In these sessions, experts will discuss the emerging hydrogen economy and the opportunities for composites in this lucrative space.

Bleck spent five years developing MTMS technology, which he describes as a “repeatable, safe, fast, accurate, and low-cost alternative to current methodologies.” It is now available to plastics processors. For more information, visit schmitprototypes.

Using infrared cameras to measure melt temperature can achieve good results but requires sophisticated equipment and adherence to a strict procedure. It also can be expensive and only measures the surface, adds Bleck.

Celebrating National Composites Week 2024, CW looks at how composites are being used to provide the next generation of energy.

Commercial production of recycled carbon fiber currently outpaces applications for it, but materials characterization and new technology demonstrations promise to close the gap.

The composite tubes white paper explores some of the considerations for specifying composite tubes, such as mechanical properties, maintenance requirements and more.

Preceding all of these efforts, however, was the ongoing work by the BMW Group. “For more than 10 years, BMW Group has used CFRP in the roof of its M3 and M6 models, opting for HP-RTM for reasons of cycle time, surface quality and industrialization,” explains Dr. Thomas Wolff, head of CFRP technology development at BMW. “During this time we have gained valuable experience for volume production of CFRP components. Thus, it was useful to keep with this process as we faced the challenge to step from small quantities to fully industrialized production.”

Six U.S. companies have proven their recycling technologies for composites and rare earth elements, and will be supported for relevant scale demonstration and validation.

CompositesWorld’s CW Tech Days: Infrastructure event offers a series of expert presentations on composite materials, processes and applications that should and will be considered for use in the infrastructure and construction markets.

RTM variations abound: Structural parts are HP-RTM’s forté, but suppliers are also pursuing Class A surface solutions. KraussMaffei’s Surface RTM process, here, takes advantage of gap impregnation (a strategy for enhancement of preform wetout) and over molding processes. Source: KraussMaffei

Fries says the gap does not result in fiber slippage because various fiber clamping methods are used, such as vacuum. “We demonstrated gap injection molding in 1990 for the US Air Force,” notes Dimitrije Milovich, president of Radius Engineering Inc. (Salt Lake City, UT, US), a supplier of RTM tooling, injection equipment and presses. “We called it Variable Cavity Geometry and used an adjustable seal to maintain vacuum as we opened and closed the tool.” He adds that the method was faster for the radomes under trial and had the ability to produce a high-quality surface finish.

“Of course there are epoxies available with a 1-minute cure time,” says Fries, “but it’s only for a simple, flat part, not a complex structural part.” He warns against “best case” thinking, noting that parts are realistically produced in 3 to 7 minutes, a function of part size and complexity.

KraussMaffei demonstrated the process with BASF SE (Ludwigshafen, Germany) and Volkswagen AG (Wolfsburg, Germany) in a fiber-reinforced B-pillar with a 5-minute cycle time. Engel, which has worked on this technology with Fraunhofer Institute for Chemical Technology (ICT) since 2009, is refining its prototype e-victory 120 machine into a second-generation system, while Hennecke and Mahr Metering Systems Corp. (Goettingen, Germany) have developed meter/mix systems that can deliver caprolactam into an HP-RTM process.

The composites industry is increasingly recognizing the imperative of sustainability in its operations. As demand for lightweight and durable materials rises across various sectors, such as automotive, aerospace, and construction, there is a growing awareness of the environmental impact associated with traditional composite manufacturing processes.

Continuous fiber-reinforced thermoplastic composite targets full circularity in aircraft interior applications, with FST, impact resistance and toughness features.

Increasingly, prototype and production-ready smart devices featuring thermoplastic composite cases and other components provide lightweight, optimized sustainable alternatives to metal.

Arris presents mechanical testing results of an Arris-designed natural fiber thermoplastic composite in comparison to similarly produced glass and carbon fiber-based materials.

CW Tech Days are virtual events dedicated to the topics impacting the composites industry today. Access past event recordings and register for upcoming Tech Days.

How the predictive tool “CZone” is applied to simulate the axial crushing response of composites, providing valuable insights into their use for motorsport applications.

This collection features detail the current state of the industry and recent success stories across aerospace, automotive and rail applications.

Molding complex parts at high volume: HP-RTM is already used in series production of large, integrated CFRP auto components, such as this BMW i8 sideframe. Source: BMW

And yet, all agree that HP-RTM still has a long way to go. “It is easy to find toolmakers in injection molding, but not so yet for HP-RTM and in situ processes,” says Mayr. “The molds are more complex and need different sealing concepts around the cavity. You also have to accommodate how to insert the preform and make sure it is fully impregnated.”

Two additional innovations, both resin-based, show promise to alleviate concerns about both fiber misalignment and preform permeability. The first is thermoplastic RTM (TP-RTM or T-RTM), or what Engel calls in-situ polymerization: A preform is placed in a mold, the mold is closed and a caprolactam monomer is injected with a catalyst and activators. These then permeate the preform in about 30 seconds — thanks to a watery viscosity of 3-5 cps — and polymerize in the mold cavity at 150°C, becoming a solid polyamide 6 (PA6) composite within 2-5 minutes. The extremely low viscosity enables excellent resin-to-fiber distribution and permits high directional fiber content — up to 65% by volume. However, it also causes issues with mold leakage, and thus demands more attention during mold design.

This increased structural and geometrical complexity has posed additional challenges. “Now, we are seeing different parts, with very high fiber content,” says Fries. “This causes high pressure to build up in the mold, but you must still fill the cavity, so pressure up to 110 bar is required.” He claims that while low-pressure machines using gear pumps can run against pressures up to 40 bar, “we use HP axial piston pumps, which can go against 200 bar. So everyone, now, is using HP mixing and injection heads.”

Formnext Chicago is an industrial additive manufacturing expo taking place April 8-10, 2025 at McCormick Place in Chicago, Illinois. Formnext Chicago is the second in a series of Formnext events in the U.S. being produced by Mesago Messe Frankfurt, AMT – The Association For Manufacturing Technology, and Gardner Business Media (our publisher).

CompositesWorld’s Tech Days: Design, Simulation and Testing Technologies for Next-Gen Composite Structures is designed to provide a multi-perspective view of the state of the art in design, simulation, failure analysis, digital twins, virtual testing and virtual inspection.

Herone, Spiral RTC, Teijin Carbon Europe and Collins Aerospace Almere recycle A350 thermoplastic composite clips/cleats waste into rods for the all-thermoplastic composite Multifunctional Fuselage Demonstrator’s crown.

“Injection molding is simpler,” argues Mayr, “but not well-suited for structural parts, which is currently our focus in HP-RTM.” He also notes injection molding’s part size limits: “To make large parts like roofs with a cosmetic surface, the machines become very large because so much clamping force is required.” Mayr also asserts injection molding is not necessarily better for Class A surface parts. Fries contends, “RTM will always be a solution, but not for every car. So then you must look at hybrid design, using RTM for parts with high performance while lower performance parts should exploit organosheet forming.” The latter is uses PA6 or similar thermoplastic prepreg as a tailored blank in an integrated compression molding and back injection (overmolding) process.

Recoat temperature, part orientation and bead geometry are some key design variables to consider for a successful and reliable large-format additive manufacturing (LFAM) process.

This collection details the basics, challenges, and future of thermoplastic composites technology, with particular emphasis on their use for commercial aerospace primary structures.

HP-RTM has been a catalyst in the development of more reactive, faster-curing resins. Although work in this area has been ongoing since the 1990s, BMW Group gave it a boost by adopting a fast-cure EPIKOTE epoxy from Hexion Inc. (previously Momentive Specialty Chemicals, still based in Columbus, OH, US) in its initial CFRP roofs, and choosing Huntsman Advanced Materials (The Woodlands, Texas and Basel, Switzerland) Araldite LY 3585/Hardener XB 3458 epoxy system — which boasts a 5-minute cure at 100°C — for the i3 Life Module (BMW reports that its cure cycle for i3 and i8 parts is less than 10 minutes).  By 2012, the 5-minute cure EPIKOTE Resin 05475/EPIKURE Curing Agent 05443 was superseded by the same resin with EPIKURE Curing Agent 05500 for a 1-minute injection window and 2-minute cure at 120°C.

An overview of ASTM Standard Guide D8509, and its coupon-level mechanical testing of design properties for analyzing composite bolted joints.

9T Labs and Purdue applied Additive Fusion Technology to engineer a performance- and cost-competitive aircraft bin pin bracket made from compression-molded continuous and discontinuous CFRTP.

Structural RIM (SRIM) uses the RIM technique, but like RTM, the mixed resin is injected into a fiber preform in the mold. Fiber content is lower, typically up to 30% by weight. (Fiber weight up to 75% has been claimed for HP-RTM parts.) During its heyday, SRIM development included automated preforming and blurring of the lines between the two processes.

During this webinar, the audience will be introduced to a variety of fiber composite technologies — as well as the machines and equipment — from short fibers to continuous fibers, from thermoset to thermoplastic, as well as the according process technology, including a special focus on long-fiber injection (LFI) and structural composite spray (SCS). Focus markets include automotive, aviation and AAM, transportation, and construction. This webinar will provide a detailed overview of according application examples. Agenda: Long fiber injection (LFI) Structural composite spray (SCS) Resin transfer molding (RTM), wet compression molding, etc. Pultrusion FiberForm

Kennametal will cover the influence of different composite materials characteristics on drilling performance and how to optimize the process. Agenda:  Who is Kennametal? Hole making challenges in composite materials Innovations for hole making applications Upcoming events and academic partnerships

Thousands of people visit our Supplier Guide every day to source equipment and materials. Get in front of them with a free company profile.

Button-to-button performance: HP-RTM cycle time is not only a function of resin reaction but also depends on accelerated fabric cutting, preforming, preform insertion, mold cleaning and finishing operations. Source: Engel

The first project is underway to recover carbon fiber used in an A330-200 aircraft, which will then be regenerated for other end uses by HRC.

The JEC Forum DACH is a business meetings event organised by JEC The JEC Forum DACH is organised on October 22 and 23, 2024 by JEC, in partnership with the AVK, gathering the composite materials community from the DACH Region (Germany, Austria and Switzerland).

Prepreg co-molding compound by IDI Composites International and A&P Technology enables new geometries and levels of strength and resiliency for automotive, mobility.

A third, and somewhat ironic, solution to the challenge of preform permeability is a recent trend toward reducing injection pressure in favor of mechanical means to deliver resin throughout the mold cavity. High-pressure compression RTM (HP-CRTM), also known as gap injection or wet compression, involves injecting resin into a partially closed mold. The resin flows over the dry preform (rather than through its length), and then, as the mold closes, the resin is mechanically forced the short distance through the preform’s thickness. This method requires less clamping force and press tonnage and, therefore, reduced capital expense.

Additionally, stitch-bonded non-crimp fabrics (NCFs) provide manufacturers and asset owners even more ways to gain a competitive advantage with products built specifically for the environments and loading conditions in which they will be utilized. Join Vectorply Corporation and Creative Composites Group (CCG) for this in-depth webinar detailing the process of engineering NCFs to build composite parts that will stand the test of time. Unlike steel, concrete and wood, composite NCFs can be optimized utilizing various fiber types, architectures and substrates to achieve the specific goals of their application efficiently. High corrosion resistance, strength and stiffness, and longevity can all be accomplished with custom-designed laminates for these heavily abused applications. Vectorply Vice President of Engineering Trevor Gundberg and Creative Composites Group Chief Sales Officer Dustin Troutman will share their industry-leading expertise on the process of laminate design and part production. Attendees can expect to learn when to use composite NCFs in their production process and the wide range of fiber-reinforced plastic (FRP) composites that Creative Composites Group produces for the industrial and infrastructure markets. Whether you want to learn more about utilizing NCFs in your production process or why CCG’s extensive product line may be the choice for your project, this webinar is the place learn the process and how to take the next steps. Agenda:  Distinct advantages of non-crimp fabrics versus alternative materials How to design laminates for specific processes such as pultrusion and infusion Real-world success spotlights of NCFs in industrial applications

Low-melt polyaryletherketone (LMPAEK) unidirectional tapes provide outstanding thermal and fire protection, demonstrating their effectiveness through rigorous testing. These tapes are fire, smoke and toxicity compliant with FAR25.853 and meet OSU Heat Release Rate standards. The tapes were tested under ISO 2685/AC 20-135 Change 1, meeting the fireproof criteria. Additionally, they met UL 2596 requirements for battery thermal runaway tests. These tapes are crucial for high-temperature applications showcasing their resilience and safety in both aerospace and automotive applications. Part of a broader range that includes films and compounds, Victrex LMPAEK materials are valued for their excellent processability and weldability. They offer versatile solutions for complex needs beyond traditional structural parts, such as: thermal runaway and lightning strike protection, heat sinking, and intricate bracketry. Victrex LMPAEK materials facilitate automation and high-rate production while addressing performance and sustainability challenges. With reduced environmental impact, lower weight and cost-efficiency, they meet the evolving demands of the transportation industry and support innovative design solutions. Agenda:  Introduction to LMPAEK ecosystem, highlighting unidirectional tapes Thermal and fire protection performance: applications and benefits Material forms and processability Sustainability and efficiency Conclusion and future innovations

Advanced process control: As composites manufacturers have integrated HP-RTM into automated production lines, robotic preforming and handling equipment (at left) has played a key role. Source: Engel

During this CW Tech Days event, sponsored by Composites One, experts will offer presentations to review and evaluate the composite materials, processes and applications that should and will be considered for use in the infrastructure and construction markets.

Mayr adds this caution: “The cycle time of HP-RTM is not just a function of the curing time, but of the whole process, starting with dry fabric. From this you generate a preform, transfer it to the mold and then start the HP-RTM process.” He contends that larger production cells and more investment are required to speed the overall cycle time.

“There are many different views in this industry right now,” says Mayr. “We come from injection molding, so our view is mass production and to help our customers reach the level of automation and the lot sizes of injection molding processes.” Injection molding/RIM is, indeed, a vital part of both HP-RTM’s ancestry and its promise, but can it make good? Perhaps a telling indicator is the installation of HP-RTM systems at both SGL-Benteler (Ried im Innkreis, Austria) and Mubea Carbo Tech, both backed by large steel auto parts manufacturers. “We have managed the transition from small series to industrial production of CFRP auto components,” says Joachim Siegmann, head of Mubea Carbo Tech automotive sales. He views HP-RTM as simply one in a range of processes that achieve complex structures offering the highest grade of functional integration. Siegmann’s associate Karas sums up: “Mubea sees a future in carbon fiber, and it is actually happening.”

A report on the demand for hydrogen as an energy source and the role composites might play in the transport and storage of hydrogen.

By 2005, RTM had been used heavily in the Dodge Viper and also by Sotira Composites (Meslay du Maine, France) for a wide range of OEMs, including a joint development effort (see “HIgh-Volume Preforming for Automotive application," under "Editor's Picks," at top right") with Ford Motor Co. (Dearborn, MI, US) and Aston Martin (Gaydon, Warwick, U.K.). The process also was gaining traction in heavy trucks, where Class A requirements are less rigorous. And then came a turning point. Although not necessarily an HP-RTM process, Roctool Inc. (Le Bourget du Lac, France and Charlotte, NC, US) introduced its induction-heated molds as “high-speed RTM” at JEC 2007, touting a cut in cycle time by as much as 50%. Then, in 2008, carbon fiber producer Toray (Tokyo, Japan) listed “faster-cycling RTM” in its presentation, “CFRP: What Is Needed Next For Mass Production In The Automobile?”

American Bureau of Shipping (ABS) certifies use of jointly developed CFRP repair technique on FPSO and FSO industrial systems, addressing traditional steel restoration challenges.

Already used in series production of structural carbon fiber-reinforced plastic (CFRP) parts for BMW’s (Munich, Germany) i3 and i8 models, high-pressure resin transfer molding (HP-RTM) is viewed by some as new technology. To others, it is merely modernization of early RTM processes, like that used to build Dodge Viper parts 25 years ago! What differentiates HP-RTM from RTM? “The cycle time is much faster than standard RTM,” points out Matthias Mayr, head of project management at ENGEL AUSTRIA GmbH (Schwertberg) Center for Lightweight Composite Technologies. And that difference is wrapped up in the “HP.” Conventional RTM, by comparison, is “LP.”

And although PU is still being offered, especially in more cosmetic applications, epoxy is gaining ground. “At Engel, we actually started with PU, but today our customers show equal interest in epoxy and PU,” says Mayr. “Both material systems seem to have further application potential.”

Prepreg co-molding compound by IDI Composites International and A&P Technology enables new geometries and levels of strength and resiliency for automotive, mobility.

Surface RTM is KraussMaffei’s name for gap impregnation, using a PU matrix as a first step, followed by overmolding in the same tool with PU as a second step — i.e., the gap is flooded with a thin layer of PU to make a Class A carbon fiber-reinforced exterior panel paintable directly from the mold without additional surface preparation (see “Zoltek demonstrates Surface RTM for automotive body panels" and "Henkel automotive molding process uses polyurethane in RTM" under "Editor's Picks").

The DOMMINIO project combines AFP with 3D printed gyroid cores, embedded SHM sensors and smart materials for induction-driven disassembly of parts at end of life.

Arkema is building an HP-RTM line with several partners to use Elium for auto parts. “We are planning to run this line at the beginning of 2016,” says Taillemite, “and currently have trials ongoing with five OEMs globally.” This includes OEMs testing Elium parts for Class A surface, mechanical properties, chemical and fatigue resistance and crash testing. “In automotive, you need several years of testing before a new technology is validated,” he explains. “We have started this testing in order to be ready for a project in five years.” Feedback is that thermoplastic RTM will be in use after 2020.

Wolff relates that cost and cycle-time reduction were key issues that BMW Group faced with the intricate geometry of the i3 and i8 body components. HP-RTM also offered the potential to produce large, complex structural components, such as sideframes (see photo, at left). “Now we are able to volume-produce these to a high quality and with high process stability, cutting manufacturing costs for CFRP body components by around 50%.” That’s compared to roof production, he notes, assuming the same boundary conditions and process chain.

New aircraft is expected to deliver wind turbine blades from 105 meters up to expand the reach of wind energy and achieve global climate goals.

Performing regular maintenance of the layup tool for successful sealing and release is required to reduce the risk of part adherence.

Meanwhile, Dow Automotive Systems (Schwalbach, Germany and Auburn Hills, MI, US) improved its VORAFORCE 5300 epoxy from a sub-90-seconds mold cycle in 2014 to under 60 seconds in 2015.

“Other methods use an insulated cup to catch the purge and insert a thermocouple probe. This method has significant issues, such as the size of the thermocouple and the technique of the operator,” says Bleck. “It may require multiple shots if it is a small shot size. Therefore, rpm, back pressure, and residence time are not factored into the melt temperature. Moreover, all three of these methods are very difficult to use on small shot sizes,” says Bleck.

Various methods are currently used to measure melt temperature, but all of them have drawbacks, says Bleck. “There is the standard purging of resin into a puddle and inserting a thermocouple probe, stirring the puddle, taking three shots, and calculating the average,” he explains. “This method has inconsistencies due to skinning of the polymer on the probe and human measurement errors. It also takes a significant amount of time, which fouls up a steady state process.”

The ITHEC 2024 will take place from the 9 to 10 October 2024 in Bremen, Germany. At the 7th International Conference, more than 300 participants from around the world will be presenting and discussing newest scientific results, meet leading international specialists, share their expertise and start business co-operations in the field of thermoplastic composite technologies. The international exhibition will feature 40+ exhibitors showcasing all steps of the supply-chain. Be it materials, machines, testing, processes, or solutions. By combining the exhibition and the conference ITHEC is further fostering the inter-connectivity between science and industry.

Another option is to reduce resin viscosity. “Technical experts recommend resin viscosity between 50 and 200 cps to get good injection speed and impregnation,” advises Sebastien Taillemite, business manager for Arkema and its Elium liquid thermoplastic polymer (LTP). He points out that epoxies are higher in viscosity, so they must be heated for HP-RTM. “But Elium is 100 cps at room temperature, so you can inject it without heating. Also, if injection pressure is too high it can move the fabric preform and you get fiber washout,” Taillemite adds.

The importance of complying with resin supplier recommendations for melt or process temperatures, which MTMS facilitates, cannot be overstated, according to Bleck. If the temperature is too high, the polymer will degrade; too low, and the part will be difficult to fill, pack out, and maintain a good appearance, explains Bleck. “Melt temperature influences the plastics viscosity or resistance to flow (thick or thin) and is critical in obtaining optimal part dimensional control. Consistent viscosity allows for repeatable filling of the mold with consistent cavity pressures. This correlates to less shrinkage variation and a tighter bell curve on normal production variations. Hence, molding with the same melt temperature generates higher quality parts from lot to lot and press to press,” says Bleck.

CompositesWorld is the source for reliable news and information on what’s happening in fiber-reinforced composites manufacturing. About Us

Editor in chief of PlasticsToday since 2015, Norbert Sparrow has more than 30 years of editorial experience in business-to-business media. He studied journalism at the Centre Universitaire d'Etudes du Journalisme in Strasbourg, France, where he earned a master's degree.

Knowing the fundamentals for reading drawings — including master ply tables, ply definition diagrams and more — lays a foundation for proper composite design evaluation.

Foundational research discusses the current carbon fiber recycling landscape in Utah, and evaluates potential strategies and policies that could enhance this sustainable practice in the region.

Fill speed, pack pressure, cooling rate, and melt temperature are the four critical process variables of injection molding that control the quality and consistency of molded parts. The first three variables are relatively easy to duplicate when lots or colors are changed or machines are switched. Not so with melt temperature, which can remain a mystery that few processors have the time, knowledge, or equipment to solve, according to Rich Bleck, a 48-year veteran of the plastics industry. He has developed a proprietary system that precisely measures the melt or purge temperature during the injection molding process. His company, Procon Training & Consulting LLC, has partnered with Schmit Prototypes to manufacture and market the Melt Temperature Measurement System (MTMS).

BMW Group, however, is already well-versed in this optimization, and thus seeks more flexibility via advanced process control. “We are looking for all possibilities to shorten cycle times,” says Wolff. “This could be tools and machines offering more flexible and faster temperature variations, or the ability to influence the resin system due to better flow or faster curing by variably adjusting the hardener during injection.” He says this applies to both epoxies and PUs, although the latter presents some challenges with the fabric systems BMW Group has already developed.

Preforms — a production bottleneck: A BMW i8 sideframe preform undergoes a visual quality check before moving on to a BMW HP-RTM workcell. BMW says a key need in terms of productivity is greater preform permeability during resin injection. Source: BMW

According to Mayr, then, overall cycle time remains the top priority: “Right now, molding is not the time-critical part of the process.” Preforming is a bottleneck. The cutting, positioning and forming of fabric layers takes longer than the mold cycle. Similarly, he says, mold cleaning is an issue. Although mixing mold release into the resin helps, Mayr notes that the number of mold cycles between mold-prep sessions touted by mold-care product suppliers are only achievable under ideal processing conditions and depend heavily on the mold surface and design. In future efforts to improve process cycle time, says Wollf, “the automation of sub-processes like mold cleaning carries great potential.”

Cevotec, a tank manufacturer, Roth Composite Machinery and Cikoni, have undertaken a comprehensive project to explore and demonstrate the impact of dome reinforcements using FPP technology for composite tanks.

Jetcam’s latest white paper explores the critical aspects of nesting in composites manufacturing, and strategies to balance material efficiency and kitting speed.

Prepreg co-molding compound by IDI Composites International and A&P Technology enables new geometries and levels of strength and resiliency for automotive, mobility.

The second innovation is Arkema Inc. (Colombes, France) Elium liquid acrylic/peroxide-initiated thermoplastic polymer. “We fine-tuned the viscosity of Elium for HP-RTM,” explains Taillemite, to make structural parts, at volumes of 30,000 up to 200,000 parts/yr. Injection of the acrylic resin and initiator does not require heating, he says, although molds are heated to about 100°C. He adds that Elium is not sensitive to moisture during injection. (Moisture, reportedly, can stop polymerization of caprolactam). The resin has been designed for aesthetic composite parts (modulus ≈10-15 GPa) and structural parts, achieving a modulus of 20-45 GPa with glass fiber and up to 125 GPa with carbon fiber. Yet, Elium reportedly has roughly 50% higher toughness vs. epoxy and absorbs twice the impact energy that a polyester can. Further, structural parts with Elium matrices are said to age better than those made with PA6. “Arkema also produces PA6 polymer products,” says Taillemite, “so we know well its moisture pickup of 5-10%. With aging, this tends to plasticize the composites and decrease the Tg, lowering mechanical properties over time.” He explains that designers take this into account, for example, by doubling the thickness of a part.

Explore the technologies, materials and strategies used by composites manufacturers working in the evolving space market.

Mayr adds that customized pressure sensors like those from Kistler (Winterthur, Switzerland) and dielectric sensing systems to monitor the curing process — e.g., those from Netzsch Instruments North America LLC (Selb, Germany) — are increasingly becoming standard.

So where do thermoplastics fit into HP-RTM? “The industry is asking for this because of recycling,” says Fries. “Also, it will be extremely difficult to get HP-RTM beyond 200,000 parts/yr. At this point RTM with thermosets doesn’t make sense.” He says if only 1 minute is available for cycle time, the choice is thermoplastic: “You use injection molding and there is no trimming or post-molding operations. The basic material cost is also cheaper than epoxy and PU.” Mayr observes that the cycle time for Engel’s in situ process is not shorter, “but thermosets require glue and/or fasteners to form assemblies. The advantage of thermoplastics is that we can overmold in a second step or use thermal welding.” Fries details, “You use the RTM as the reinforcement and then injection overmold ribs, bosses, inserts for attachments, etc.”

Analyzing structural resonance of the aircraft under various loads becomes a critical step in obtaining flight certification.

This sidebar to CW’s August 2024 feature article reviews this technology for more efficient composites manufacturing and why it aligns with Koridion active core molding.

The composites-intensive VTOL platform is next expected to undergo a series of test flights in various conditions to validate its performance, safety and reliability, leading up to eventual certification.

Closed mold processes have many advantages over open molding. In this knowledge center, learn the basics and vital tools needed to produce parts accurately.

Program will focus on sustainable, next-gen wing solutions, including in wing design and manufacturing and advancements in carbon fiber-reinforced composite materials.

BMW Group also sees a need to increase preform permeability. A preform that enables resin to permeate it quickly and easily should require less wetout time and build less pressure in the mold.

“It’s starting,” says Mayr at Engel. “We sold a large clamping unit to BMW Group Plant Landshut, a 1,700-MT v-duo unit to the University of Warwick in the UK, and a third machine to a Mexican auto industry supplier.” He says other machines have been sold and more projects are in the pipeline, including one that begins this summer and another in first-quarter 2016.

Indeed, preform permeability must be high (resin flows through easily) if resin viscosity is high, and both must be balanced with injection and mold pressure to achieve a successful part. Numerous studies over the past several years have explored mold filling simulation and optimized temperature, pressure and preform binder configurations to avoid fiber washout while decreasing cycle time. Typical of composites, the abundance of material and process choices makes optimizing parameters more difficult. Although not insurmountable, the analysis required can seem daunting to manufacturers just entering the HP-RTM arena.

CW’s editors are tracking the latest trends and developments in tooling, from the basics to new developments. This collection, presented by Composites One, features four recent CW stories that detail a range of tooling technologies, processes and materials.

EU project will develop bio-based, repairable and recyclable vitrimer composites and advanced sensors for highly reliable, sustainable wind blades.

Current methods for measuring melt temperature during injection molding are often inconsistent or expensive. The Melt Temperature Measurement System promises to deliver precise, repeatable results in a low-cost package.

Aerospace manufacturer joins forces with composite materials company to achieve sustainable manufacturing practices that overcome traditional composite layup tooling.

CompPair and Composite Recycling introduce a roof scoop made of recycled fibers to an eco-efficient rally buggy, which channels airflow to the engine for optimal, sustainable performance.

How the predictive tool “CZone” is applied to simulate the axial crushing response of composites, providing valuable insights into their use for motorsport applications.

Decades of development have propelled it to prominence but its future demands industrial solutions for handling cost, complexity and process control.

CompositesWorld's Carbon Fiber conference offers you cutting-edge information and access to industry experts in streamlining manufacturing costs, market outlooks and forecasting, and more. You will make invaluable contacts as you meet and network with the industry's most innovative and influential leaders at Carbon Fiber. __PRESENT

“Low pressure RTM — injecting at 10 to 20 bars — has a standard cycle time of 30 to 60 minutes,” says Slavko Karas, project manager at Mubea Carbo Tech’s (Salzburg, Austria) newest facility in Zebrak, Czech Republic. “It can be as low as 5 minutes, but only for very small parts.”

Reliable news and information on where and how fiber-reinforced composites are being applied — that’s just the start of what you get from our team here at CompositesWorld.

Are auto manufacturers buying HP-RTM machines? “Yes,” says Fries at KraussMaffei. “All of the equipment for the BMW i3 and i8 uses our metering machines, and other OEMs have followed.” He says the company is talking to manufacturers globally, which now include Tier 1 suppliers.

Base Materials introduces a high-performance, toughened epoxy tooling board designed for thermoforming and vacuum forming processes, direct-to-part applications and more.

Part engineering is also a need, says Fries. “In automotive, not many people are familiar with how to avoid designing ‘black metal’ or how to design a part that offers high performance but is also producible with respect to preforming and impregnation.”

Recoat temperature, part orientation and bead geometry are some key design variables to consider for a successful and reliable large-format additive manufacturing (LFAM) process.

More than a dozen parts for four Aston Martin models are mass produced in France using Ford Motor Co.'s optimized Programmable Preforming Process and resin transfer molding.

In the Automated Composites Knowledge Center, CGTech brings you vital information about all things automated composites.

Stephen Heinz, vice president of R&I for Syensqo delivered an inspirational keynote at SAMPE 2024, highlighting the significant role of composite materials in emerging technologies and encouraging broader collaboration within the manufacturing community.

The Marservis PROeco is a mass transportation marine vessel using Bcomp natural fiber for interior parts in place of standard materials.

“RTM has been around for decades,” says Erich Fries, head of KraussMaffei’s composites business unit. “For us, it was always HP-RTM because we were always using impingement mixing in a chamber, even though most companies using low-pressure RTM were using static and dynamic mixers.”

This session is designed to demonstrate the benefits of ultra polymers for aerospace applications with real case examples of Syensqo's polymer portfolio. Agenda:  Introduction to ultra polymers (PAEK, PEKK, PEEK, PAI) key features Application of ultra polymers in aerospace: concrete examples Benefits of ultra polymers: enhanced performance, durability and cost-efficiency

Wolff notes that “many requirements are new, and there are not yet any state-of-the-art-solutions available, thus strong partnerships with suppliers are important to obtain the best and most economical options.” He believes that as more expert knowledge is available in the market, the range of partnerships with different suppliers will expand to develop new solutions.

The composites industry plays a crucial role in developing lightweight and durable materials for a range of applications, including those critical to national defense. One key focus area is the development of advanced structural materials and manufacturing technologies that support next-generation space, missile and aircraft systems for the U.S. Department of Defense (DOD). ARC Technologies LLC (ARC), a division of Hexcel Corporation, based in Amesbury, Massachusetts, is a provider of advanced composites structures, specialty materials and other unique products that provide the U.S. Department of Defense with advanced capabilities to protect service members while in harm’s way. This team’s specialty is to understand a specific need from a program office, PEO, platform manufacturer or other offices within the DOD. With that understanding, the team can design a solution, develop a prototype for test and evaluation, perform extensive in-house testing — including electromagnetic, environmental and structural testing — and then partner with the customer through platform evaluation. The Hexcel Amesbury division has a team of engineers on staff, including mechanical, chemical, electrical and research and development specialists that can provide design, testing and manufacturing capabilities to service customer requirements from concept through production. This presentation will illustrate capabilities in advanced composites and other specialty materials structures, focusing on the Hexcel Amesbury team's niche in electromagnetic signature reduction and other unique capabilities.

“High pressure,” says Mayr, “means up to 150 bar in the mixing head and from 30 to 120 bar inside the mold, depending on part size and geometry.” Automation is also key to HP-RTM, but that demands an increased investment in both capital and process control. According to equipment suppliers, that investment is indeed being made. The goal: integrated, lightweight structures with cycle times of less than 10 minutes.

Polymeric phosphorus-based additive solution brings fire retardance and sustainability to Recron FS fabrics, enabling safe, responsible end-use applications.

Explore the cutting-edge composites industry, as experts delve into the materials, tooling, and manufacturing hurdles of meeting the demands of the promising advanced air mobility (AAM) market. Join us at CW Tech Days to unlock the future of efficient composites fabrication operations.

An on-demand mapping tool for anisotropic materials and polymer material fracture prediction model, i-Lupe, aims to help predict impact, crash behaviors.

Advanced Engineering is the UK’s largest annual gathering of engineering and manufacturing professionals. The event will help you to source new suppliers, network, build connections and learn about the latest industry developments all in one place. Get involved and exhibit alongside 400+ exhibitors offering solutions and products across all industries and sectors to help improve your productivity and inspire creativity. With over 9,000+ of your peers due to attend and ready to network with and inspire you, this is the event you can’t afford to miss!

Whether you’re exploring new applications or seeking to gain a foothold in emerging markets, Carbon Fiber 2024 is where you’ll discover the insights and connections needed to shape your business strategy. Register now.

Fries points out that the need gets greater as production volumes grow: “You must have close process control. This was not needed 20 years ago because then the cycle was so slow — only 1,000 to 4,000 parts per year. But now, with 12,000 to 50,000 parts per year, you must have an interface between the tool, metering and injection systems.” He describes KraussMaffei’s integration of pressure sensors: “If we see pressure over 100-110 bar, we know there is high risk of washout, so the sensors allow us to manage this with vacuum or by reducing throughput.”

A combination of Airtech’s 3D printing materials and Ascent’s production capabilities aim to support increased use of composite additive tooling in spaces like defense and aerospace.

CAMX 2024: Concordia Engineered Fibers presents customizable commingled yarn solutions, including environmentally friendly options.

Whether you’re exploring new applications or seeking to gain a foothold in emerging markets, Carbon Fiber 2024 is where you’ll discover the insights and connections needed to shape your business strategy. Register now.

The MTMS method is based on an insulator cup that keeps the material in a molten state during the measurement process. It also precisely positions the thermocouple probe in the effective flow path. The process is shown in the embedded video. In addition to its low cost and ease of use, Bleck cites the following advantages compared with conventional technologies:

Composite underbody panel for battery pack protection, made of stacked multiaxial noncrimp fabric, will serve high-volume commercial and automotive markets.

Over the last 8 months, Archer Aviation has completed a total of 402 test flights with its composites-intensive aircraft, adding to key milestones.

Don’t make the mistake of thinking the temperatures shown on the controller screens are actual, he cautions. “Those thermocouples are reading steel temperatures along the barrel, not melt temperatures.”

Thermoplastics for Large Structures, experts explored the materials and processing technologies that are enabling the transition to large-part manufacturing.

Validation of 80-100% tensile strength and comparability to injection molding via Voxelfill extrusion process was achieved through plastic and fiber-filled test series.

Initial demonstration in furniture shows properties two to nine times higher than plywood, OOA molding for uniquely shaped components.

HP-RTM still comprises a fiber preform, a closed mold, a press and a resin injection system, but the latter is now an impingement mixing head, like that first developed for polyurethane (PU) foam applications in the 1960s. In fact, metering/mixing/injection suppliers for the PU and reaction injection molding (RIM) industries were among the early developers of HP-RTM, including Krauss-Maffei Corporation(Munich, Germany), Hennecke Inc. (Sankt Augustin, Germany), FRIMO Inc. (Lotte, Germany) and Cannon USA Inc. (Borromeo, Italy).