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Additive technologies in composites manufacturing offer a high-rate, low-cost alternative to traditional tool-making approaches, and shows promise as an effective processing method for printing composite structures from reclaimed structural fibers. Additive approaches have the potential to significantly reduce composite tool-making lead times and increase the recovery and reuse of structural carbon fibers.

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Wind Turbine technology explores thermoplastic resins, segmented wind turbine designs, automation to reduce cost and labor content, and joinable pultruded wind turbine components. Today’s composite wind turbines-ordinarily made with thermosetting resins are time-consuming to produce, economically challenging to recycle, and increasingly difficult to transport as blade lengths grow in size to capture more energy. The wind technology is led out of National Renewable Energy Laboratory (NREL), Golden, Colo.

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Modeling and Simulation (M&S) technology enables digital product definition through the use of modeling and simulation tools as a foundational methodology for designing, manufacturing, and sustaining composite products; education and training of the next-generation workforce in design tools and methodologies; and exploring multi-physics phenomena for manufacturing polymer composite materials and structures into simulation tools. The M&S technology is led out of Purdue University, Indiana.

In the other, the variations are simulated by allowing random changes to geometry, constrained by expected distributions within allowed tolerances with the resulting parts assembled, and then measurements of critical places are recorded as if in an actual manufacturing environment. The collected data is analyzed to find a fit with a known distribution and mean and standard deviations derived from them. The immediate value to this method is that the output represents what is acceptable, even when that is from imperfect geometry and, because it uses recorded data to perform its analysis, it is possible to include actual factory inspection data into the analysis to see the effect of proposed changes on real data. In addition, because the engine for the analysis is performing the variation internally, not based on CAD regeneration, it is possible to link the variation engine output to another program. For example, a rectangular bar may vary in width and thickness; the variation engine could output those numbers to a stress program which passes back peak stress as a result and the dimensional variation be used to determine likely stress variations. The disadvantage is that each run is unique, so there will be variation from analysis to analysis for the output distribution and mean, just like would come from a factory.

Tolerance stackups or tolerance stacks are used to describe the problem-solving process in mechanical engineering of calculating the effects of the accumulated variation that is allowed by specified dimensions and tolerances. Typically these dimensions and tolerances are specified on an engineering drawing. Arithmetic tolerance stackups use the worst-case maximum or minimum values of dimensions and tolerances to calculate the maximum and minimum distance (clearance or interference) between two features or parts. Statistical tolerance stackups evaluate the maximum and minimum values based on the absolute arithmetic calculation combined with some method for establishing likelihood of obtaining the maximum and minimum values, such as Root Sum Square (RSS) or Monte-Carlo methods.

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IACMI is advancing innovative vehicle design concepts by addressing activities such as facilitating round-robin studies that compare composites joint and interface designs for various assembly methods, establishing design optimization approaches for manufacturability and recyclability, validating composite crash simulation models, and creating techno-economic analyses of automotive composite parts to provide manufacturers with design, prototyping, and validation examples.

IACMI’s technical activities are organized by key subtopics that cut across the above five Technology Areas (See Figure 1). These subtopics capture the full range of enabling technologies needed to maximize progress against 5- and 10-year IACMI technical targets of cost, energy, and waste reduction for composites manufacturing technologies.

Compressed Gas Storage (CGS) technology is advancing conformal tank designs, braided composite preform designs, and methods that enable reductions in safety factors to reduce the amount of carbon fiber required in tank designs. Composite materials help meet the growing demand for compressed natural gas (CNG) vessels and eventually hydrogen storage tanks — as a low-emissions alternative to gasoline and diesel. The CGS area is led out of University of Dayton Research Institute (UDRI), Ohio.

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Figure 2. Low-cost carbon fiber, wide tow fiber — 450-650 tow count — produced at the Carbon Fiber Technology Facility, Oak Ridge National Laboratory.

environmental benefits and help to revitalize U.S. manufacturing and innovation. IACMI-The Composites Institute is playing a pivotal role in shaping future competitiveness and job growth in the United States, and the technical activities needed to accelerate progress toward this vision.

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Composite Materials and Processes (M&P) technology focuses on material intermediates such as pellets, tapes, fabrics, low-cost carbon fibers (LCCF), recycling of carbon and glass fibers, nondestructive evaluation (NDE), materials characterization, novel manufacturing methods, and more efficient precursors and conversion processes. The M&P area is led out of Oak Ridge National Laboratory and the University of Tennessee, with partnerships from Vanderbilt University and University of Kentucky.

Transitioning the United States into a clean energy economy will require the widespread adoption of transformative technologies that save energy and reduce emissions. Regulatory actions such as Corporate Average Fuel Economy (CAFE) aim to increase fuel economy standards for automobiles significantly by 2025. Fiber-reinforced polymer composites are a key enabler of energy efficiency gains and emissions reductions. High strength-to-weight ratios, exceptional durability and directional properties are some of the key benefits that make composite materials a valued choice for high-performance products across multiple markets and industries.

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Improved advanced composites manufacturing technologies developed by IACMI aid the integration of innovative practices and methods in manufacturing.

Editor’s Note: Dr. Uday Vaidya is the UT/ORNL governor’s chair in Advanced Composites Manufacturing, University of Tennessee, Knoxville, and chief technology officer at the Institute for Advanced Composites Manufacturing Innovation (IACMI), Knoxville.

Vehicle Technology seeks to reduce manufacturing costs and improve recyclability through innovative design concepts, low-cost tooling, robust modeling and simulation tools, effective joining technologies, and reliable defect detection methods. Perhaps they will make use of some free standing foundationless jib crane, because of their non-intrusive design. I’ve heard of them being installed in vehicle production factories. Rising fuel economy standards which aim to reduce emissions and improve energy security are compelling automakers to seek vehicle mass reduction opportunities through the integration of lightweight materials. The vehicles area is led out of the Corktown facility in Detroit and Michigan State University, East Lansing, Detroit.

Figure 4. Laystitch preform for compressed gas storage application. Image courtesy of the University of Dayton Research Institute, IACMI technology area for CGS Additive technologies in composites manufacturing offer a high-rate, low-cost alternative to traditional tool-making approaches, and shows promise as an effective processing method for printing composite structures from reclaimed

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Advances in carbon fiber technologies via alternative precursors, efficient processes, and interface engineering are critical to cost reduction at improved performance. Alternative precursors such as textile grade polyacrylonitrile (PAN) and processing approaches are being adopted to engineer carbon fiber materials that yield superior final part properties at reduced production energy levels. Recent advances at the Oak Ridge National Laboratory have enabled a low-cost carbon fiber (LCCF) at properties and cost metrics for automotive, wind and CGS (See Figure 2).

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Figure 3. Seat back rest tool for molding sheet molding compound, long fiber thermoplastics and fiber preforms. Image courtesy of the University of Tennessee, IACMI Materials and Processing technology area.

The starting point for the tolerance loop; typically this is one side of an intended gap, after pushing the various parts in the assembly to one side or another of their loose range of motion. Vector loops define the assembly constraints that locate the parts of the assembly relative to each other. The vectors represent the dimensions that contribute to tolerance stackup in the assembly. The vectors are joined tip-to-tail, forming a chain, passing through each part in the assembly in succession. A vector loop must obey certain modeling rules as it passes through a part. It must:

Design, Prototyping, and Validation (DPV) are integral steps to turning conceptual designs into high-performance components and verifying that these components meet their intended product requirements. These product development steps rely on a robust understanding of material limits, processing capabilities, principles of mechanical design, and best manufacturing practices to optimize the safety, reliability, and performance of a system.

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Tolerance analysis is the general term for activities related to the study of accumulated variation in mechanical parts and assemblies. Its methods may be used on other types of systems subject to accumulated variation, such as mechanical and electrical systems. Engineers analyze tolerances for the purpose of evaluating geometric dimensioning and tolerancing (GD&T). Methods include 2D tolerance stacks, 3D Monte Carlo simulations, and datum conversions.

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The Institute for Advanced Composites Manufacturing Innovation (IACMI), Knoxville, Tenn., is accelerating the transition of advanced composites manufacturing technologies into the marketplace to facilitate the integration of innovative methodologies and practices across supply chains. The low-cost, energy-efficient production of advanced fiber-reinforced polymer composites in vehicles, wind turbines, and compressed gas storage applications is expected to revitalize U.S. manufacturing and innovation and yield substantial economic and environmental benefits. IACMI contributes to this vision through high-value research, development and demonstration programs that reduce technical risk for manufacturers while training the next-generation composites workforce.

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Commercializing technologies for low-cost, energy efficient manufacturing of advanced fiber reinforced polymer composites for vehicles, wind turbines, and CGS applications will unleash significant economic and

Composite recycling is of growing interest to the composites community. The next-generation technologies feature novel and increasingly complex combinations and formulations of fiber-reinforced composites, but these are difficult to recycle using current practices. Since recycled chopped carbon fiber costs 70-percent less to produce and uses up to 98-percent less energy to manufacture compared to virgin carbon fiber, recycling technologies are creating new markets from the estimated 29 million pounds of composite scrap sent to landfills annually. Advances in recycling technologies including pyrolysis, solvolysis, mechanical shredding and cement kiln incineration are enabling recycle, reuse, and remanufacture of products. IACMI has strategic partnerships in the recycling technologies with the American Composites Manufacturer’s Association (ACMA) and Composites Recycling Technology Center (CRTC), Port Angeles, Washington.

Innovative reinforcements, resins, additives and intermediates are enabling fast cycle times, reduced scrap, integrated features and reduction of embodied energy. Integrated fabrics, braids, preforms and pre-pregs are used in rapid fabrication of door inner, floor, seat back rest, roof, trunk and under the hood auto components, wind turbine blades and composite tanks (See Figure 3). Advanced manufacturing techniques such as injection overmolding, stampable preforms, locally stitched preforms, high-pressure resin transfer molding are some examples that reduce composites manufacturing costs and energy consumption and improve component performance and recyclability. Figure 4 illustrates a locally reinforced preform to provide directional properties. IACMI has partnership with the Long Island, N.Y.-based Composites Prototyping Center (CPC), for prototyping and fabrication.

Worst-case tolerance analysis is the traditional type of tolerance stackup calculation. The individual variables are placed at their tolerance limits in order to make the measurement as large or as small as possible. The worst-case model does not consider the distribution of the individual variables, but rather that those variables do not exceed their respective specified limits. This model predicts the maximum expected variation of the measurement. Designing to worst-case tolerance requirements guarantees 100 percent of the parts will assemble and function properly, regardless of the actual component variation. The major drawback is that the worst-case model often requires very tight individual component tolerances. The obvious result is expensive manufacturing and inspection processes and/or high scrap rates. Worst-case tolerancing is often required by the customer for critical mechanical interfaces and spare part replacement interfaces. When worst-case tolerancing is not a contract requirement, properly applied statistical tolerancing can ensure acceptable assembly yields with increased component tolerances and lower fabrication costs.

In performing a tolerance analysis, there are two fundamentally different analysis tools for predicting stackup variation: worst-case analysis and statistical analysis.

While no official engineering standard covers the process or format of tolerance analysis and stackups, these are essential components of good product design. Tolerance stackups should be used as part of the mechanical design process, both as a predictive and a problem-solving tool. The methods used to conduct a tolerance stackup depend somewhat upon the engineering dimensioning and tolerancing standards that are referenced in the engineering documentation, such as American Society of Mechanical Engineers (ASME) Y14.5, ASME Y14.41, or the relevant ISO dimensioning and tolerancing standards. Understanding the tolerances, concepts and boundaries created by these standards is vital to performing accurate calculations.

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There are two chief methods for performing the statistical analysis. In one, the expected distributions are modified in accordance with the relevant geometric multipliers within tolerance limits and then combined using mathematical operations to provide a composite of the distributions. The geometric multipliers are generated by making small deltas to the nominal dimensions. The immediate value to this method is that the output is smooth, but it fails to account for geometric misalignment allowed for by the tolerances; if a size dimension is placed between two parallel surfaces, it is assumed the surfaces will remain parallel, even though the tolerance does not require this. Because the CAD engine performs the variation sensitivity analysis, there is no output available to drive secondary programs such as stress analysis.

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Advanced thermoplastic resins into current production processes: Thermoplastics have shorter cycle times and are more suitable for recycling. Increasing the use of thermoplastics for requires a variety of activities, including developing of novel in situ polymerization methods to improve thermoplastic fatigue performance, and establishing design-for-recyclability methods.

The statistical variation analysis model takes advantage of the principles of statistics to relax the component tolerances without sacrificing quality. Each component's variation is modeled as a statistical distribution and these distributions are summed to predict the distribution of the assembly measurement. Thus, statistical variation analysis predicts a distribution that describes the assembly variation, not the extreme values of that variation. This analysis model provides increased design flexibility by allowing the designer to design to any quality level, not just 100 percent.

Modeling and simulation tools for automotive applications require a range of activities including assessing variability in end-to-end simulated manufacturing processes, conducting accelerated tests and validating models with experimental data, incorporating composite joint designs in crashworthiness models, and sharing key materials properties to inform simulation efforts. The integration of these efforts in IACMI is enabling to reduce product development time.

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