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4 Welcome On behalf of the Automotive and Composites Divisions of SPE®, I’d like to welcome you to our 16th-annual Automotive Composites Conference and Exhibition (ACCE), the world’s leading automotive composites forum.

Organizing and executing an event of this scale and this caliber requires many participants. My thanks to our many volunteer organizers, technical presenters, and sponsors who have worked long and hard to create the event you are attending.

There is a rapid pace of change and innovation within the transportation industry around materials. This change brings challenges and opportunities. The SPE ACCE is a place where we can come together to learn about and discuss the development of materials, processes, applications, and technologies. By working together, we can solve our customers’ challenges, including those driven by regulations, competition, and the ever-expanding worldwide market of OEMs and supply chains.

While you are here these next three days, you have the opportunity to listen and learn from some of the most prominent and respected thought leaders in our industry. You also have the opportunity to meet and network with your peers and our sponsors. We have a full agenda, so we encourage you to make the most of it. We are all part of the constellation of organizations that make up the diverse and dynamic composites industry. When we work together, we make our industry so much stronger. Enjoy!

Kind regards, Rani Rani Richardson 2016 SPE ACCE Chair Composites & Additive Manufacturing Industry Consultant Dassault Systèmes ACCE2016 Contributors 2016 Vanja Ugresic, Nippani Rao, Chairs Session Fraunhofer Project Centre RAO Associates [email protected] [email protected] Conference Chair Organizers +1. 519.661.2111 ex. 86975 +1.248.553.8323 Rani Richardson, Additive Manufacturing Suresh Shah, Dassault Systèmes Advances in Thermoset Delphi Corp., Retired [email protected] & 3D Printing Composites [email protected] +1.201.675.8361 Umesh Gandhi, Cedric Ball, +1.248.635.2482 Toyota Technical Center Hexion Inc. Technical Program Co-Chairs [email protected] [email protected] Nanocomposites Creig Bowland, +1.734.995.7174 +1.614.477.2139 Alper Kiziltas, Colorado Legacy Group LLC Suresh Shah, Mohamed Bouguettaya, Ford Motor Co. [email protected] Delphi Corp., Retired BASF Corp. [email protected] +1.704.466.1505 [email protected] [email protected] +1.207.249.5948 Michael Connolly, +1.248.635.2482 +1.734.324.2670 Leonardo Simon, Huntsman Polyurethanes Steve vanLoozen, Dan Dowdall, University of Waterloo [email protected] BASF Ashland Inc. [email protected] +1.248.462.0503 [email protected] [email protected] +1.519.888.4567 x 33301 +1.734. 552.2864 +1.248.755.2674 Communications Chair Mehdi Tajvidi, Advances in Reinforcement Enamul Haque, University of Maine Peggy Malnati, Cooley Group [email protected] Malnati & Associates Technologies [email protected] +1.207.581.2852 [email protected] Steve Bassetti, +1.248.231.6429 +1.248.592.0765 Michelman, Inc. Dan Heberer, Opportunities & Challenges [email protected] with Carbon Composites Sponsorship Chair Huntsman Polyurethanes +1.513.794.4195 [email protected] Dale Brosius, Teri Chouinard, Creig Bowland, +1.248.322.7464 IACMI Intuit Group Colorado Legacy Group LLC [email protected] [email protected] [email protected] Bonding, Joining & Finishing +1.586.530.3372 +1.248.701.8003 +1.704.466.1505 Enamul Haque, Ray Boeman, Registration Ryan Emerson, Cooley Group Oak Ridge National Laboratory [email protected] Scott Marko, PPG Industries [email protected] [email protected] +1.248.231.6429 +1.865.274.1025 SPE International +1.704.434.2261, ext 2131 Nick Gianaris, [email protected] Jim deVries, Thermacore, Inc. +1.203.740.5442 JdV Lightweight Strategies Advances in Thermoplastic [email protected] [email protected] Treasurer Composites +1.412.382.7150 +1.734.589.7276 Bonnie Bennyhoff, Victor Bravo, Adam Harms, Glade Gunther, SPE Automotive Division National Research Council Canada Huntsman Advanced Materials Solvay [email protected] (NRCC)[email protected] [email protected] [email protected] +1.248.244.8993 ext. 4 +1.905.760.3257 +1.314.898.8152 +1.435.730.4477 Robert Egbers, Robert Sawitski, Hendrik Mainka, Student Poster COMUSA LLC Huntsman Advanced Materials Volkswagen AG Competition Chair [email protected] [email protected] [email protected] +1.734.250.5290 +49.152.229.93521 Uday Vaidya, +1.248.912.8154 University of Tennessee-Knoxville Klaus Gleich, EnablingTechnologies Santosh Sarang, [email protected] Johns Manville Aisin Technical Center of America Timo Huber, +1. 205.410.2898 [email protected] [email protected] +1.720.934.0758 Fraunhofer Institute for Chemical +1.734.582.7608 Technology Márton Kardos, [email protected] Jay Tudor, Design: JPI Creative Group Volkswagen AG +49.721.4640.473 Dow Chemical Co. Signage: That Color [email protected] [email protected] Peter McCormack, Printing: Real Green +49.5361.9.16448 +1.248.391.6444 Proper Group International Plaques, Trophies & Lanyards: Santosh Sarang, [email protected] Sponsored by SPE. Awards supplied Aisin Technical Center of America +1. 519.739.3895 by Business Design Solutions. [email protected] +1.734.582.7608 Tobias Potyra, Zoltek: A Toray Group Company Shyam Sathyanarayana, [email protected] BASF Corp. +49.6102.7999.172 [email protected] +1.734.239.5334

6 Contributors 2016 Sustainable Composites Ad Hoc Committee Dan Houston, Fred Deans, Ford Motor Co. Allied Composite Technologies LLC [email protected] [email protected] +1.313.323.2879 +1.248.760.7717 Alper Kiziltas, Antony Dodworth, Ford Motor Co. Bright Lite Structures [email protected] [email protected] +1.207.249.5948 +44.7754.957697 Esra Erbaş Kiziltas, Jan-Anders Månson, SPE École Polytechnique Fédérale de [email protected] Lausanne (EPFL) +1.207.249.5948 [email protected] Leonardo Simon, +41.21.693.4281 University of Waterloo Leslie Beck, [email protected] AOC LLC +1.519.888.4567 x 33301 [email protected] Mehdi Tajvidi, +1.901.854.2318 University of Maine Nick Gianaris, [email protected] Thermacore, Inc. +1.207.581.2852 [email protected] +1.412.382.7150 Virtual Prototyping & Testing Raghu Panduranga, Laurant Adam, North Carolina A&T State University e-Xstream engineering [email protected] [email protected] +1.336.210.9353 Looking for a cost-effective way to reach transportation engineers +32.10.22.74.51 working with plastics around the world? Jay Raisoni, Roger Assaker, Inteva Products LLC, Retired e-Xstream engineering [email protected] Help sponsor our SPE Automotive Division Newsletter, [email protected] +1.248.396.8685 distributed globally four times per year. +1.352.661.52.56.53 Andy Rich, Peter Foss, Element 6 Consulting For rates & information, please contact Teri Chouinard General Motors Co. [email protected] [email protected] +1.781.792.0770 at Intuit Group, [email protected] +1.248.701.8003 +1.586.986.1213 Conrad Zumhagen, Umesh Gandhi, The Zumhagen Co. Toyota Technical Center [email protected] [email protected] +1.734.645.5778 +1.734.995.7174 David Jack, This year’s SPE® ACCE proceedings Baylor University Panel Discussion is cloud based. [email protected] Critical Issues in Automotive +1.254.710.3347 Composites: Technology, To access content, please go to: Antoine Rios, Policy & Supply Chain The Madison Group http://speautomotive.com/SPEA_CD/SPEA2016/about.htm [email protected] Moderator: +1.608.231.1907 Dale Brosius, IACMI; If you absolutely must have a CD, Yu Yang Song, Panelists: Toyota Technical Center [email protected] Craig Blue, IACMI; please come to the front desk and inquire. +1.734.995.0475 Rick Neff, Cincinnati Inc.; We have a limited number Rich Fields, Lockheed Martin; Robert Yancy, Altair Ove Schuett, Dassault Systèmes; for conference attendees. [email protected] James Staargaard, +1.206.755.7960 Plasan Carbon Composites

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17 Abstracts of Speaker Presentations 2016 AUT OMOTIVE

Shan Gao, Western University Wednesday, September 7 Powder Coating of Underhood Plastic Components The application of powder-coating technology during processing of plastic substrates has many advantages. However, the — IN ONYX ROOM — conventional electrostatic coating process used with metals is not easily applied to plastics, which are inherently non-conductive. SESSION 1: Bonding, Joining & Finishing - In this presentation, the powder coating technique is applied to Part 1 of 3: Adhesion & Finishing processing long-fiber thermoplastics. This research describes a process for coating the long-fiber thermoplastics by preheating Andy Stecher, Plasmatreat North America the work piece to the temperature between 120º-160ºC, then Enhancing the Bonding of Dissimilar Materials with coating with a corona spray gun. Three common powder coatings Atmospheric Plasma (polyester, epoxy, and hybrid) have been tested and show Recent automotive industry trends include a focus on weight and promising results. In addition, infrared curing has been used to cost reduction. The development of new composite materials aid the curing process of low-cure epoxy. Experimental results have increased the likelihood that dissimilar materials will need showed that by preheating the plastic substrate, the powder to be joined, sealed, or bonded together. Such combinations can deposit has been greatly improved, resulting in better finishes. The present significant challenges to achieving proper adhesion and surface conditions are further evaluated for gloss, depth of image can result in failures leading to substantial costs. This presentation (DOI), and haze. examines the use of atmospheric plasma for surface conditioning in order to enhance the bond between adhesives and sealants to SESSION 5: Bonding, Joining & Finishing - composites and other materials. Atmospheric plasma improves Part 2 of 3: Welding & Bondline Issues adhesion by removing organic contaminants that reduce electrostatic and mechanical forces, and by increasing the Michael Barker, Ashland Inc. functionality of composite surface chemistry. Empirical data and Lightweighting with Composites: Adhesive Properties and examples of high-value, high-volume automotive applications Initial Bond Line Read Through Measurements that have been enabled by the use of atmospheric plasma surface Regulations mandating improved automotive fuel efficiency and conditioning will also be discussed. reduced carbon emissions have accelerated the need for lighter weight vehicles. The resultant use of thinner gauge composites for Raymond Sanedrin, Krüss USA exterior body panels to achieve weight reduction has put renewed Why Test Inks Cannot Tell the Full Truth About focus on the need to understand the causes and mitigation of Surface Free Energy adhesive bond-line read through (BLRT). This presentation will Adhesive bonding has been the tool of choice for connecting review and question the fundamental causes of BLRT in view of metals, plastics, or other materials of interest. Extensive pre- both laboratory data and finite-elemental analysis from a design, treatments such as cleaning, surface roughening, or plasma adhesive, and process perspective. Several key constitutive activation are typically applied to these materials prior to the gluing properties such as adhesive elongation, modulus vs. temperature, process in order to improve the wettability of glue to the surfaces coefficient of thermal expansion, and percent reaction will be of a material. To monitor the efficiency of the pretreatment, the examined through formula manipulation for their respective surface free energy (SFE) of the substrate is typically measured. contributions to surface deformation. In many cases, dyne inks are used to determine the total SFE following the assumption that a surface having an SFE value Akio Ohtani, Kyoto Institute of Technology above a certain threshold is already sufficiently pre-treated for Effect of Energy Director on Welding State of Ultrasonic subsequent adhesive bonding. It is well known, however, that SFE Welding for c-FRTP is more than one single value and its distribution into polar and In this study, ultrasonic welding was adopted for woven fabric- disperse constituents is essential if wetting and long-term adhesion reinforced thermoplastic composites, and the effect of welding are to be characterized. In contrast to dyne inks, contact-angle conditions for ultrasonic welding on joint properties was examined. measurements determine the polar and disperse contributions to In addition, the effect of insertion of resin materials with different the SFE. In a thorough experimental study, SFE values of various forms (e.g. film, and mono-filament woven mesh shape) inserted materials were determined using different types of dyne inks and between specimens on welding properties was investigated and contact-angle measurements. Results were compared to illustrate also will be discussed. advantages and drawbacks of each technique. This presentation also will explain why for some materials the test inks and contact- angle measurements yield different results.

18 Abstracts of Speaker Presentations 2016 AUT OMOTIVE

Sarah Stair, Baylor University SESSION 6: Virtual Prototyping & Testing 2013-2014 SPE ACCE Scholarship Winner - Part 1 of 4: Woven Composites & Draping Investigation & Identification of the Bondline between a Carbon Fiber Reinforced Laminated Composite and a Paul Van Huffel, Altair Engineering Metal Structure via Ultrasonic Techniques Composite Draping to Enhance Structural Analysis Incorporating carbon fiber-reinforced laminated composites into With composite analysis and optimization on the rise, the traditionally metal components and assemblies often leads to accuracy of assumptions are becoming more and more bondlines between two dissimilar materials. To ensure the quality important to product development. In the case of woven fiber of the bondline, a nondestructive evaluation method is needed. composites with organized fiber orientations, the need for The present study focuses on ultrasonic inspection methods for accuracy in the orientation definition in finite element models evaluating the bondline between a woven carbon fiber-reinforced early on in development is critical. There are 2 ways this can be laminated composite and an aluminum plate. established. Either the forming process for the fiber composite can be explicitly simulated and the results used to condition a model for product performance simulation, or a drape estimating — IN OPAL/GARNET ROOM — program can be employed to implicitly calculate and set the fiber orientations. This presentation will cover both methods and compare the net predictions for a B-pillar model with impact and SESSION 2: Opportunities & Challenges normal modes simulations. with Carbon Composites - Part 1 of 2: B-Class & Recycled Fibers William Rodgers, General Motors Co. Draping Simulation of Woven Fabrics Hiroyuki Hamada, Kyoto Institute of Technology Woven fabric composites are extensively used to mold complex Utilization of B Class Carbon Fiber in Composite Materials geometrical shapes due to their high conformability compared Carbon fiber (CF) reinforced polymer composites were fabricated to other fabrics. During preforming, orientation of the yarns may by the direct fiber feeding injection molding (DFFIM) process. change significantly compared to the initial positions. This paper Three polymer matrices were used, including polyamide 6/6 (PA presents a systematic investigation of the angle changes during 6/6), polypropylene (PP), and polycarbonate (PC). Two types of the preform operation for carbon fiber-reinforced twill- and satin- commercial treated CF (standard CF (CF-A) and a non-standard weave fabrics. CF (CF-K)) were applied in this research. Additionally, the CF-K was desized to remove its surface treatment. The effect of fiber types Chris Boise, Baylor University and the desizing on tensile properties and morphology of the 2015-2016 SPE ACCE Scholarship Winner composites was investigated. The desizing of fiber promoted fiber Construction and Implementation of a Material dispersion, reduced fiber agglomeration, and improved adhesion Independent Finite Element for use in Orthotoropic between fiber and the matrix. Stiffness Tensor Prediction of a Woven Fiber Composite Lamina Frazer Barnes, ELG Carbon Fibre As woven fabric composites become more popular in the The Role of Recycled Carbon Fibres in Cost Effective aerospace and automotive industries, it becomes important to Lightweight Structures understand how various fiber reinforced laminated composites Recent years have seen the development of commercial react to structural loadings. This presentation discusses a method operations for the recovery of high-grade carbon fibers from to obtain the effective stiffness tensor of a woven fiber composite manufacturing and end-of-life wastes. Two challenges faced by lamina through finite element analysis (FEA) of a representative this developing industry are the conversion of recovered fibers volume element (RVE) through the use of a novel approach that into usable product forms and the acceptance of these products allows individual finite elements to contain multiple materials. by the market. This presentation describes the development and Typical meshing within the RVE is complicated by the undulation testing of recycled carbon fiber products that have the potential of the fiber tows within the RVE, and this presentation introduces to enable cost effective, lightweight structures in transportation. a unique formulation of a finite element that allows meshing to be The products were reinforced thermoplastics designed for performed independent of the woven geometry within the RVE. injection molding and nonwoven textiles designed for composites The results presented in this work demonstrate the method for a manufacturing. The technical performance of these materials woven fabric geometry similar to that found in many glass and is compared with current materials, and the economic and carbon fiber laminates. Preliminary results for the stiffness tensor environmental benefits are highlighted. Finally, the challenges components show very-good agreement with results obtained that have still must be addressed before the materials become doing the full geometry dependent analysis using a commercial widely accepted in the market are discussed. software package. In all cases, the proposed method is either better than or equal to alternative material independent elements.

19 Abstracts of Speaker Presentations 2016 AUT OMOTIVE

SESSION 10: Virtual Prototyping — IN EMERALD/AMETHYST ROOM — & Testing - Part 2 of 4: SESSION 3: Advances in Thermoplastic Benedikt Fengler, Karlsruhe Institute of Technology Application of a Multi Objective Optimization Approach Composites - Part 1 of 5: High-Volume for Continuous Fiber Tapes in Hybrid Composite Structures Applications Optimization tools generally require problem-specific strategies Ji Hwan Choi, Hanwha Advanced Material Co. to find the best solution. As part of the product development process, a commonly used optimization objective is to achieve Development of Automobile Front Bumper Beam using the maximum stiffness for a component with a given material and CFRP and GMT design space. For lightweight applications, the combination of There has been a recent rise in applications of carbon fiber- multiple material types offers additional optimization potentials. reinforced plastic (CFRP) applications in the automotive industry In this work, a combination of discontinuous and continuous to improve fuel efficiency. A hybrid bumper beam system fiber-reinforced polymers is used, where position, geometry, consisting of CFRP and glass-mat thermoplastic-(GMT)-based and orientation of the reinforcing continuous fiber tape needs materials has been manufactured for Hyundai Motors. If this to be optimized. Standard optimization tools hardly consider process is introduced to the front bumper beam, the weight of manufacturing constraints and, thus, often find product solutions front beams can be significantly reduced. In this presentation, a that are impractical to manufacture. Furthermore, usually either front beam concept combining CFRP and GMT will be described. only 1 objective function at a time can be set as the optimization This beam results in significant weight savings (11.3%). To satisfy target, or weighting function are used that influence the high performance, this hybrid system has been evaluated through optimization results. In the presented work, an optimization LS-DYNA-based CAE simulation as well as actual tests of 40% method is introduced that considers manufacturing constraints offset barrier and NCAP Cart Impact at 25 km/h and 35 km/h with like distances to boundaries and available patch widths during a rigid barrier. the optimization process. Beside these constraints, a geometric draping simulation is implemented to calculate the deformed tape Tomasz Czarnecki, EconCore N.V. geometry and position, for each iteration step. An evolutionary Continuous Production of Thermoplastic Honeycomb algorithm allows consideration of both arbitrary manufacturing Sandwich Components for Automotive Interiors: Low constraints and multiple objectives during an optimization run. Weight – Low Cost Technology The resulting Pareto front provides a basis for the decision of the To address the challenge of providing lightweight material final tape design. Therefore, the proposed approach combines solutions at acceptable costs, unique technology has been an evolutionary algorithm with a structural simulation in the developed that allows for continuous production of lightweight finite-element software. The proposed optimization strategy is thermoplastic honeycomb cores. This technology allow for demonstrated by an example hybrid composite structure. integrated lamination of a variety of skin layers to core, resulting in strong, lightweight sandwich panels. The technology is especially Michael Doyle, Dassault Systèmes useful for cost sensitive, high volume applications using high Progress on Light-Weight Automotive Materials speed processes. This presentation will discuss a product focused on materials science, both the virtual and the real. Technologies from the Queein Månson, EELCEE Ltd. product’s science portfolio such as ab-initio quantum mechanics High-Volume Manufacturing of Composite Door Module models, atomistic, polymer, and mesoscopic models can be by a Novel 3D-Preform Technology applied to critical intersections of materials nature, design, and The technology discussed in this paper enables complex 3D manufacturing. Linking materials performance across length shaping of preforms, which considerably reduces cost and time and time scales is a critical element of such an endeavor and is for high-rate processing of thermoplastic-based composites. Both well underway from the microscopic regime to the macroscopic the manufacturing approach and the design freedom offered finite element domain. Inclusion of chemical and materials nature by this preform technology and its full 3D design and molding across all levels of the composites and plastics product lifecycle is capabilities will be demonstrated for a car door module currently a game-changing capability under development with major supply-chain partners.

20 Abstracts of Speaker Presentations 2016 AUT OMOTIVE

SESSION 7: Advances in Thermoplastic SESSION 11: Advances in Thermoplastic Composites - Part 2 of 5: Emissions, FR, & Composites - Part 3 of 5: Lightweighting Tailored Fiber Placement with LFT & D-LFT

Tanmay Pathak, A. Schulman Christoph Kuhn, Volkswagen AG Low Emission Polypropylene Composites for 2016 Best Paper Award Winner Automotive Interiors Lightweight Design with Long Fiber Reinforced Polymers – Low-emission products are highly sought after in the automotive Technological Challenges due to the Effect of Fiber Matrix industry for interior applications that measure odor and fog, Separation volatile organic compounds (VOCs), and semi-volatile organic During the processing of long fiber-reinforced thermoplastics compounds (SVOCs). This presentation will focus on new glass- (LFT), various long fiber-specific effects occur that can have and mineral-filled composites that have been developed to meet significant influence on final component properties. A major the regulatory requirements for VOCs and SVOCs in GMW and VW effect that results when processing LFT is fiber matrix separation specs. This was accomplished through a careful selection of base (FMS), which leads to a non-uniform fiber density distribution polypropylenes, additives, and compounding technology and will throughout the part. The development and impact of this effect be presented in this work. is not thoroughly examined. Experimental investigations with compression molded LFT materials have shown an unequal Ruomiao “Grace” Wang, Hanwha Azdel distribution of fiber content with increasing fiber length. With Self-Extinguishing Light Weight Reinforced effects already visible in free flow regions, FMS especially leads to Thermoplastic Composite significant changes in fiber content in complex geometries like A recent development to make a polyolefin-based light weight ribs, where fiber content decreases greatly, leading to a significant reinforced thermoplastic (LWRT) composite self-extinguishing change in component behavior. Furthermore, extensive fiber will be discussed. By adding expandable graphite as a flame- bundling and clogging is observed at the rib entrance. This retardant additive, the LWRT composite shows self-extinguishing presentation will describe recent work in this area. performance when tested by the SAE J369 method. The new self-extinguishing LWRT composite maintains its mechanical Russell Goering, Addcomp North America Inc. performance and molding characteristcs at the same level as a Progress on Light-Weight Automotive Materials standard LWRT. Glass-microbubble-filled thermoplastic composites show promise in automotive lightweighting due to uniformity of distribution, low Hironori Nishida, Doshisha University processing sensitivity, and potentially good retention of physical Development of Automatic Placement Machine for CFRTP properties. New advances in formulating and processing glass Tapes Using Machine Stitching bubbles into polyolefin- and nylon-based composites are reported. An advanced automated tape placement (A-ATP) method was developed by using a modified, inexpensive industrial embroidery Ying Fan, Western University machine. The method can reduce the initial cost compared to 2016 Best Paper Award Winner other expensive ATP machines. In order to confirm the effect of Effects of Processing Parameters on the Thermal and the A-ATP, a 3-point bending test was conducted for unidirectional Mechanical Properties of D-LFT Glass Fiber/Polyamide 6 (UD) laminates using CF/PA6 tapes. The flexural properties of the Composites stitched UD laminates were almost the same as those of UD laminates fabricated using the conventional CF/PA6 sheets under In this work, the influences of the process parameters (i.e. melt the same fiber volume fraction. temperature, extruder fill level, glass fiber (GF) temperature and screw speed of the mixing extruder) on the thermal and mechanical properties of dry, as-molded materials were investigated. The material system of focus is 30 wt% GF reinforced polyamide 6 (PA 6) manufactured via the direct (inline compounded) long fiber thermoplastic extruder compression molding (LFT-D- ECM) process. Characterization by tensile, flexure, and impact tests on samples cut in both the flow and cross-flow directions was carried out. Glass transition temperature, which plays an important role in the properties and failure mechanism of PA 6 composites, was examined using dynamic mechanical analysis (DMA) and the degree of crystallinity was measured by differential scanning calorimetry (DSC). Fill level and melt temperature were observed to play the greatest role in determining the properties of the composite. The effects of processing parameters on glass transition temperature, melting temperature, and the relative degree of crystallinity values of composites are presented.

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to give the best structural performance. As FFF moves from a — IN PEARL ROOM — technology for rapid prototyping and the hobbyist to a viable additive manufacturing method, it is important to also have SESSION 4: Additive Manufacturing a design tool that takes advantage of the opportunities that & 3D Printing - Part 1 of 2: present themselves when polymer composites are employed. This presentation discusses a topology optimization method for Robert Gorham, National Center for Defense continuous fiber angle optimization approach (CFAO), which Manufacturing and Machining (NCDMM), America Makes computes optimal material distribution (as in the well known Smart Collaboration: America Makes - Adventures in SIMP method) in addition to a preferred fiber angle direction Public Private Partnerships by minimizing compliance of statically loaded structures. Future America Makes, driven by the National Center for Defense work includes extension of the method to 3-D structures for Manufacturing and Machining (NCDMM), is the national additive further application. manufacturing institute with over 170 member organizations that Ron Rogers, e-Xstream engineering include industry, academia, government, and makers across the country that, together, are innovating, accelerating, and advancing Holistic Multiscale Simulation Approach for Additive Layer 3D printing. To answer this charge, the institute is developing Manufacturing of Plastics a National Additive Manufacturing Roadmap and Investment Additive layer manufacturing (ALM) of plastics has been rapidly Strategy that link economic opportunities and potential products/ developing over the last few years, notably with unreinforced- services with the development of proper technologies to support and reinforced-plastics applications. To ensure competitiveness future needs not only of membership but also industry at large. of the additive manufacturing process, some requirements must In this presentation, roadmap version 2.0 will be presented with be met, such as repeatability of process and part performance, technical areas of focus for design, process, materials, value chain, and addressing the needs of high performance industrial and additive manufacturing genome being discussed. applications. Inherent complexity of additive manufacturing calls for a need for simulation tools to unveil the full potential offered Rajasundar Chandran, by this manufacturing technology, allowing engineers to be École Polytechnique Fédérale de Lausanne (EPFL) able to predict the effect of any parameters on process and part Non-Isothermal Fusion Bonded Soft/Hard Interfaces for performance. A holistic simulation approach is presented covering Thermoplastic-Based Materials process, material, and structural engineering for both SLS and FFF applications. Finally, a procedure will be demonstrated to Although fused deposition modeling (FDM) is of great interest for allow prediction of as-manufactured plastic part performance via the cost-effective manufacture of polymer parts with complex, strongly coupled process-structure simulation approaches that customized geometries, it currently provides insufficient ultimately open the door to optimization of part performance mechanical integrity to produce high-performance functional prior to physical prototyping. structures, and is restricted to too limited a range of materials. The present work is aimed at investigating the suitability of new Blake Heller, Baylor University combinations of hard and soft thermoplastics for FDM. To this end, nonisothermal fusion bonding of polypropylene (iPP) and a Computing Mechanical Properties from Orientation thermoplastic elastomer (TPE) with a continuous plasticized iPP Tensors for Fiber Filled Polymers in Axisymmetric Flow and matrix was investigated by overinjecting the TPE onto a solid iPP Planar Deposition Flow insert. The influence of temperature and pressure was evaluated Fused filament fabrication (FFF) is quickly becoming an industrially by tensile testing of butt joint specimens, and optical and electron viable additive manufacturing (AM) method that produces microscopy. Results are discussed in terms of the interfacial economical and intricate 3D parts. The addition of discrete carbon morphology and the dominant bonding mechanisms in each case. fibers to the polymer feedstock has been shown to improve mechanical properties and the quality of the printed part. The SESSION 8: Additive Manufacturing improvement in mechanical properties is directly dependent on the fiber orientation state in the deposited polymer. To calculate & 3D Printing - Part 2 of 2: the decoupled fiber orientation state, the flow field must be evaluated for the extrusion process. The mechanical properties of Douglas Smith, Baylor University the extruded fiber-filled composite are shown to be substantially Continuous Fiber Angle Topology Optimization for affected by the abrupt changes in the flow field due to extrudate Polymer Composite Fused Deposition Modeling swell and melt deposition. Mechanical properties of parts produced with the fused filament fabrication (FFF) process are known to be dependent on the printed bead direction, especially when short carbon fiber reinforcement is added to the filament. Given that many FFF filament suppliers now offer carbon fiber-filled products, a unique opportunity emerges in the design of polymer composite FFF parts since bead and fiber direction can potentially be prescribed

22 Abstracts of Speaker Presentations 2016 AUT OMOTIVE

SESSION 12: Advances in Reinforcement Technologies - Part 1 of 1: — IN DIAMOND BALLROOM — Hiroyuki Hamada, Kyoto Institute of Technology KEYNOTE 1 Development on Fabrication and the Mechanical Property of Hybrid-SMC Craig Blue, Institute for Advanced Composites Manufacturing Innovation (IACMI) Sheet molding compound (SMC) is used for structural composites. Generally, the mechanical properties of SMC reinforced with glass IACMI – The Composites Institute: Progress, Roadmap fiber (GF) are relatively low, so SMC with carbon fiber (CF) has been and Opportunities developed. This research focused on developing a new hybrid SMC The need to reduce CO2 emissions and improve fuel economy is consisting of continuous woven fabrics sandwiched by chopped providing an impetus for developments in lighter weight materials fiber strands. This new SMC is called Hybrid-SMC. Composites from and alternative powertrains. In order to realize commercial GF-SMC, CF-SMC and hybrid-SMC were compression molded and application in mass produced vehicles for advanced composites, then their flexural properties were measured. This presentation costs and cycle times both need to be reduced. Further, end- describes the results of the study. to-end simulation tools need to be integrated, validated, and made widely available to speed development time and improve Gleb Meirson, confidence in the ability to predict as-built performance. The Fraunhofer Project Centre for Composites Research Institute for Advanced Composites Manufacturing Innovation Basalt Fiber and its Application to Structural (IACMI) is integrating materials, manufacturing, and simulation Composite Design development concurrently in order to aggressively meet the The current market for composite materials is growing at an needs of the automotive industry for hybrid and composite- incredible rate given the ability of these materials to enable efficient, intensive vehicle structures. This presentation will review the lightweight design. For structural applications, the current material progress made after the first year of operation, including key selection focuses on glass and carbon fibers, which operate at activities currently underway, and the roadmap for future work. extreme ends of the performance and cost scales. Basalt fiber is an Key technology needs will be presented as well as opportunities intermediate offering in terms of both performance and cost, with for the entire supply chain to be integral to the success of the the potential to excel in flexure and energy absorption applications institute and the composites industry. for both thermoplastic and thermoset applications. When applied to the high-pressure resin transfer molding process, the basalt fiber KEYNOTE 2 is shown to have properties exceeding those of a similar glass- based composite. The basalt-reinforced composite has a specific Rick Neff, Cincinnati Inc. strength that is ~50% higher and a specific stiffness that is ~25% BAAM - Big Area Additive Manufacturing - Using higher than the glass-reinforced composite. A new engineered Reinforced Plastics to Drive Innovation in Big 3D Printing fiber is presented as an alternative to currently available selections One of the latest and certainly one of the biggest innovations for high-volume applications. in additive manufacturing technology is the development of big area additive manufacturing (BAAM). Oak Ridge National Asami Nakai, Gifu University Laboratory (ORNL) and Cincinnati Inc. have collaborated to Fabrication of Thermoplastic Composites with prototype a very-large 3D printer. This additive manufacturing Partially-Impregnated Commingled Yarn as New machine is big enough to print furniture, a car, and even a Intermediate Materials house in a very reasonable amount of time. The timeline of the Continuous fiber reinforced thermoplastic composites (CFRTP) development will be explored from the CRADA process through have been attractive material systems due to their recyclability to a number of ground-breaking projects, and industry and and secondary processing in recent years. However, impregnation government partners introduced technology challenges that of thermoplastic resin into fiber bundles is difficult because of the earned a lot of publicity in the manufacturing world. Additive continuous fiber and the high viscosity of the matrix resin. In order manufacturing is no longer just for prototyping and is truly to solve this problem, commingled yarn, which was the inter- migrating to production of some products. mediate material for CFRTP has been developed. Commingled yarn was the superior intermediate material in terms of impregnation and textile workability, but the misalignment of carbon fibers sometimes occurred because of resin shrinkage during molding. To solve this problem as well as improve impregnation and mechanical properties, partially-impregnated commingled yarn (PCY) was developed. PCY is a new intermediate material in which polymer fiber from commingled yarn is melted and used to impregnate a portion of the matrix.

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pressure resin transfer molded (HP-RTM) epoxy composite leaf Thursday, September 8 springs is discussed. Challenges in preforming and molding are addressed. Finally, life-cycle analysis (LCA) demonstrates lower — IN ONYX ROOM — carbon footprint and energy consumption during the part’s use life. SESSION 17: Advances in Thermoset SESSION 13: Advances in Thermoset Composites - Part 2 of 3: Sheet-Molding Composites - Part 1 of 3: Epoxy Systems Compound

Gleb Meirson, Fraunhofer Project Centre for Husam Rasoul, Ashland Inc. Composites Research Low VOC / Low Odor SMC for Interior Applications Recyclable High Pressure Resin Transfer (HP-RTM) Molding Significant changes in consumer attitudes toward vehicle Epoxy Systems and their Composite Properties interior odor is one reason hampering the used of sheet molding Implementation of composites in automotive manufacturing is compound (SMC) inside the vehicle. In recent years, odor has driven by cost reduction. High-pressure resin transfer molding generally been associated with volatile organic compounds (VOCs) (HP-RTM) allows part manufacturing cycle time to be as low as and poor air quality, and the industry as a whole is interested in a few minutes, helping to lower costs. However, the thermoset lowering VOCs and odor for interior applications. Articles made materials used in HP-RTM are not recyclable, which is damaging with unsaturated polyester- and vinyl ester-resin-based SMCs to the environment and increases production costs. A new series where styrene is used as the reactive solvent are potential sources of epoxy curing agents have been developed that enables the for VOCs. This presentation will introduce new low VOC/low odor manufacture of recyclable thermoset products. In the present standard density, low density, and structural SMC systems. Also work, manufacturing of epoxy/carbon fiber preform panels is discussed will be methods of testing VOCs and comparison of described. Following a subsequent processing, the epoxy used in results to current systems. production was recycled and the carbon fiber reused. Mechanical testing was done and the results will be discussed. Michael Sumner, Ashland Inc. Development of Ultra Low Density Class A SMC with Peter Dijkink, Alzchem AG Reduced Water Absorption New Liquid Latent Epoxy Hardeners for Automotive There is a very high interest in “lightweighting” in the automotive RTM Applications industry due to pending regulations to increase fuel economy. Much development work in recent years has focused on the Recently, developmental efforts have focused on 1.1 SG and lower resin-transfer molding (RTM) process for producing carbon fiber- sheet molding compound (SMC) systems with a good balance of reinforced composite parts. One of the challenges in this market is both surface quality and mechanical properties. Unfortunately, to ensure a reliable and robust process that consistently produces lower density systems appear to have a greater propensity for high quality part-to-part. The drawback in amine-cured systems water absorption. Surviving the e-coat process is a requirement is their very-short processing windows. Already during flow they for low density systems in high volume automotive applications. start to react, with resin viscosity increasing and impregnation Due to the high temperatures associated with the e-coat process, becoming difficult or even coming to a stop. The advantage of minimizing water absorption is critical to eliminate blister a latent-curing system is that it gives a relatively long, stable and formation. Product development efforts will be presented that low viscosity, allowing homogeneous resin flow and excellent fiber have led to 1.1 and 1.0 density tough Class A SMC with lower impregnation during injection. Only after complete mold filling water absorption. does the resin start to react. Additionally, a dedicated accelerator has been developed to tailor flow and cure time further. Such a Paul Rettinger, Chromaflo Technologies Corp. latent cure systems allows for injection of large surface areas, Lora Mason, Ashland Inc. complicated shapes, and high fiber content structural parts. Mayur Shah, Continental Structural Plastics UV Stable, Weather Resistant Sheet Molding Compound: Sigrid ter Heide, Hexion Inc. An Alternative Approach to Building Strong, Durable Epoxy Matrix Technologies for Mass Production of Transportation Components Composite Leaf Springs Parts molded from a UV-stable, weather-resistant sheet molding Traditional leaf springs in vehicles are made of steel. As lightweight compound utilizing a black internally pigmented color system are material solutions become more attractive in view of compliance being used in demanding automotive applications, including the with fuel consumption and exhaust emission reduction legislation, 2017 Honda Ridgeline pickup box (including durable bed floor, in- composite leaf springs offer significant weight savings and lower bed trunk, and tailgate liner). This SMC technology not only brings energy consumption during manufacture and use vs. steel. In strength and durability, but the molded composite eliminates addition to offering greater design freedom, the composite leaf the need to paint. This feature allows for a more environmentally springs eliminated the need for coatings or paint because final friendly process, and since the color is integral throughout the parts are inherently corrosion free. The high build rate of high- composite part, scratches and chips to the bed will have negligible

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impact on consumer perception. This presentation will review the with a snap-cure at molding temperature. A molding window of development of the technology, outline the properties of the up to several hours is attainable. A filled, glass fiber-reinforced PU composite, and demonstrate why this technology was chosen for system has been investigated with fire retardant additives the demanding application. to comply with regulations for rail applications. Very good molding, de-molding, and surface appearance were observed Atieh Motaghi, Western University in demonstration parts. Initial testing showed PU formulations Microstructure Characterization in Direct Sheet with a 23% increase in tensile strength, 25% increase in tensile Molding Compound strain at break, and an increase in energy absorbed in impact over The direct sheet molding compound (D-SMC) process is one conventional polyester SMC formulations of similar fiber content of the newer techniques for manufacturing fiber-reinforced and filler loading. The most recent study of PU SMC that has been composite materials. In the D-SMC process, bundles of fibers are formulated for structural applications with improved properties cut to approximately 25 mm lengths and distributed randomly will also be discussed in this presentation. across the width of a paste consisting mainly of polyester resin filled with calcium carbonate and other additives. The sandwich of paste and fiber is passed through a roller section for degassing, — IN OPAL/GARNET ROOM — tow impregnation, and consistent dispersion, as well as glass fiber wetout. The impregnated material then moves through a rapid- SESSION 14: Virtual Prototyping maturation zone where, in a temperature-controlled environment, chemical thickening of the D-SMC material takes place within a few & Testing - Part 3 of 4: Multi-Scale Modeling minutes. In this work, charges of D-SMC consisting of 20% volume Andy MacKrell, MultiMechanics fraction fiber in a polyester matrix were produced and compression molded, then samples were cut and evaluated to characterize the Multiscale Analysis of a Chopped Fiber Injection Molded material. Results of the work will be presented here. Part using Abaqus and MultiMech One of the challenges with the computer-aided engineering of SESSION 21: Advances in Thermoset composite materials is the limited ability to efficiently identify, isolate, and model the interrelated mechanisms contributing to Composites - Part 3 of 3: Urethane & material non-linearity and failure. The goal of this study was to Epoxy Systems determine if local damage initiation and propagation could be sufficiently modeled via finite-element analysis so as to predict the Corentin Pasco, Warwick Manufacturing Group dominant damage mechanisms and the force-time responses of Characterisation of the Prepreg Compression a composite part. This analysis requires 3 interrelated steps, a) the Moulding Process generation and analysis of a composite microstructure model, b) Composites materials have shown great potential in replacing the generation of a global scale coupon c) the multiscale analysis of traditional materials for automotive applications due to their these previously created models. Good correlation with experiment high specific strength and stiffness. However, developments in and acceptable run-times were achieved for this analysis. the manufacturing process are necessary in order to scale up the use of composite materials into high-volume applications. One Tod Dalrymple, Dassault Systèmes possible solution is prepreg compression molding due to its short Multi-Scale Simulations for Material Modeling cycle time and potential for a high level of automation. Because Most materials have some complexity of structure at the nano is necessary to prove that these processes are reliable and or micro scale that influences their behavior at the continuum repeatable, the current research focuses on the characterization level. To ensure continuum models are built to capture this of the prepreg compression molding process through the use complexity, it is necessary to bridge the gap between molecular of in-line monitoring methods, allowing process control to scale models and the continuum. This approach is likely to be be demonstrated as well as increasing understanding of the particularly helpful for simulations of composite materials and compression molding process. materials involved in additive manufacturing processes. Classical and mesoscale simulations based on molecular structure can be Daniel Park, Fraunhofer Project Centre for used to predict key properties, including cohesion and wetting, Composites Research mechanical behavior, diffusion, adhesion at surfaces, and phase Development of Polyurethane Sheet Molding Compound separation. Such simulations can be leveraged in finite element The rapid increase in viscosity associated with highly reactive (FE) simulations through homogenization of the predicted polyurethane (PU) resins have prevented their use in sheet material structure and through use of the simulated material molding compound. Recent advancements in catalyst chemistry properties for FE input. In this presentation, we will work through in conjunction with direct sheet molding compound (D-SMC) and extend one particular multi-scale workflow starting with technology has allowed for the continuous compounding and the construction and characterization of a thermoplastic co- molding of polyurethane-based SMC. The PU system in this study polymer at the atomistic level and ending with a macroscopic maintains a low viscosity during compounding for effective fiber part level simulation. impregnation. The tunable viscosity of PU-SMC facilitates the uniform transport of fibers during the flow phase of molding,

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Don Robbins, Autodesk, Inc. engineer has to deal with a material fully dependent on the Enhancement of Multiscale Modeling Methodology for local fiber organization. In such a part, the microstructure usually Short Fiber Filled Injection Molded Parts Subjected to shows a high degree of heterogeneity and anisotropy in terms of Bending Loads stiffness and vibrational response. Only a material model based on the matrix and fiber properties and taking into account the fiber To facilitate progressive failure structural simulation of short orientation distribution throughout the part can accurately predict fiber-filled injection molded parts, the multiscale modeling the stiffness response, and eventually the vibrational response of methodology and software have been seamlessly combined to said component. This also requires a material model able to capture link the results of injection molding simulation with subsequent its damping behavior — itself anisotropic and dependent on the nonlinear multiscale structural response simulation. Recently, local definition of the microstructure. This presentation addresses this multiscale modeling methodology has been enhanced to current research and developments regarding the prediction of encompass short fiber-filled injection molded parts that are reinforced plastic material behavior applied for frequency domain subjected to out-of-plane bending loads, which required two analyses. Demonstrations will show how simulation can be different enhancements that are the focus of this presentation. improved for automotive safety design simulations in particular, SESSION 18: Virtual Prototyping helping to reduce design delay, cost, and mass of structures. & Testing - Part 4 of 4: Simulation of Sebastian Goris, University of Wisconsin-Madison Chopped Fiber-Reinforced Composites 2014-2015 SPE ACCE Scholarship Winner 2016-2017 Rehkopf Scholarship & Donald Baird, Virginia Polytechnic Institute 2016 Best Paper Award Winner and State University Progress on the Characterization of the Process-Induced Simulation of the Role of Fiber Length on the Orientation Fiber Microstructure of Long Fiber-Reinforced Materials Distribution During Injection Molding Over all stages in processing long fiber-reinforced thermoplastic Long-fiber (lengths > 1mm) thermoplastic composites (LFTs) (LFT) materials, the configuration of the reinforcing fibers changes, possess significant advantages over shorter fiber (< 1mm) which ultimately affects the mechanical performance of the composites in terms of their mechanical properties while retaining finished part. In order to gain a fundamental understanding their ability to be injection molded. Mechanical properties of of the effects of processing on the microstructural properties LFTs are highly dependent on the microstructural variables of the finished part, accurate and reliable measurement imparted by the injection molding process, including fiber concepts are necessary. This presentation discusses progress orientation and fiber length distribution. As the fiber length on new measurement approaches to determine the full 3D increases, the mechanical properties of the composites containing fiber architecture. The analyses include local cauterization of discontinuous fibers can approach those of continuous fiber fiber orientation, fiber length, and fiber density distributions by materials. However, there is a lack of knowledge about the effects of applying sophisticated measurement techniques, such as micro- fiber length and fiber length distribution (FLD) on fiber orientation computed tomography (μCT) as well as an automated process kinetics. This lack of information provides an opportunity to to determine the fiber length distribution. A comprehensive understand the length effect inherent in long fiber systems. The study of the process-induced microstructure of injection molded Bead-Rod fiber orientation model takes into account the flexibility samples was carried out for a glass fiber-reinforced polypropylene of semi-flexible fibers that show small bending angles. In this at a weight fraction of 40% and the heterogeneity of the fiber model, a flexibility parameter representing the resistive bending architecture was analyzed. Results show that the assumption of potential is fiber-length dependent. a uniform fiber length and fiber density distribution throughout Dustin Souza, e-Xstream engineering injection molded parts is not valid. The potential impact of the heterogeneity of process-induced microstructure can be critical Local Anisotropic Stiffness & Damping Behaviors of SFRP and the simplified assumptions of uniform fiber length and fiber for Automotive FEA Applications density distribution might not be appropriate for accurate material Reinforced plastic materials show a very interesting characteristic modeling approaches, especially when considering LFT materials. that helps to improve the acoustic comfort of car passengers. Their damping behavior is much better than metals and this specific performance became a very important criteria to evaluate the global quality of vehicles. Predicting the acoustic level inside a passenger cell and also outside of the car is a very difficult challenge as it depends on many parameters. The first step is therefore to be able to efficiently capture the noise generated by a single component. This already is not a simple task when the part is made of reinforced plastics. Predicting the acoustic response of a component requires accurate simulation of its vibrational behavior, meaning its stiffness and damping. When the part is made of reinforced plastics, the design

26 Abstracts of Speaker Presentations 2016 AUT OMOTIVE

SESSION 22: Opportunities & Challenges Recep Yaldiz, SABIC with Carbon Composites - Part 2 of 2: Innovative Predictive Solutions for Hybrid Thermoplastic Composite Technology Applications & Technology Advances Increasingly tighter requirements on CO2 emissions urge the Marco Bernsdorf, Solvay automotive industry to seek radical weight savings. This has led to investigation of many new metal and plastic material systems, Automotive Serial Application Process & Resin including continuous fiber reinforced thermoplastic composites. Development for BMW M4 GTS hood program Multi-material hybrid solutions, combining continuous fiber Within the serial automotive business, cycle time and costs are composites with short fiber composites via overmolding the main drivers when selecting a manufacturing process. Thus technology, have been shown to be attractive. The overmolding it remains very difficult to insert carbon fiber-reinforced plastic technology enables design freedom for functional integration (CFRP) parts in serial cars. This presentation reports on a fast and in combination with high performance lightweight composites. fully automated winding process to create a flat blank suitable for Despite the fact that continuous fiber reinforced thermoplastic press forming. It was essential to develop a new rapid cure B-stage composites principally meet the performance requirements from resin system to address the contradicting demands of material industry, confidence still seems to be lacking for widespread handling during production and final part requirements. This was adoption today. Insufficient maturity of the manufacturing the key to meet the customer’s “less than 5-min takt-time” target. process and predictive methods for these relatively new materials Additionally, an insight into anticipated results regarding takt-time are two of the main reasons. Therefore, a unique test component reduction will be provided. was developed, enabling the demonstration of a complete manufacturing process chain as well as predictive capabilities, Yutaka Yagi, Teijin Advanced Composites America Inc. providing confidence for any generic future component in a car. Changing the Future of Carbon Fiber Reinforced Thermoplastic Composites Bert Rietman, SABIC This presentation will describe a newly developed carbon fiber- Manufacturing Solutions for Hybrid Overmolded reinforced thermoplastic (CFRTP) that can be compression Thermoplastic UD Composites molded to provide highly planar and isotropic fiber orientations Hybrid overmolding of unidirectional (UD) thermoplastic with longer fiber length in molded parts. These parts show greater composites is considered to be one of the most promising balance between excellent moldability and high mechanical technologies for enabling further weight reductions in cars. properties. The material’s superior isotropic nature provides Although UD composites feature excellent properties, defect-free many advantages, such as more accurate CAE predictability, handling, and fixation still pose a challenge. This presentation dimension control in large parts, and excellent energy absorption discusses new solutions that are well-suited for automated in compression mode — properties that are well suited for use in production to overcome the handling and fixation issues. automotive part design. SESSION 19: Advances in Thermoplastic Composites - Part 5 of 5: Process — IN EMERALD/AMETHYST ROOM — Developments

SESSION 15: Advances in Thermoplastic Mark Cieslinski, BASF Corp. Composites - Part 4 of 5: Hybrid Composites Material Properties of Injection Molded Glass and Carbon Fiber Reinforced Thermoplastic Composites – A Review Warden Schijve, SABIC A review of glass and carbon fiber- reinforced injection molding New Thermoplastic Composite Solutions Present Viable materials is presented in order to provide a general reference Options for Automotive Lightweighting for proper material selection in a desired end-use application. For automotive lightweighting needs, new innovative composite Quantifiable trends in the composites’ mechanical properties material forms and design solutions can deliver the required highlight the differences between glass and carbon fibers as a weight savings at acceptable cost. This will be illustrated function of concentration and fiber geometry. on examples of so called “hang-on” components, such as an instrument panel cross-car beam and a side door. These composite solutions are shown to be competitive compared to alternative lightweight solutions.

27 Abstracts of Speaker Presentations 2016 AUT OMOTIVE

John Dorgan, Colorado School of Mines SESSION 23: Enabling Technologies - Reactive Processing - Cure Time vs. Heat Transfer Part 1 of 3: Process Comparisons & Some composites manufacturing techniques are difficult to perform using thermoplastics. For example, infusion techniques Automatic Inspection including RTM and VARTM typically rely on low molecular weight Javier Acosta, Fagor Arrasate precursors, which flow easily but then cure to form a cross-linked matrix. In principle, thermoplastic precursors can also be used Manufacturing Cost Comparison of RTM, HP-RTM & CRTM and a number of ring-opening systems have been successfully for an Automotive Roof demonstrated (e.g. polyamide 6, polybutyleneterephthalate, etc). Manufacturing costs for conventional resin-transfer molding (RTM), However, many inexpensive polymers are derived from monomers high-pressure RTM (HP-RTM), and compression RTM (CRTM) have containing vinyl groups. In these cases, the curing reaction is highly been analyzed for an automotive roof case. Process simulation exothermic so that the cure time must purposely be lengthened results have been used to refine the cycle time, equipment to avoid excessive heating. In this work, a mathematical model is specifications, and layout of each technology. Filling time for RTM developed that incorporates reaction kinetics and heat transfer. is 5-times longer than for HP-RTM and 12-times longer than for The model is validated against the Elium thermoplastic system CRTM. The shorter injection times for CRTM mean that higher commercially available from Arkema. Once validated, the model molding temperatures can be used, reducing total cycle time per enables calculation of the appropriate amount of initiator to be part, and greatly reducing the need for additional presses and used for a given wall thickness. In addition, the model provide the tools at high production volumes. Since equipment and tooling ability to explore “what if” scenarios that can be used to develop costs dominate the total cost of the roof part, comparable parts various processing strategies. Cases are presented that show how molded in HP-RTM and RTM are much more costly than those reaction rate and heat transfer can be manipulated in order to molded in CRTM. minimize cycle times. Martino Lamacchia, Cannon USA Hiroyuki Hamadat, Kyoto Institute of Technology CFRP Mass Production in Automotive: A Comprehensive Thermoplastic Prepreg Insert Injection Molding Review of the Main Approaches Available from a Composites: Mechanical & Adhesive Properties Machinery Perspective Thermoplastic composites are widely applied within the The growing demand for the reduction of CO2 emissions is pushing automotive industry. They are lightweight, have high specific the OEMs to decrease vehicle mass. Composites are one of the most strength, and can be processed by injection molding. Insert- promising solutions, permitting a combination of high mechanical injection molding is a process that can be applied to a reinforcing performances with low weight. Traditional process technologies or decorative material to produce complex injection molded like vacuum-assisted resin-transfer molding (VARTM) or autoclave, parts. With insert-injection molding, molten polymer is injected however, are not productive enough to be used for typical around the inserted material placed in the mold cavity, allowing automotive production volumes. Average cycle times to obtain components to be joined without mechanical fasteners or carbon fiber-reinforced plastic (CFRP) parts, in fact, can easily go adhesives. In this study, two types of thermoplastic prepregs (glass beyond two hours, which seriously limits adoption of these types fiber/polypropylene (GF/PP) prepreg and carbon fiber/polyamide of materials wherever higher volumes are required. Thanks to the 6 (CF/PA 6) prepreg) were inserted. GF/PP resin is injected over GF/ R&D efforts of both chemical companies and machinery suppliers, PP prepreg while GF/PA 6 resin is injected over CF/PA 6 prepreg. a whole new way of making CFRP parts has been developed. This The role of adhesion between inserted part and injected resin on presentation reviews the main CFRP mass production technologies the mechanical properties was measured by tensile and bending available from an equipment perspective and focuses on how to tests and will be described. combine preforming, injection, and pressing technology to achieve production lines for high-pressure resin-transfer molding (HP-RTM), Hiroyuki Hamada, Kyoto Institute of Technology wet pressing, and compression molding of both thermoset and Study of Production Stability in DFFIM thermoplastic composites. The direct fiber feeding injection molding (DFFIM) process is an Scott Blake, Assembly Guidance Systems, Inc. alternative method for producing long fiber-reinforced polymer composites. The reinforcing fiber is fed in and compounded with Automatic Inspection of Composite Parts molten polymer at the vented barrel of an injection molding Meeting high-rate production requirements for composite machine. In this research, two types of glass fiber (GF) were injected parts for automotive applications requires in-process, automatic with recycled polyethylene terephthalate (RPET) matrix by DFFIM. inspection to ensure that parts are being produced correctly. The effect of GF types and matrix feeding speed on fiber content and Automatic inspection processes for aerospace parts are used to mechanical properties of RPET/GF composites were investigated. monitor composites production for material location, shear, fiber Additionally, the effect of short- and long-term processing was orientation, wrinkles, bridging, and secondary bridging. Examples studied. Fiber contents were varied according to types of GF and of these systems and results are presented. Implementation issues number of GF roving as well as controlling matrix feeding speed. such as inspection data generation, physical installation, inspection Tensile modulus and tensile strength of the RPET/GF composites results data, and process control are also presented. increased with increasing GF contents. It can be noted that the fiber content and tensile properties of the RPET/GF composites with DFFIM process were consistent with long term processing. 28 Abstracts of Speaker Presentations 2016 AUT OMOTIVE

— IN PEARL ROOM — SESSION 20: Nanocomposites - Part 2 of 3: Thermal & Mechanical Issues SESSION 16: Nanocomposites - Leonardo Simon, University of Waterloo Key Trends & Hybrid Systems Part 1 of 3: Improvement of Thermal and Mechanical Properties of Jo Anne Shatkin, Vireo Advisors, LLC Polyimide using Metal Oxide Nanoparticles Addressing Safety, Health and Environmental Aspects of Polyimide-based nanocomposites have attracted great attention Nanocomposites Across the Product Life Cycle owing to their exceptional properties like outstanding thermal stability, excellent mechanical properties, high glass-transition Nanoscale materials are being introduced into composites to take temperature, good chemical, radiation and fire resistance advantage of a number of potentially beneficial properties, such etc. Therefore these polymers are widely used in aerospace, enhanced barrier properties, strength, sensing, lightweighting, automotive, and microelectronic industries as films, adhesives, labeling, and improved environmental performance. However, as sealants, coatings, insulators etc. Properties of polyimides are novel materials, there is a high bar to acceptability, often requiring mainly dependent on inter-chain interactions, hence can be safety demonstrations more challenging than for conventional affected dramatically by introducing small fractions of inorganic and long-accepted composite materials. The dynamic regulatory fillers within the polyimide matrix. This presentation reports on landscape for nanomaterials introduces a diversity of requirements work about the effect of Al O and ZnO nanoparticles on thermal depending on markets, including consideration of consumer 2 3 and mechanical properties of polyimides. safety and end-of-life management. End users and retailers also introduce safety and sustainability requirements. Challenges are Daniele Bonacchi, lmerys varied and include the current uncertainties about the risks from Effects of Graphite Selection on Thermally Conductive exposure to nanoscale materials as well as simple measurement Compounds for LED Lamp Heat Sinks issues. Further complexities relate to the lack of established methods for demonstrating nanomaterial safety in composites and Thermally conductive compounds are viewed as potential unstudied nanomaterial transformations that could occur under replacements for metallic heat sinks in automotive and non- environmental conditions associated with post-manufacturing automotive LED lamp applications. Graphite is certainly the main stages of the product life cycle. This presentation will explore candidate for thermally conductive applications that tolerate some of the driving toxicology and exposure concerns from a electrical conductivity due to their high efficiency and reduced risk and product safety perspective, and offer ideas about how costs. This presentation discusses how the introduction of graphite to advance the demonstration of safety and gain market access substantially increases the thermal conductivity, especially along for this exciting class of new technologies. Examples such as the plastic flow (in-plane) direction. Several commercially available cellulose nanomaterials and carbon nanotubes will be discussed graphite grades were tested in polyolefin model polymers and as case studies. showed that crystallinity, average particle size, and aspect ratio are the 3 main factors that promote thermal conductivity. Also tested Douglas Gardner, University of Maine was a special high-aspect-ratio graphite that delivers high thermal Mechanical Properties of Hybrid Talc-Cellulose Nanofibril- conductivity at low loadings, providing an advantage in terms of Filled Polypropylene Composites weight reduction. There is considerable interest in vehicle lightweighting in the Jacob Anderson, PPG Industries automotive industry through the application of new material Thermal and Mechanical Performance of Polyamide-6 technologies, and polymer matrix composites are of primary Reinforced with Glass Fibers and Nanoparticles importance in meeting those goals. In addition, the application of renewable materials like wood and plant fibers is of interest in Polyamide-based glass-fiber composites have been used meeting sustainability goals and to replace petroleum-derived successfully in automotive underhood applications to feedstocks. This presentation discusses results of a study examining reduce vehicle weight through metal replacement and parts novel hybrid polypropylene (PP) composites using a combination consolidation. Some components, however, are difficult targets of cellulose nanofibrils and talc for potential use in automotive due to their associated operating temperature and stiffness and/ applications. The results showed that cellulose nanofibrils can or strength requirements. As such, the focus of this work was to replace a portion of the talc which produces PP composites with identify the effect of a nano-talc additive and increasing levels improved mechanical properties and lower density. of glass fiber reinforcements on the thermal and mechanical performance of the resulting polyamide 6 composite. Researchers found that heat deflection temperature (HDT) of the composite could as effectively be increased with just 3 wt-% nano-talc as with 20% fiber glass, although with some reduction in strength.

29 Abstracts of Speaker Presentations 2016 AUT OMOTIVE

Nicholas Kamar, Michigan State University — IN DIAMOND BALLROOM — Graphene Nanoplatelet (GnP)/Triblock Copolymer Epoxy Nanocomposites and GnP Modified CFRPs KEYNOTE 3 This work explored the fracture behavior, toughening mechanisms, and mechanical, thermomechanical, and fracture properties Rich Fields, Lockheed Martin Missiles and Fire Control of graphene nanoplatelet (GnP) and poly(styrene)-block- Accelerated Introduction of New Material Systems poly(butadiene)-block poly(methylmethacrylate) (SBM) modified The need for accelerated product development continues to drive epoxy. At only 1 wt% in the sizing, GnPs increased CFRP mode-I design schedules, while the introduction of new materials in new 2 fracture toughness (GIc, J/m ) by 100% with no corresponding product designs continues to lag behind. The speed at which reduction in Tg and a 14% reduction in longitudinal flexural new material systems are brought into product design can be strength. SEM of mode-I double cantilever beam fracture surfaces accelerated by early communication of a consensus understanding showed that GnPs in the matrix near the fibers activated crack of the needs and expectations of the various stakeholders, bifurcation and deflection toughening mechanisms to increase and by developing tailored plans for new material maturation. fracture energy. This presentation will reintroduce an existing, but often poorly understood, framework for the central portion of a rational material SESSION 24: Nanocomposites - development process, supplemented with additional steps before Part 3 of 3: Graphene, Carbon Nanotubes, and after, which can accelerate new material introduction while & Nanocellulose continuing to mitigate risk.

Alper Kiziltas, Ford Motor Co. PANEL DISCUSSION: 2012-2013 SPE ACCE Scholarship Winner Critical Issues in Automotive Composites: Technology, Graphene-Reinforced Bio-Based Polyamide Composites Policy and Supply Chain This presentation will report on a sustainable approach to the Moderator: development of lightweight and high strength and modulus Dale Brosius, Institute for Advanced Composites materials for underhood applications. Composites based on bio- Manufacturing Innovation (IACMI) based polyamide 6/10 and graphite nanoplatelets were prepared. Mechanical, thermal (crystallization and thermal degradation), and Panelists: rheological properties of the composites were determined and Craig Blue, IACMI correlated with phase morphology. Rich Fields, Lockheed Martin Ove Schuett, Dassault Systèmes Gurminder Minhas, Performance BioFilaments Inc. James Staargaard, Plasan Carbon Composites Nano Fibrillated Cellulose for Reinforcing Composites Rick Neff, Cincinnati Inc. Cellulose filaments are produced using a proprietary process that utilizes a mechanical treatment on renewable, sustainably produced wood pulps to generate fibrillated cellulose. Due to their high aspect ratio and low density, cellulose filaments have shown Friday, September 9 improved performance of a wide variety of composites suitable for use in automotive applications. The presentation will highlight the use of cellulose filaments in reinforcing composite materials — IN ONYX ROOM — while providing lightweighting opportunities. Recent work on compounding cellulose filaments with polypropylene, polyamide, SESSION 25: USCAR/USAMP Carbon Fiber and polyurethane composites will also be discussed. Composite Front Bumper Crush Can Proj- Hao Zou, SINOPEC ect - Part 1 of 2 Research on MWNTs and iPP Composites and their Mechanical Properties Omar Faruque, Ford Motor Co. In this work, multiwall-carbon-nanotubes (MWNTs), β nucleating Validation of Material Models for Crash Testing of Carbon agent, and polypropylene (PP) were mixed together to prepare Fiber Composites composites. These materials were subsequently molded at This presentation provides an overview and highlights of a specific processing conditions and the dispersion and mechanical multi-year U.S. Council for Automotive Research (USCAR)-led properties of the materials were studied. collaborative project, conducted under the U.S. Automotive Materials Partnership (USAMP) of General Motors Co., Ford Motor Co. and Fiat Chrysler Automobiles. The objective of this four-year, U.S. Department of Energy-sponsored project on Validation of Material Models (VMM) project is to validate new physics-based

30 Abstracts of Speaker Presentations 2016 AUT OMOTIVE crash models and evaluate commercial codes used for simulating SESSION 29: USCAR/USAMP Carbon Fiber primary load-carrying automotive structures made of production- feasible carbon fiber-reinforced composites for crash energy Composite Front Bumper Crush Can management. The successful validation of these crash models Project - Part 2 of 2 will allow the use of lightweight carbon-fiber composites in automotive structures for significant mass savings. Art Cawley, Dow Automotive Joining and Assembly System for Thermoset & Praveen Pasupuleti, ESI Group Thermoplastic Composite Materials Design of a Composite Bumper and Assessment of Current The USAMP VMM Project’s front bumper beam and crush- Composite Crash Simulation Capabilities can system (FBCC) were designed for ease of assembly using Significant challenges impede the implementation of production- commercially available adhesive materials with a patent- feasible crashworthy composite designs into automotive pending joining approach, and readied for crash testing under applications, including throughput, part quality, and the relative 6 high-speed and low-speed loading conditions. A joining and immaturity of performance-prediction capabilities. The objective assembly approach was first validated for simple part shapes, of the USAMP VMM design task was to deliver an accurate crash and then scaled up to arrive at a production-feasible joining prediction of the front bumper and crush can (FBCC) system that process for the FBCC. This presentation describes the use of met the performance objectives based on baseline crash testing of mechanical analysis and test methods to qualify the joints, and a steel surrogate design. This presentation provides an overview of the learning applied to the development of equipment and the design and analysis considerations of a compression molded fixtures designed to handle unique adhesive preparation and thermoset composite front bumper beam and crush can system, cure requirements. Close collaboration between automotive applying 2D carbon fiber-woven fabrics for the primary structures. OEMs, academia, and supplier team members helped establish Industry best practices in virtual engineering and optimization of the optimum bonding methodology for the thermoset and a manufacturable geometry of the composite bumper beam also thermoplastic composite materials. will be discussed. Praveen Pasupuleti, ESI Group Derek Board, Ford Motor Co. Composite Fabric Manufacturing Studies by Simulation Physical Crash Testing of Composite Bumper Beams and Experiment The USAMP’s VMM project required physical crash testing of This presentation discusses the application of draping and carbon fiber-reinforced composites. These destructive tests were manufacturing simulation tools to anticipate potential defects comprised of preliminary baseline steel front bumper/crush-can and try out different process setups with initial design for (FBCC) assemblies under 6 crash modes (full frontal NCAP, IIHS manufacturability of a composite front bumper beam and crush offset, 30 degree angular, frontal pole, and low-speed quarter can system. The specific focus will be simulation studies on these and midpoint) in order to provide design targets for the carbon 2 continuous-fiber, 2-D fabric-reinforced composite parts with composite FBCC. The newly proposed CORA ISO standard simulation and experimental trials, and the layup of multiple plies was used to quantify the time-histories of each steel system of fabric composite prepreg for fabrication of the bumper beam and correlate crash modes to CAE predictions using LS-DYNA, and crush cans. Two different approaches are discussed for the RADIOSS, Abaqus, and PAM-CRASH. Next, carbon composite simulation of a large and complex geometric part, and different FBCCs were designed, manufactured, and tested following the simulation trials run on relatively smaller but more complicated same procedure. The presentation will cover work-in-progress parts. The manufacturing simulation method is based on finite to analyze carbon composite beam crash data and provide element analysis of composite materials in draping, and to preliminary results. calculate the bending and in-plane shearing effects with decoupled stiffness values. Anthony Coppola, General Motors Co. Thermoset Composite Materials & Processing for a Jeff McHenry, Shape Corp. Composite Bumper Beam System Development of Carbon Fiber Reinforced This presentation will focus on the commercially available Thermoplastic Composites thermoset materials and processing procedures used to Thermoplastic composites reinforced with continuous carbon manufacture the front bumper and crush can (FBCC) system. The fibers face significant barriers to overcome before they are widely materials and processing selection and validation is based on a used in large and complex automotive structural components, design-build-test strategy, which relies heavily on prediction such as a front bumper crush can system. These include cost, mass at all stages of the process. The FBCC system uses compression production methods, and predictive techniques. This presentation molded carbon fiber/epoxy prepreg for primary structural will outline the primary development of carbon fiber-weave zones and carbon fiber/vinyl ester sheet molding compound reinforced polyamide for production of crush cans under the for geometrically complex architectures. Manufacturing details collaborative effort between automotive OEMs and suppliers on including layup, preforming, and molding procedures are the USAMP VMM Composites project. described with a focus on issues that arose and solutions that were implemented.

31 Abstracts of Speaker Presentations 2016 AUT OMOTIVE

Cameron Dasch, Highwood Technology LLC Ayse Ademuwagun, Varroc Lighting Systems Non-Destructive Testing throughout the Development of a Biobased Headlamp Housing for Automotive Lighting Carbon Fiber Composite Automotive Crash Structure Miscanthus or switchgrass fibers are bio-sourced renewable This presentation is a case study of how non-destructive materials that can be used as fillers in various polymer evaluation (NDE) can accelerate the carbon fiber-reinforced matrices. Carbonization and oxidative acid treatments make composite component development process, and how to modify these bio-materials more compatible with a polypropylene a composite design to facilitate NDE. NDE techniques were (PP) matrix. These bio-carbons could replace talc to reduce used to verify the quality of the materials, joining, and assembly part weight by 8-20%, while reducing the carbon footprint throughout the development of the USAMP carbon composite and improving sustainability for the automotive industry. front bumper and crush can (FBCC) system. These methods were In this study, the performance of headlamp housing parts used at each stage, from flat plaques to simple geometric shapes made with bio-PP were compared and tested against talc PP. to the final 3-dimensional FBCC structure, and included studies of both as-built and crash-tested components in order to study and correlate failure modes. The methods selected were chosen for SESSION 30: Sustainable Composites - sensitivity, speed, and ability to deal with complex 3-D structures, Part 2 of 2: Carbon Capture & Natural such as ultrasonic pulse/echo (both conventional and phased- array), low-energy X-ray radiography, computed tomography (CT), Fiber Reinforcements and optical surface scans. Mica DeBolt, Ford Motor Co. Ford Blue Sky Project - The Future of Recycling CO2 into — IN OPAL/GARNET ROOM — Polyurethane Foams Carbon dioxide is one of the greenhouse gases present in SESSION 26: Sustainable Composites - Earth’s atmosphere that is contributing to global warming. The carbon from carbon dioxide can be used to synthesize different Part 1 of 2: Biopolymers & Bio-Precursors molecules such as polyols, which, in turn, can be used to formulate materials like polyurethane foams. Flexible polyurethane foam Fatimat Bakare-Batula, University of Böras samples were prepared using concentrations of up to 50% of 2 2014-2015 SPE ACCE Scholarship Winner polyols derived from waste carbon dioxide to determine whether Synthesis & Characterization of a Biobased Thermoset the final foam products met automotive standards for use in Resin from Lactic Acide & Allyl Alcohol seating applications. Due to limitations in viscosity, processing, New bio-based thermoset resins have been synthesized using and wet compression set properties, inclusion of 30% of these lactic acid oligomers to produce 2 different resin structures. polyols into flexible polyurethane foam showed potential for use The first resin is comprised of an allyl alcohol-terminated lactic in automotive applications. To further enhance the strength and acid oligomer, which was end-functionalized with methacrylic thermal stability properties of the carbon dioxide-based flexible anhydride (MLA) resin. The second resin is comprised of a mixture polyurethane foams, fillers derived from recycled or sustainable of allyl alcohol-lactic acid oligomer and pentaerythritol. The mixture sources were used. Micronized rubber, rice husk ash, and cellulose was then end-functionalized with methacrylic anhydride (PMLA filaments were incorporated into the foam structure at various resin). The resins were then characterized and results showed that concentrations. the PMLA resin has better mechanical, thermal, and rheological William Jordan, Baylor University properties than the MLA resin, and both had properties that were comparable with a commercial unsaturated polyester resin. The Banana Fiber Reinforced LDPE Composites for Use in bio-based content of 90% and glass transition temperature at Injection Molded Parts: Properties and Processing 113°C for the PMLA resin makes it a good candidate for composite This study looks at two different chemical treatments designed to applications where petroleum-based unsaturated polyester resins promote the interfacial bonding between banana fibers and an are normally used. LDPE matrix: peroxide treatment and permanganate treatment. The effects of the treatments on the tensile properties of individual Christopher Ellen, BioAmber Inc. banana pseudo-stem fibers were explored, with peroxide Bio-Based Succinate Polyester Polyols in treatment enhancing the tensile properties and permanganate Thermoplastic Urethanes treatment having an inconclusive effect. Untreated banana For decades, various bio-based monomers have been used to pseudo-stem fibers provided a measurable increase in composite increase the renewable carbon content of polyester polyols (PEP) properties, especially in tensile stiffness. Permanganate treated for polyurethanes. Bio-based succinic acid (SA) is now readily fibers provided little to no advantage in composite properties available from bio-technology, which uses sugar (derived from corn compared to their untreated counterparts, even with post-fracture or other plant sources) as a feedstock in a yeast fermentation and analysis showing enhanced interfacial bonding. extraction process. Bio-based SA and SA-PEPs provide formulation flexibility for polyurethanes and can enable thermoplastic urethanes with differentiated properties and renewable carbon content, thus enabling sustainability and performance. 32 Abstracts of Speaker Presentations 2016 AUT OMOTIVE

Henning Karbstein, BASF Corp. suit the needs of the automotive industry in terms of product Marc Hayes, International Automotive Components dimensions, throughput capacity, and material efficiency. The Natural Fiber-Reinforced Sunroof Frame system can be integrated into different line configurations, such An environmentally sustainable and lightweight, natural fiber- as with a tailored direct long-fiber thermoplastic (D-LFT or LFT-D) reinforced sunroof frame has launched on a 2017 sedan-type line that allows for back molding of the tailored blanks with LFT vehicle. The proprietary innovation is made of 70% renewable compound so as to produce semi-structural and structural parts. raw material content and provides up to 50% weight saving vs. By functionalizing the UD tape structure with LFT, thin ribs can conventional metal-reinforced steel sunroof frames. A water-based, be formed and inserts can be molded in. Both materials can be low emission acrylic binder technology was used to enable this combined flexibly in order to use UD tapes for local reinforcement, thermo-stable nonwoven composite with hemp and kenaf fibers. thereby minimizing material cost. With this technique, component production with a very-short cycle time of < 1 min is possible.

Stephen Greydanus, Hexion Inc. — IN EMERALD/AMETHYST ROOM — Liquid Compression Molding (LCM) Technology for Mass Production of Continuous Fiber Composite SESSION 27: Enabling Technologies - Epoxy Matrix Components Material and process technologies enabling mass production Part 2 of 3: Compression & Injection Molding of continuous fiber composites for lightweight automotive Neil Reynolds, Warwick Manufacturing Group applications have matured greatly in recent years. Many production programs have been introduced successfully to The Development of an Augmented Stamp-Forming the market. Liquid compression molding (LCM) has developed Process for High-Volume Production of Thermoplastic as a complimentary process technology to high-pressure Composite Automotive Structures resin transfer molding (HP-RTM), both of which have become While stamp-formed aligned continuous fiber reinforced essential technologies for rapid molding of epoxy-based engineering thermoplastics (CFRTPs) offer the automotive carbon and glass fiber-reinforced composites. The LCM process engineer an attractive blend of performance, cost, and allows manufacturers to take full advantage of today’s fast-cure recyclability, the geometric complexity, and hence the epoxy systems and dispensing/compression press molding opportunity for parts integration is inherently limited due to the technologies. Sub-90 second “button-to-button” times are being nature of laminate materials. Conversely, short- and long-fiber achieved today, supporting annual part productions volumes reinforced thermoplastic flow-forming compounds have proven of 50,000-100,000 units. Whereas in the HP-RTM process, resin is to be very capable in delivering highly integrated components, injected into a closed mold cavity containing the fiber stack, in but only up to a semi-structural performance level. The addition of LCM resin is applied by automated pouring on top of (or beside) sub net-shape CFRTP inserts into these flow-formed components the fiber stack before the mold is closed. As the tool closes, resin is has yielded increased performance and weight saving potential, pressed into the fiber stack and the part is rapidly cured. but ultimately limitations on the maximum structural performance remain, restricting thermoplastic composite (TPC) insert molding Alexander Roch, Fraunhofer Institute for to automotive semi-structures. In this presentation, a 1-shot Chemical Technology augmented stamp-forming (ASF) manufacturing process for 2-Component Air Guide Panel Manufactured by TPCs is presented. The ASF process employs a combination of Co-Molding & Foaming using Core-Back Technology a stamp-formed CFRTP high-performance laminate outer with Using the example of an air guide panel for the next generation a flow-formed high geometric complexity inner structure. The of BMW 7 Series cars, the lightweight potential of foam opportunities, challenges and disadvantages of using the ASF injection molding in combination with core-back technology is process are discussed and component manufacturing case studies highlighted. The part is a co-molded, hard-soft combination are described, demonstrating the research carried out from initial consisting of 2 different materials: a hard polypropylene and a process proof-of-concept towards full process definition. soft thermoplastic elastomer. This presentation introduces the Matthias Graf, Dieffenbacher GmbH Maschinen- manufacturing process and focuses on the material savings that und Anlagenbau can be achieved by the core-back expansion technology, which in this case was 20%. Tailored Fiberplacement LFT-D - Flexible and Economical Process for the Mass Production of Hybrid Lightweight Composites This presentation will introduce the features and performance of a new tailored fiber placement system that allows for layup of unidirectional (UD) tapes with any fiber orientation, near net shape into a tailored blank, and it can do so rapidly and reliably. The machine is capable of laying up 4 different types of tape within the process. The new generation system is designed to

33 Abstracts of Speaker Presentations 2016 AUT OMOTIVE

SESSION 31: Enabling Technologies - developedradius pultrusion process, in which a moving and elastic mold is used to create profiles, this barrier has been Part 3 of 3: Tooling, Cores, Profiles, overcome. The mass production of profiles with constant & HP-RTM Variants curves of practically any radius is already state of the art. The manufacture of profiles with variable radii has been demonstrated Steve Verschaeve, RocTool and even the production of variable cross-sections is a potential An Innovation in Composites Process: Light with this technology. Theory, practical examples, and also some Induction Tooling examples for the equipment are described in this presentation. This presentation will introduce a new molding technology called light induction tooling (LIT). This process is presented as a Philipp Rosenberg, complete manufacturing solution for both thermoplastic and Fraunhofer Institute for Chemical Technology thermoset composite materials. A wide range of transformed New Process Variants of the HP-RTM Process material will be presented, in association with their process With focus on future requirements for manufacturing highly parameters using LIT as compared with the conventional complex shapes with integrated functions, a new variant on the compression molding process. The light tooling structure high-pressure resin transfer molding (HP-RTM) process has been integrating induction technology allows for a reduction of cycle developed to enable the process for quick and precisely controlled times, better control of temperature, and low energy cost. Also injection and curing. Relevant process parameters have been included will be a real-world application showing the progression investigated to generate the basic know-how for the pressure of a production project from a standard compression process to controlled RTM process (PC-RTM), which uses an integrated cavity an LIT process. pressure control during injection and compression steps and has the potential to decrease cycle time further to enable HP-RTM to Ottorino Ori, Persico SpA service mid- and high-volume production in the near future. New Moldable & Washable Cores for Hollow Composite Parts Different techniques may be used to form fiber-reinforced parts — IN DIAMOND BALLROOM — around a sandwiched core, which often is made from foamed polyurethane or special structural foams. In spite of the wide KEYNOTE 4 range of applications of core elements, the process for removing such a part from the final molded component still presents some Ove Schuett, Dassault Systèmes limitations and involves difficult and costly procedures. Recent An Innovative Approach to Light Weighting and Managing research has focused on development of a new class of polymers Vehicle Development Complexity in combination with tooling for composites and advanced Crash detection systems, numerous passenger comfort options, rotomolding. This led to the development of moldable cores sophisticated car-to-car electronic communications, advanced that can be washed away with hot water in an efficient industrial hybrid / electric propulsion systems, advanced materials process. The cores may be molded via injection or rotomolding targeted at reducing in-cabin volatile compounds, and overall depending on geometry and production volumes required. mass reduction, are just a few of the many complicated systems Klaus Jansen, Thomas GmbH + Co. Technik + Innovation KG consumers and governments demand in today’s vehicles. And all must be integrated into sleek designs and validated to a diverse Mass Production of Curved Profiles for Car Bodies - Process set of multiple global standards. Add in the variety of customer and Machines wants, the variation of their price point, and the expanding use Profiles of various shapes and cross-sections are a central of new materials, and we begin shed light on the ever-increasing element of today’s chassis, drivetrains, and car bodies, especially complexity of global vehicle development. Automotive OEMS for vehicles based on a space-frame concept. From a profile and their suppliers have in the past attempted to manage manufacturer’s point of view, suitable classification criteria for the this complexity by hiring additional highly skilled workers. profiles needed are the kind of curvature, the kind of cross-section Unfortunately the added structural cost, massive training efforts, and the design of the connection area. All these features might last minute costly reworks to eliminate human error and improve need different manufacturing processes like rolling, extruding, quality before starting vehicle production, and the documentation forging, bending etc. Until recently pultrusion was the only real to confirm validation and compliancy have proven to be mass production process for fiber reinforced profiles and it could extremely difficult to control solely through the use of human only be used to manufacture straight profiles, which greatly capital for most in the automotive industry. Research has shown limited its use for the automotive industry. With the newly that we will generate more data this year than we have in all

34 Abstracts of Speaker Presentations 2016 AUT OMOTIVE

the time up until 2003, and this copious amount of information is enough to challenge even the most highly skilled workforce. Since we know that computers are infinitely more accurate than the human brain, does it not make good business sense to increase the leverage of the best technology instead of relying on a less accurate method? Highly developed computer-aided technology has given OEMs and suppliers the ability to virtually innovate, validate, and drive quality into the increasing complex electronic and mechatronic devices found in consumer- desired vehicles today. A very few exceptional enterprises have already recognized this and are utilizing technology to enable their shift to 1) a single environment to architect, define, simulate, and validate vehicle performance, mechatronic systems, manufacturing processes, and regulations; 2) the capability to define, execute, and monitor virtual and physical tests; 3) manage the entire advanced materials lifecycle, including their assignment to vehicle components; and 4) in-context simulation with CAD/CAE with complete integration enabling fast iterative learning cycles.

KEYNOTE 5 James Staargaard, Plasan Carbon Composites Development of a Carbon Fiber Reinforced Roof Frame Using the High Pressure Resin Transfer Molding Process Composites technology for the automotive market continues to advance rapidly. Increasing knowledge of composite design, simulation tools, new materials, and process equipment are all contributing to making composites better performing and more affordable for mass-produced vehicles. In particular, the high- pressure resin transfer molding (HP-RTM) process is enabling manufacturers to produce complex composite parts at shorter and shorter cycle times. This presentation will describe the development of a carbon fiber-reinforced composite roof frame slated for future production. Several composite processes were considered for the roof frame. The case illustrates that when the (product) design, material, and process are considered together, a very efficient part can be produced. Meeting all requirements, the resulting part weighs 60% less than the original in magnesium. The part will be the first HP-RTM part made in North America for a series production vehicle. Of equal significance, the development process for the part involved a unique collaboration of several companies. Each company contributed its particular expertise to the project including resin, reinforcement, analysis, process simulation, tool construction, preforms, and molding. The collaboration enhanced the speed and technical success of the overall development.

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EXT16_RNS_FullPage_SPEACCE.indd 1 8/3/16 2:48 PM Become a SAMPE Member Upcoming SAMPE Events So many reasons to join! For a complete list of upcoming SAMPE Events and details visit www.nasampe.org. Current members receive discounted registration rates for Who We Are SAMPE Events. The Society for the Advancement of Material and Process Engineering (SAMPE®) is a global professional member society. SAMPE provides information on new materials and processing technology via conferences, exhibitions, technical forums, and publications. As the only technical society encompassing all fields Co-produced by ACMA and SAMPE. of endeavor in materials and processes, SAMPE provides a unique September 26-29, 2016: Conference and valuable network for scientists, engineers, and academicians. September 27-29, 2016: Exhibits Anaheim Convention Center, Anaheim, CA, USA www.theCAMX.org The premier source of technical information for the Materials & Processes (M&P) community.

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41 TCAC_SPE-ACCE2016_QtPg_070116.indd 1 7/20/2016 3:50:42 PM Best Papers SPE® Announces 2016 Automotive Composites Conference and Exhibition (ACCE) Best Paper Award Winners The 2016 SPE ACCE Dr. Jackie Rehkopf Best Paper Award winners received the highest average ratings by conference peer reviewers out of a field of 92 contenders. All three winners will be honored for excellence in technical writing with a commemorative plaque during SPE ACCE opening ceremonies on September 7.

Sebastian Goris, a doctoral student at the University of Wisconsin-Madison (Madison, Wis., U.S.A.) and graduate research assistant at the Polymer Engineering Center (PEC) took first place in this year’s competition; Dr. Ying Fan, a research engineer in the Department of Mechanical and Materials Engineering at Western University (formerly University of Western Ontario; London, Ont., Canada) took second place; and Christoph Kuhn, who is simultaneously working as a project engineer in the Group Research department at Volkswagen AG (Wolfsburg, Germany) and also pursuing a doctorate degree at Friedrich-Alexander University Erlangen-Nuremberg, (Erlangen, Germany) placed third in the competition.

The conference’s best paper awards honor long-time SPE ACCE committee member, session organizer, two-times technical program co-chair, and long-time automotive-composites industry researcher, Dr. Jackie Rehkopf.

Goris was lead author along with his advisor, Prof. Tim Osswald of the Polymer Engineering Center (PEC) at University of Wisconsin-Madison (UW-Madison) on a paper entitled Progress on the Characterization of the Process-Induced Fiber Microstructure of Long Glass Fiber-Reinforced Thermoplastics. The paper will be presented on September 8 from 11:00-11:30 a.m. in the Virtual Prototyping & Testing - Part 4 session at the conference. About his topic, the author says, “The work described in this paper discusses new measurement approaches that we’ve developed at the PEC to determine the full three-dimensional fiber architecture obtained using micro computed tomography technology for fiber orientation and fiber density distribution as well as an automated process to determine the fiber-length distribution. Results of the work measured on 40-wt% injection molded long [glass] fiber-[reinforced] thermoplastic polypropylene [LFT-PP] suggest that the common assumption of uniform fiber length and fiber density distribution in injection molded parts is not correct. The potential impact of the heterogeneity of process-induced microstructure that we found can be critical for accurate analysis of LFT parts and should inform future material modeling approaches.”

Originally from Germany, Goris holds a B.S. degree from the Department of Mechanical Engineering at RWTH Aachen University (Aachen, Germany). In 2012, he received a full one-year scholarship from the German Academic Exchange Service (DAAD) to attend graduate school at UW-Madison where, under the direction of Prof. Osswald, he completed his M.S. degree in Mechanical Engineering and now is pursuing a doctorate in the same discipline as well as a minor in Business Administration. Already Goris has authored or co-authored papers in six conference proceedings as well as a chapter on Composites Manufacturing Processes for the Mechanical Engineering Handbook, 2nd edition. Additionally his work has been featured on posters and presentations given at conferences in the U.S., Germany, and Israel. Besides working as a graduate research assistant, Goris also holds the position of chief engineer at the PEC at UW-Madison. In 2013, Goris’ course project placed second in the Ratner Award Competition at UW-Madison. The following year he was a recipient of an SPE ACCE graduate scholarship from the SPE Automotive and Composites Divisions as well as an Academic Achievement Award from the Division of International Studies and International Services at UW-Madison. In 2016, he won a Dr. Jackie Rehkopf scholarship also from the SPE Automotive and Composites Divisions. After graduating, Goris plans to work in transportation research on composite materials and processes.

42 42 Fan was lead author on a paper entitled Effects of Processing Parameters on the Thermal & Mechanical Properties of LFT-D-ECM Glass Fiber/Polyamide 6 Composites. Her co- authors were Y.C Liu, T. Whitfield, T. Kuboki and J.T. Wood from Western University as well as V. Ugresic from the Fraunhofer Project Centre for Composites Research (London, Ont., Canada). The paper will be presented on September 7 from 2:30-3:00 p.m. in the Advances in Thermoplastic Composites - Part 3 session. About her topic, Fan explains “We investigated the influences of process parameters — including melt temperature, extruder fill level, glass fiber temperature, and screw speed in the mixing extruder — on the thermal and mechanical properties of direct/inline compounded 30-wt% long [glass] fiber-reinforced thermoplastic [D-LFT] polyamide 6 [PA 6, also called nylon 6], which was subsequently compression molded. The effects of processing parameters on glass transition temperature [Tg], melt temperature [Tm], and relative degree of crystallinity will be presented in this work.”

Previously, Fan was a postdoctoral associate in the Department of Mechanical & Materials Engineering at Western University working under Dr. J.T. Wood from 2013- 2015. Before that, she was an associate professor at Hebei University of Technology (Tianjin, China) from 2009-2013, an assistant general manager at Yingzida Materials Co. Ltd. (Hangzhou, China) in 2009, and an assistant professor at Dalian Jiaotong University (Dalian, China) from 1997-2002. She earned a doctorate in Mechanical Engineering (Polymer Engineering) from Western University in 2008 and has published more than 30 peer-reviewed journal papers.

Kuhn was lead author along with William Kucinski and Olaf Taeger at Volkswagen Group Research and Prof. Tim Osswald at University of Wisconsin-Madison on a paper entitled Lightweight Design with Long Fiber Reinforced Polymers — Technological Challenges due to the Effect of Fiber Matrix Separation. The paper will be presented on September 7 from 1:30-2:00 p.m. in the Advances in Thermoplastic Composites - Part 3 session. About his research, Kuhn comments, “A major effect that results when processing long fiber-reinforced thermoplastics [LFT] is fiber matrix separation [FMS], which leads to a non-uniform fiber density distribution throughout the part. Experimental investigations in compression molding with LFT composites have shown an unequal distribution of fiber content in free-flow regions and especially in complex geometries. In the case of rib sections, for example, fiber content decreases greatly, leading to a significant change in component behavior. Through experimentation, our team analyzed the governing mechanism of FMS and developed a new approach for predicting the phenomenon.”

After earning his undergraduate degree in Mechanical Engineering at the RWTH Aachen University in 2013, Kuhn was then awarded a full one-year scholarship from the German Academic Exchange Service to attend graduate school at UW- Madison. There, under the direction of Prof. Osswald, he completed his M.S. degree in Mechanical Engineering in 2014 and returned to RWTH Aachen University to complete a second master’s degree in Plastics and Textile Technology in 2015. Since 2014 he also has been pursuing his Ph.D. degree through the industrial doctorate program at Volkswagen AG’s Group Research under the guidance of Prof. Osswald at the Friedrich-Alexander University Erlangen-Nuremberg. Kuhn’s work at Volkswagen is focused on lightweight design projects with thermoplastic and thermoset composites for use on many Volkswagen brands. His work has been featured in numerous publications and presentations in Europe and the U.S.

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51 Sponsored by

Scholarship Awards SPE® Announces Winners of the ACCE, Rehkopf Scholarships for 2016-2017 Academic Year

Winners of three annual SPE ACCE scholarships sponsored by the Michigan Economic Development Corp. (Lansing, Mich., U.S.A.) as well

as two new Dr. Jackie Rehkopf scholarships from an endowed fund that has been set up to honor the long-time SPE ACCE committee

member, SPE Automotive Division board member, and automotive composites researcher will be honored during opening ceremonies

at the 2016 SPE ACCE.

The two winners of the SPE ACCE graduate scholarships ($2,000 USD each) were Mr. Lu Wang of University of Maine-Orono (Orono,

Maine, U.S.A.) and Mr. Srikanth Raviprasad of University of Illinois at Urbana-Champaign (Champaign, Ill., U.S.A.). A third ACCE

scholarship (also $2,000 USD) for a student attending a university or college in the U.S. state of Michigan was won by Ms. Mariana

Batista of Michigan State University (East Lansing, Mich., U.S.A.). The two Rehkopf scholarships ($5,000 USD each) were won by Mr.

Sebastian Goris of University of Wisconsin-Madison (Madison, Wisc., U.S.A.) and Mr. Robert Hart of University of Iowa (Iowa City, Iowa,

U.S.A.). ACCE scholarship winners are required to present the results of their research at next year’s SPE ACCE show, September 6-8, 2017;

Rehkopf scholarship winners are required to either present the results of their research at next year’s SPE ACCE or publish them in an SPE

journal. Both scholarships are administered as part of the SPE Foundation® (Bethel, Conn., U.S.A.).

Lu Wang won his SPE ACCE graduate scholarship with the topic: Cellulose Nanofibrils Reinforced Polypropylene by 3D Printing for Lightweighting. About his project and its potential impact on the automotive composites industry, Wang said, “CNF [cellulose nanofibrils], a type of nano-scale cellulose fibers, have extraordinary potential to be used as a reinforcement in polymers. They are estimated to be as strong as steel, but five- times lighter and with stiffness equivalent to high-performance aramid fibers. Compared to other kinds of reinforcements, CNF has lower density, higher specific strength and modulus, lower cost, worldwide availability, recyclability, and biodegradability. On a related subject, 3D printing has been found to benefit the automobile industry, especially for prototyping design and testing. However, two obstacles exist for 3D printing some semi-crystalline polymers like polypropylene (PP). First, the PP molecule crystallizes during printing, which leads to residual stresses and warpage of the printed layers. Second, the mechanical properties of printed polymers are only 60-80% of their injection molded counterparts because the printing process generates many voids inside parts. Hence the two objectives of my research are to explore the use of CNF in 3D printed PP and to make printed PP parts equally strong as their injection molded counterparts.”

52 52 Wang holds a B.S. degree from the Department of Wood Science at Central South Forestry University (Changsha, Hunan, China). He continued to study bamboo-based engineering composites at Nanjing Forestry University (Nanjing, Jiangsu, China) and graduated in 2013 with an M.S. degree. He currently is a Ph.D. candidate in Forest Resources at University of Maine working under the supervision of Prof. Douglas Gardner. He has had seven journal articles published and has two more awaiting publication. To date, papers Wang has either authored or co-authored have been published in six journals (including two review articles) and two conference proceedings, and he also has authored a chapter in the book Progress in Adhesion and Adhesives. His work has been featured on posters and presentations given at conferences in the U.S., Canada, and China. He was the winner of a graduate student poster competition for the SPE Polymer Nanocomposites Conference in 2014. He also won the George L. Houston Scholarship (2014) and Blumenstock Family Forest Products Graduate Student of the Year Award (2015) from the School of Forest Resources at University of Maine. In addition, he co-mentored two students from the National Science Foundation-Research Experience for Undergraduate (NSF-REU) program for research on cellulose nanofiber modification and 3D printing. After graduation, Wang plans to continue working in research in the field of polymer nanocomposites at an industrial research center or a university.

Srikanth Raviprasad won his SPE ACCE graduate scholarship with the topic: Novel Structure-Material System to Resist High Velocity Impacts. Explaining the significance of his work on the automotive composites industry, Raviprasad said, “My aim is to elevate the current technology for sandwich structures by introducing a novel cellular architecture — triply periodic minimal surface (TPMS) — made of polymers (primarily polyamide) as the core material in order to improve the impact response and increase the energy absorption of composite sandwich structures. The sandwich panel’s face sheets will be designed using glass-fiber laminates of different fiber-volume fractions, with its stacking and orientation criteria inspired by examples found in nature — like architectures of armadillo and stomatopod shells — to effectively transfer impact load across the surface rather than through the thickness of the structure. Results from both computations and physical experiments will be compared against those obtained from traditional aluminum-core sandwich structures used today to see if we can achieve a better material response with our novel technology. If we are successful, it could effectively lead to both lighter weight and lower cost components for rough-terrain vehicles that are prone to impact loads from ground, weather, and the other conditions.”

Originally from India, Raviprasad earned his Bachelor’s degree in Mechanical Engineering from Manipal University (Manipal, Karnataka, India) in 2015 and graduated as his department’s Special Achiever for two consecutive years. During his tenure as an undergraduate student, he served as the subsystem head of the Structures Thermals and Mechanisms team for his university’s student satellite project where he guided the project through a successful preliminary design review phase with the Indian Space Research Organization. Raviprasad has published over 10 papers in conference proceedings, and journals, was selected as a GE Foundation Scholar-Leader in 2013, and also received a Sir Ratan Tata Travel Grant in 2015. Additionally, he was awarded a Bronze Volunteer certificate for work with the Volunteer Services Organization. As an intern, Raviprasad has worked on diverse projects in the healthcare, aero-structures, composite materials, and aerodynamics industries while at General Electric Co., United Technologies Corp., National Aerospace Laboratories, and the Indian Institute of Science. He currently works as a graduate research assistant and a graduate teaching assistant at the University of Illinois at Urbana-Champaign under Dr. Iwona Jasiuk. He extended his professional experience by interning at Gulfstream Aerospace Corp. this summer and plans to graduate by the end of 2016 with an M.S. degree in Aerospace Engineering. He also is a certified Lean Six-Sigma Green Belt, McKinley Toastmaster, PADI- certified Open Water scuba diver, and a student member of the American Institute of Aeronautics and Astronautics (AIAA).

53 Scholarship Awards

Mariana Desireé Reale Batista won her SPE ACCE Michigan scholarship with the topic: Hybrid Cellulose Composites: Lightweight Materials for Automotive Applications. Describing the research she will do on this project, Batista says, “Lower weight, high strength, and high stiffness are often identified as desirable properties for parts used in both the aerospace and automotive fields. In order to achieve these engineering goals, meet the fuel economy and emissions mandates in many parts of the world, and contribute to global sustainable development, cellulose fibers have attracted considerable attention within the transportation industry. As a class of reinforcing agents for polymer composites, they have been widely studied because of their low cost, low density, high mechanical properties, and considerable environmental benefits. My proposed research is focused on development of hybrid composites combining cellulose fiber with glass fiber, carbon fiber, and talc in matrices of polypropylene or biobased polyamide, and on evaluating the mechanical and thermal properties of the resulting composites for automotive underhood and body interior applications. In this project I am investigating synergetic effects of combining various fibers, looking for the ideal concentration of each constituent, and also qualifying the fiber-matrix interphase. It is worth mentioning that hybrid composites reinforced exclusively with cellulose fibers are less frequently developed, but they also are potentially useful materials with respect to environmental concerns for automotive applications. The hybrid cellulose composites from this research may replace or reduce the use of synthetic fibers in many automotive applications leading to weight and cost savings. Therefore this new approach to the development of eco-friendly and lightweight composite materials should be beneficial to the transportation industry.”

Originally from Brazil, Batista graduated summa cum laude with a B.S. degree in Mechatronics Engineering in 2011 and received an M.B.A. degree in Administration and Business Management in 2014, both from Universidade Salvador (UNIFACS, Salvador, Brazil). After graduating, she worked at Ford Motor Co. in Camaçari, Brazil as a product development engineer in the powertrain department, where she was awarded a certificate of excellence in 2012 in recognition to her good performance leading manual transmission development for Ford’s South American Operations. After several years at Ford, in 2014 Batista received a full-time scholarship from the Brazilian government (CAPES) to pursue a doctorate degree in the U.S. She currently is a doctoral student in Materials Science & Engineering at MSU working under the supervision of Prof. Lawrence Drzal. There, she works in the Composite Materials and Structures Center where her research is focused on carbon fiber-reinforced polymer composites, specifically modification of the fiber-polymer interphase with cellulose nanowhiskers. Batista’s work has been featured on posters at conferences in the U.S. During the summer of 2016, she interned at Ford Motor Co. in Dearborn, Mich., U.S.A., where she worked as a visiting scientist in the Sustainable Plastics and Biomaterials Research Group. She has been involved in many organizations as a volunteer, providing assistance in outreach activities and student competitions. After graduation, she plans to work in the automotive industry investigating the development of polymer composites. Batista says she hopes to share her experiences and inspire new students and researchers in the field of sustainable materials.

Sebastian Goris won his Rehkopf scholarship with the topic: Experimental Evaluation and Numerical Simulation of the Process-Induced Fiber Configuration in LFT Injection Molding. About his work and its potential impact on the automotive composites industry Goris says, “During moldfilling of LFT [long-fiber thermoplastic] materials, the fiber configuration significantly changes as reflected by fiber attrition, excessive fiber orientation, fiber jamming, and fiber-matrix separation. A major challenge in the field of LFT processing has been and remains the lack of availability of reliable measurement techniques to allow accurate fiber property measurements of sufficiently large samples in a timely manner. The goal of my research is to gain an in-depth understanding of the underlying physics behind fiber motion and the process-induced microstructure of the fibers. As one part of my research, I’m developing novel measurement concepts to evaluate the process-induced fiber microstructure to validate simulation results by

54 54 using sophisticated techniques, including micro computed tomography. Additionally, I am working on new simulation approaches and models to better predict changes in fiber configuration during processing — in particular to control and predict the reduction of fiber length in LFT processing, which affects mechanical properties of the resultant part. As we develop expertise in measurement techniques and modeling approaches, we’ll be able to apply them to study the relationships between microstructural parameters and unsolved phenomena, such as fiber attrition and fiber agglomeration in injection molded parts. Eventually, the results of my work will translate into an improved understanding of the damage and motion of fibers during injection molding, which is necessary to fully exploit the lightweight advantages of LFT materials.”

Originally from Germany, Goris holds a B.S. degree from the Department of Mechanical Engineering at RWTH Aachen University (Aachen, Germany). While completing his undergraduate degree, he focused on polymer processing and worked as a research assistant at the university’s Institute of Plastics Processing (IKV). In 2012, he received a full one-year scholarship from the German Academic Exchange Service (DAAD) to attend graduate school at UW-Madison where, under the direction of Prof. Tim Osswald, he completed his M.S. degree in Mechanical Engineering and now is pursuing a doctorate in the same discipline plus a minor in Business Administration. Already Goris has authored or co-authored papers in six conference proceedings as well as a chapter on Composites Manufacturing Processes for the Mechanical Engineering Handbook, 2nd edition. Additionally his work has been featured on posters and presentations given at conferences in the U.S., Germany, and Israel. Besides working as a graduate research assistant, Goris also holds the position of chief engineer at the Polymer Engineering Center (PEC) at UW-Madison. In 2013, his course project placed second in the Ratner Award Competition at UW-Madison. The following year he was a recipient of an SPE ACCE graduate scholarship from the SPE Automotive and Composites Divisions as well as an Academic Achievement Award from the Division of International Studies and International Services at UW-Madison. In 2016, he also won a Dr. Jackie Rehkopf Best Paper award for excellence in technical writing on a topic he will present at the 2016 SPE ACCE. After graduating, Goris plans to work in research on composite materials and processes in the transportation industry.

Robert Hart won his Rehkopf scholarship with the topic: Multi-Physics Effects in Carbon Fiber Polymer Matrix Composites. Discussing why his research will be of interest to those working in the transportation composites field, Hart notes that “My project will focus on developing theoretical models for designed optimal composite structures for multifunctional applications. I’ll explore the use of new, advanced reinforcement media (e.g. carbon nanotubes, buckypaper, and graphene) that provide optimum combinations of electrical, thermal, and mechanical properties. My areas of interest include damage modeling and the influence of damage on the multi-physics response in advanced composites. This research should eventually lead to the development of “smart structures” with capabilities like real-time damage sensing that will be of interest to manufactures of aerospace as well as ground vehicles.”

Currently a doctoral candidate at the College of Engineering at the University of Iowa, Hart also is a U.S. Department of Defense SMART Scholar and works in collaboration with the U.S. Army Tank and Automotive Research and Development Engineering Center (TARDEC). Before starting his Ph.D. study, Hart worked for three years as an R&D and project engineer in the plastics industry for Centro Inc. (North Liberty, Iowa, U.S.A.). In that role he led the design, budget proposal, and construction of an industry-leading laboratory for material testing of cross-linked polymers. He also served as the plastics materials expert on a team that developed a novel fire-retardant, multilayer-composite fuel tank for applications in extreme operating environments. The tank was successfully commercialized and is now the flagship product produced at a new manufacturing facility Centro operates in Brazil. Upon returning to university, Hart served as a graduate teaching assistant for a mixed graduate/undergraduate course on composite materials where he was able to draw on his industry experience to guide students as they developed their own composite design projects. He also served as a guest lecturer when the primary instructor was traveling. He holds both B.S. and M.S. degrees in Mechanical Engineering from the University of Iowa. After graduating with his doctorate in 2017, Hart will work at TARDEC full time and continue to advance composites research in the ground-vehicle sector.

55 55 WHAT HAPPENS WHEN

GOODmeets Brainpower IDEA

Innovation drives Michigan’s auto industry. Always will. An explosion of technological opportunity today will make tomorrow’s cars the most powerful computers we will ever use. And if you think that the auto industry in Michigan doesn’t offer the best, creative and high-tech career options in the world, think again. The future runs on Brainpower.

Michiganbusiness.org/brainpower SPE® Still Accepting Donations for Dr. Jackie Rehkopf Endowed Scholarship

The SPE® Automotive and Composites Divisions, in conjunction with The SPE Foundation®, have formed an endowed scholarship to honor the memory of Dr. Jackie Rehkopf and are still accepting donations. The groups hope to raise funds for a sufficiently large endowment to allow annual scholarships to be given to deserving undergraduate WHAT HAPPENS WHEN or graduate students studying engineering or science and with plans to work in the field of transportation composites.

Rehkopf spent her career doing research in the field of automotive plastics and composites. She was a long-time SPE ACCE committee member, session organizer, and two-times technical program co-chair. She also served on the SPE Automotive Division board as a director from 2005 through 2014, plus was intersociety chair for 2 years and treasurer for 2 years. She was active from the mid-1990s until 2014 with SAE International®, THE SPE FOUNDATION helping organize a large plastics session for over a decade for SAE Congress. Additionally, she wrote a book in 2011 entitled Automotive Carbon Fiber Composites: From Evolution GOODmeets IDEA to Implementation that was published by SAE. She was awarded an SAE Outstanding Brainpower Technical Contribution Award for her work in co-developing and sponsoring the How to SAE Standard J2749 High Strain Rate Tensile Testing of Polymers. She authored many publications and presented at numerous technical conferences during her 20 year career. Contribute In both academia and industry, Rehkopf’s research interests were in mechanics of Innovation drives Michigan’s Those interested in contributing to the materials. After earning both B.S. and Ph.D. degrees in Civil Engineering from the auto industry. Always will. Dr. Jackie Rehkopf endowed scholarship University of Waterloo in Canada, she moved to the Detroit area and began work in 1994 should send a check (made out to The An explosion of technological as a materials engineer for Ford Motor Co. After 4 years, she became a technical specialist SPE Foundation) to: opportunity today will make tomorrow’s at Ford in the company’s Research Lab Safety Department (from 1998-2003) and later in the Materials Engineering Department (from 2003-2006). She left the automaker in The SPE Foundation - Rehkopf Scholarship cars the most powerful computers we 2006 to join Exponent as a senior engineer and consultant in the areas of mechanics of Attn: Gene Havel will ever use. And if you think that the materials, structural mechanics and dynamics, experimental testing, and failure analysis. Rehkopf’s expertise was in high-strain-rate behavior of both metallic and polymeric 6 Berkshire Blvd, Suite 306 auto industry in Michigan doesn’t offer materials, and fatigue and creep of reinforced and non-reinforced plastics. In 2010, she Bethel, CT 06801 USA the best, creative and high-tech career joined the R&D department of Plasan Carbon Composites as a senior researcher working on carbon fiber-reinforced composites. During her first 2 years at Plasan, she split her PLEASE mark in the Notes section of options in the world, think again. The time between the company’s Customer Development Center in Michigan and offices your check that the funds are for the future runs on Brainpower. at Oak Ridge National Laboratory where she was principal investigator for a 3-year U.S. Rehkopf Scholarship so they are applied Department of Energy (DOE)-sponsored project that Plasan participated in on predictive to the correct fund. For more information, modeling of carbon fiber composites in automotive crash. In 2013, Rehkopf became call +1 203.740.5457 or email director of research at Plasan with a focus on developing new materials systems to [email protected]. Donations made facilitate the use of carbon fiber composites in mainstream automotive applications. She by U.S. citizens are tax deductible. lost a year-long battle to cancer in 2014.

Michiganbusiness.org/brainpower 57