manufacturing process for producing reinforced–plastic
sheets. The sheet is still viscous at this stage and can later be
shaped into various products
Usually polyester
mixture
Polythene
polymer film
https://www.youtube.com/watch?v=aEb7DV71_T8
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CRCUSiims
Processing of Polymer-Matrix-
Reinforced Plastics
• Bulk-moulding compound:Supplied as
billets, generally up to 50 mm diameter
• They are made in the same manner as
SMCs, by extrusion
• When processed into products BMCs
have flow characteristics similar to that of
dough, hence they are called dough-
moulding components (DMCs)
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CRCUSiims
Processing of Polymer-Matrix-
Reinforced Plastics
• Thick-moulding compound (TMC): The compound combines the characteristics of BMCs (low cost) and SMCs (higher strength)
• It is usually injection moulded, using chopped fibres of various lengths
• One of its applications is for electrical components, because of the high dielectric strength of TMCs
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CRCUSiims
Tennis Rackets
• Tennis rackets require light weight and stiffness
• Tennis rackets are being manufactured with graphite, fibreglass, boron, silicon carbide and Kevlar as reinforcing fibres
• Rackets have a foam core; some have uidirectional reinforcement others have braided reinforcement
• Rackets with boron fibres have the highest stiffness followed by graphite, glass and Kevlar fibres
• The racket with the lowest stiffness has 80% fibreglass, whereas the stiffest racket has 95% graphite and 5% boron fibres
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CRCUSiims
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CRCUSiims
Processing of Polymer-Matrix-
Reinforced Plastics
• In Compression Moulding, the material is
placed between two moulds and pressure
is applied, the moulds may be heated to
accelerate hardening
• The material may be BMC or SMC, fibre
lengths generally range between 3 to
50mm
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CRCUSiims
Types of compression molding, a process similar to forging: (a) positive; (b) semipositive; and (c) flash, in which the flash is later trimmed off. (d) Die design for
making a compression-molded part with external undercuts.
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CRCUSiims
Vacuum-bag moulding
• See Figure 3, prepregs are laid in a mould to form the desired shape
• The pressure required to form the shape and develop good bonding is obtained by covering the lay-up with a plastic bag and creating a vacuum
• If additional heat and pressure are desired, the entire assembly is put in an autoclave
• The moulds can be made of metal, usually aluminium, but more often are made from the same resin (with reinforcement) as the material to be cured; this eliminates problems related to differential thermal expansion
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CRCUSiims
Moulding Reinforced Plastics Fig 3
(a) Vacuum-bag forming
(b) Pressure-bag forming
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CRCUSiims
One:1
PERFORMANCE
•Power output: 1 MW at 7500 rpm – rpm
limiter @ 8250 rpm
•Torque: over 1000 Nm from 3000 to 8000
rpm
•Max torque: 1371 Nm at 6000 rpm
•0 – 400 km/h approx. 20 sec; 249 mph
•400 – 0 km/h approx. 10 sec
•Braking distance: 28 m (100-0 km/h)
•Max lateral g-force: 2.0 g
•Emission levels: Euro VI
https://www.youtube.com/watch?v=504I_hJDFck inside Koenigsegg carbon fibre
https://www.youtube.com/watch?v=cb9WBPzseYA how its made
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CRCUSiims
The moulding of pre-impregnated fabrics and film
infused fabrics typically requires the use of
elevated temperatures and vacuum consolidation
under a vacuum bag in either Oven or Autoclave.
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CRCUSiims
Contact Moulding
• Uses a mail or female mould, see fig 4, made of materials such as reinforced plastics, wood or plaster.
• Contact moulding is used in making products with high surface-area-to-thickness ratios, such as swimming pools, boats, tub and shower units, and housings
• Although, via automation, spray-up increases the speed of production, the process is slow and labour costs are high
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CRCUSiims
Moulding Reinforced Plastics Fig 4
Manual methods of processing reinforced plastics:
(a) Hand lay-up
(b) Spray-up
These methods are also called open-mould processing
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CRCUSiims
Resin Transfer Moulding
• A resin mixed with a catalyst is forced by a
piston positive displacement pump into a
mould cavity filled with fibre reinforcement.
• The process is a viable alternative to hand
lay-up, spray-up and compression
moulding for low or intermediate volume
production
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CRCUSiims
Resin Transfer Moulding
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CRCUSiims
Vacuum Assisted RTM
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CRCUSiims
Resin Transfer Moulding (RTM)
• RTM is a low pressure moulding process, where a mixed resin and catalyst are injected into a closed mouldcontaining a fibre pack or preform. When the resin has cured the mould can be opened and the finished component removed.
• A wide range of resin systems can be used including polyester, vinylester, epoxy, phenolic and methyl methacylates etc, combined with pigments and fillers including aluminium trihydrates and calcium carbonates.
• The fibre pack can be either, glass, carbon, arimid, or a combination of these. There are a large variety of weights and styles commonly available.
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CRCUSiims
RTM
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CRCUSiims
RTM
• The Advantages and Benefits of using RTM:
• Mouldings can be manufactured to close dimensional tolerances
• Components will have good surface finish on both sides
• Selective reinforcement and accurate fibre management is achievable
• Ability to build-in fibre volume fraction loadings up to 65%
• Uniformity of thickness and fibre loading, resulting in uniform shrinkage
• Inserts may be incorporated into mouldings
• Tooling costs comparatively low compared to other manufacturing processes
• Uses only low pressure injection
• Low volatile emission during processing
• Ability to produce near net shape mouldings, reducing material wastage
• Process can be automated, resulting in higher production rates with less scrap
• Ability to mould complex structural and hollow shapes
• Low resultant voidage in moulded components
• Ability to achieve from 0.5mm to 90mm laminate thickness
http://www.youtube.com/watch?v=amE2c92f_Fk&NR=1&feature=endscreen
simulation of wind turbine blade
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CRCUSiims
McLaren Sports Car
https://www.youtube.com/watch?v=1u-2GvhghQA Resin transfer moulding
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CRCUSiims
Transfer Injection Moulding
• Is an automated process that combines
compression moulding, injection moulding
and transfer moulding
• It combines the advantages of each
process and produces parts with
enhanced properties
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CRCUSiims
Filament Winding
• Resin and fibres are combined at the time of curing. Axisymmetric parts, such as such as pipes and storage tanks, as well as asymmetric parts are produced on a rotating mandrel
• The reinforcements are impregnated by passing though a polymer bath, see Fig 5a
• This process can be modified by wrapping the mandrel with prepreg
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CRCUSiims
Filament Winding Fig 5
(a) Filament winding process
(b) Fibre glass being wound over aluminium liners for
slide-raft inflation vessels for the Boeing 767 aircraft
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CRCUSiims
Filament Winding
• Products made by filament winding are very
strong
• Filament winding has also been used for
strengthening cylindrical or spherical pressure
vessels, Figure 5b, made of such materials as
aluminium or titanium. The metal inner lining
makes the part impermeable
• Filament winding can be used directly over solid-
rocket propellant forms
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CRCUSiims
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CRCUSiims
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CRCUSiims
Filament Winding
• Seven axis computer controlled machines
have been developed for making
asymmetric parts that automatically
dispense several unidirectional prepregs
• Typical asymmetric parts made include
aircraft engine ducts, fuselages,
propellers, blades and struts
http://www.youtube.com/watch?v=j19na8LMBnE filament
winding
https://www.youtube.com/watch?v=VbYWd6NXAXk
https://www.youtube.com/watch?v=ign6W5ENJAA how it
works simulation of filament winding
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CRCUSiims
Pultrusion
• Long shapes with various constant profiles, such as rods, structural profiles and tubing (similar to drawn metal products), are made by the pultrusionprocess, see Figure 6
• Typical products: golf clubs, drive shafts, structural members such as ladders, walkways and handrails. Most common material is polyester with glass reinforcement
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CRCUSiims
Pultrusion Process Fig 6
The figure shows a micro wave heating arrangement,
although curing can be performed in a heated die
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CRCUSiims
Pultrusion
http://www.youtube.com/watch?v=0ZhDWU9w048
https://www.youtube.com/watch?v=iQkwCv7dkSQ
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CRCUSiims
Pulforming
• Continuously reinforced products other than profiles with a constant cross-section are made by pulforming
• After being pulled through a polymer bath, the composite is clamped between two halves of a die and cured into a finished product
• The dies re-circulate and shape the product successively
• Common products: glass fibre reinforced hammer handles, curved automotive leaf springs
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CRCUSiims
Morgan Sports Cars – Very Traditional Ash
& Adhesively Bonded Aluminium Chassis
https://www.youtube.com/watch?v=OJLcoGMPQ94 Morgan manufacture
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CRCUSiims
End