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Find out about the market-oriented research and development projects funded by the BMWK in the Technology Transfer Programme Leichtbau (TTP LB).
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3DHyBeBe
Using carbon fibres in concrete construction: Efficient reinforcement through automated production
3DLight_OnSite
Producing concrete walls in CO2-reduced lightweight construction: mobile 3D concrete printing robots
Aerolight
Produce aerogels cost-effectively: Innovative system for lightweight concrete and plaster
AGRILIGHT
Reducing the weight of agricultural machinery: lightweight, functionally integrated carbon chassis
AIBetOn3D
Finding optimal building materials: concrete construction with AI and 3D printing
AntiStatic
Antistatic pipes for aviation: composite materials replace metal
APART
Automated production of sandwich components: Robots increase efficiency and sustainability
BENHoLei
Sustainable wood fibre sandwich: industrial production and cross-sector use
BIKINI
Making the process chain for lightweight products more sustainable: based on bionics and AI
BrakeThrough
Sustainable braking system: reducing particulate matter and enabling circularity
CaPreFloor
Replacing heavy concrete ceilings: prefabricated ceiling elements made of carbon concrete
CC-Mesh
Saving resources in concrete construction: new concepts for large-format carbon fibre reinforcement
CO2-HyChain
Reducing the CO2 footprint of cars: hybrid components made of aluminium and steel
COOLBat
Optimising battery housings for e-cars: with aluminium foam and more efficient production
DigiLaugBeh
Producing washing machines more sustainably: Material recycling and digital simulation
DOM4Composites
Producing modular, recyclable components: Lightweight structures made of composite plastic
DurableHybrid
More durable components: Hybridisation makes fibre composites more resilient
ECO2-LInE
Developing natural fibre-reinforced plastic components: with innovative 3D printing
Elokofix
Produce fibre tapes efficiently and sustainably: endless production with inline splicing
ENABL3D
Ensuring the quality of 3D-printed components: bionic components for aviation
EnERU
Manufacture forming tools more sustainably: Avoid cold welding with additive manufacturing
ERProFit
Reducing scale formation and material losses: new approaches for sustainable production
FlexGear
Developing lighter gearboxes for wind turbines: with bionics and innovative sensors
FORMlight
Automated production of free-form sheets: Additive processes reduce material consumption
FunPul
Pultrusion for fibre composites: producing multifunctional lightweight structures
GABRIELA
Recycling and cleaning plastics: for recyclable battery housings
GePart
Making particle foams more sustainable: Process energy-efficiently, enable recycling
Green-AL-Light
Reusing aluminium scrap in cars: Focus on recycling and material sorting
GUmProDig
Making cold forming more resource-efficient: digital in-process testing
HyConnect
Producing components in a resource-saving way: with forming technology and 3D printing
HyDuty
Utilising hybrid materials: Lightweight trunk floors for commercial vehicles
I-Detekt
Automatically detect damage: intelligent battery protection system for electric cars
InDrutec-E
Optimising die casting for electric cars: with innovative aluminium alloys and magnesium
Infinity
Recycling carbon fibre-reinforced plastics: raw materials for lightweight construction
KANAL
Keeping aluminium in the cycle: pure new scrap processing with laser spectroscopy
LaLoVak
igh-strength aluminium alloys in car manufacturing: Laser beam welding in localised vacuum
LeKkA
Building plastic gearboxes more efficiently: thanks to new standardised test methods
LESSMAT
Making trains and ships lighter: Force flow-optimised, automated differential structures
LE²GRO
Building fertiliser spreaders more sustainably: lightweight and modular support structure
Light-Light-Roof
Glass-foil roofs save resources: modular translucent roof system
LightLog
Reducing CO2 emissions in logistics: plastic large load carriers in fibre composite construction
LignoLight
Utilising lignin as a raw material: Making furniture lighter, more modular and recyclable
MariLightCluster
Advancing lightweight construction in shipping: Expansion of the MariLight network
MAXImoulding
Light and precise magnesium components: Efficient production with semi-fluid processing
METEOR
Reducing resource consumption by 80 per cent: production of lightweight structures
MobiXL
Efficient lightweight vehicle construction: modular production of large components
MonoMat
Recycling plastics: pioneering cascade model for 3D printing in lightweight construction
NaMiKoSmart
Resource conservation and efficiency: multifunctional lightweight vehicle centre console
NeLiPro
Producing hybrid lightweight structures: automated process chain with quality assurance
PALUP
Air-coupled ultrasonic testing: damage-free and flexible testing of lightweight components
PAMB
Faster, cheaper and more sustainable: modular bridge construction with carbon concrete
ProMeTheuS
Sustainable thermoforming: Recycled fibres make lightweight components more efficient and stable
protECOlight
Sustainable protective structures for electric cars: fibre-reinforced plastics replace aluminium
RESOLVE
Processing fibres efficiently: sustainable seating systems for vehicles
RTTS
Sustainable tunnelling: reduce cement content, recycle excavated material
S3-ALU
Reducing emissions in car production: with digital twins and recycled aluminum
SimProTi
Manufacturing titanium components precisely and resource-efficiently: simulation reduces distortion
SinziA
Resource-efficient machine elements: Researching bionically inspired self-lubrication
SmartWeld
Lightweight in steel construction: end-to-end digitalised production and testing chain
SuMatHrA
Reducing the carbon footprint at the material level: Albasia wood for electric cars and lifts
SyProLei
Systematically implementing lightweight construction: with digital workflows
TALoF
Die casting for aluminium components: Increasing strength and saving material
TWBlock
ultra-high-strength steel: optimising tailor-welded blanks with digital processes
ULAS E-VAN
Making e-transporters lighter: Innovative body with modular battery tray system
UVPult
Producing postformable profiles: innovative UV pultrusion for fibre-reinforced plastics
VliesComp
Recycling carbon fibres: Hybrid nonwovens for industrial lightweight construction
WallConnEct
Sustainable construction: Carbon concrete walls with integrated electrical engineering
3DHyBeBe
Using carbon fibres in concrete construction: Efficient reinforcement through automated production
Funding duration:
Start
01.10.21
End
31.05.24
Markets:
Material:
Carbon fibres, Nonwovens, mats, Textile-reinforced concrete, Others (Mineral-impregnated Carbon Fibre (MCF))
Context
The construction industry is responsible for a large proportion of global CO2 emissions, particularly through the production of concrete. More material is often used than is actually necessary for the load-bearing capacity of a structure. Traditional steel reinforcements lead to high weight and increased resource utilisation.
In addition, these are still mainly assembled and installed manually. There has hardly been any digitalisation and automation of processes in the construction industry to date.
Lightweight construction technologies, such as the use of carbon fibres, offer a more environmentally friendly solution here. On the one hand, these materials are lighter, more efficient and more durable than conventional metallic reinforcements and therefore enable resource savings in concrete consumption. Secondly, the processes for reinforcement production are to be automated in future. This will enable the efficient and cost-effective production of carbon fibre reinforcements for concrete components.
The construction industry is responsible for a large proportion of global CO2 emissions, particularly through the production of concrete. More material is often used than is actually necessary for the load-bearing capacity of a structure. Traditional steel reinforcements lead to high weight and increased resource utilisation.
In addition, these are still mainly assembled and installed manually. There has hardly been any digitalisation and automation of processes in the construction industry to date.
Lightweight construction technologies, such as the use of carbon fibres, offer a more environmentally friendly solution here. On the one hand, these materials are lighter, more efficient and more durable than conventional metallic reinforcements and therefore enable resource savings in concrete consumption. Secondly, the processes for reinforcement production are to be automated in future. This will enable the efficient and cost-effective production of carbon fibre reinforcements for concrete components.
Purpose
In the 3DHyBeBe research project, the project team aims to develop an automated manufacturing solution that enables the precise and cost-effective use of carbon fibres as reinforcement in concrete construction. The key to the solution lies in combining construction robotics and efficient production. Through the targeted, robot-assisted placement of the fibres, the researchers want to increase the load-bearing capacity of the concrete components and simultaneously optimise the use of materials.
The results of the research project should reduce the consumption of resources and significantly improve the carbon footprint of concrete components. A key challenge here is to create a solution that is scalable and economically feasible so that it can represent a sustainable alternative to conventional steel reinforcement in concrete construction.
In the 3DHyBeBe research project, the project team aims to develop an automated manufacturing solution that enables the precise and cost-effective use of carbon fibres as reinforcement in concrete construction. The key to the solution lies in combining construction robotics and efficient production. Through the targeted, robot-assisted placement of the fibres, the researchers want to increase the load-bearing capacity of the concrete components and simultaneously optimise the use of materials.
The results of the research project should reduce the consumption of resources and significantly improve the carbon footprint of concrete components. A key challenge here is to create a solution that is scalable and economically feasible so that it can represent a sustainable alternative to conventional steel reinforcement in concrete construction.
Procedure
The research team is initially concentrating on developing an algorithm that determines the ideal course of the fibres depending on the structural requirements of the component. In this way, the carbon fibres are optimally designed to absorb tensile forces in the component. The researchers translate these calculations into control commands for a special production machine that enables the fibres to be precisely integrated into the concrete material. The prototype developed in the project includes a production line for the fibre reinforcement and an articulated arm robot for the automated implementation of the reinforcement structures.
The basis for reinforcement production is the optimised composition of the materials. The project team combines carbon fibres with various matrices to ensure the bond to the concrete. On the one hand, the researchers are investigating a cement-based matrix for use in conventional, cement-based concretes. Secondly, a geopolymer matrix - a synthetic material that offers many advantages in terms of processing and high resistance to chemical influences. The aim is to improve the transmission of forces between the reinforcement and concrete.
The demonstrative production of reinforcement structures shows that the method reduces material consumption by around a third, while at the same time ensuring technical and economic feasibility.
The research team is initially concentrating on developing an algorithm that determines the ideal course of the fibres depending on the structural requirements of the component. In this way, the carbon fibres are optimally designed to absorb tensile forces in the component. The researchers translate these calculations into control commands for a special production machine that enables the fibres to be precisely integrated into the concrete material. The prototype developed in the project includes a production line for the fibre reinforcement and an articulated arm robot for the automated implementation of the reinforcement structures.
The basis for reinforcement production is the optimised composition of the materials. The project team combines carbon fibres with various matrices to ensure the bond to the concrete. On the one hand, the researchers are investigating a cement-based matrix for use in conventional, cement-based concretes. Secondly, a geopolymer matrix - a synthetic material that offers many advantages in terms of processing and high resistance to chemical influences. The aim is to improve the transmission of forces between the reinforcement and concrete.
The demonstrative production of reinforcement structures shows that the method reduces material consumption by around a third, while at the same time ensuring technical and economic feasibility.
3DLight_OnSite
Producing concrete walls in CO2-reduced lightweight construction: mobile 3D concrete printing robots
Funding duration:
Start
01.02.22
End
31.01.25
Markets:
Material:
Short fibre-reinforced concrete
Context
Processes in the construction industry have been little digitalised and automated to date. Standardised and inflexible processes often lead to inefficient use of materials, energy, time and labour. Resource-intensive concrete construction in particular causes considerable CO2 emissions. Additive manufacturing of concrete offers a solution that allows for specifically dimensioned cross-sections and significantly simplifies logistics on construction sites. Automation, digitalisation and new material approaches are considered together.
Processes in the construction industry have been little digitalised and automated to date. Standardised and inflexible processes often lead to inefficient use of materials, energy, time and labour. Resource-intensive concrete construction in particular causes considerable CO2 emissions. Additive manufacturing of concrete offers a solution that allows for specifically dimensioned cross-sections and significantly simplifies logistics on construction sites. Automation, digitalisation and new material approaches are considered together.
Purpose
In the 3DLight_OnSite project, researchers are developing an innovative concept for 3D concrete printing. The aim of the project partners is to use individually movable printing robots to produce structural-optimised concrete walls in CO2-reduced lightweight construction, thus combining sustainability, construction robotics and efficient production. In order to make optimum use of the economic and ecological potential of concrete printing, they are relying on end-to-end digitalised and highly automated production.
The results of the research project should make it possible for mobile robot fleets to move flexibly around the construction site in future and print the concrete elements directly on site. In contrast to stationary printing systems, which are less flexible and less scalable, this will enable faster, more cost-effective and more environmentally friendly additive manufacturing.
In the 3DLight_OnSite project, researchers are developing an innovative concept for 3D concrete printing. The aim of the project partners is to use individually movable printing robots to produce structural-optimised concrete walls in CO2-reduced lightweight construction, thus combining sustainability, construction robotics and efficient production. In order to make optimum use of the economic and ecological potential of concrete printing, they are relying on end-to-end digitalised and highly automated production.
The results of the research project should make it possible for mobile robot fleets to move flexibly around the construction site in future and print the concrete elements directly on site. In contrast to stationary printing systems, which are less flexible and less scalable, this will enable faster, more cost-effective and more environmentally friendly additive manufacturing.
Procedure
The prototype developed by the project participants includes a crawler chassis and an industrial robot with a special nozzle head for the 3D printing process. The researchers are digitising the entire planning and production process in order to optimise the use of the robots. All relevant construction data is modelled digitally and transferred directly to the robots. Digitalised production methods also offer advantages beyond the construction process. For example, building materials can be tracked and components can be sustainably dismantled and reused in the sense of "urban mining".
The researchers are also focussing on material savings through a lightweight construction method inspired by nature. For example, CO2-intensive, high-strength concretes are only to be used where they are structurally necessary. To this end, the project participants are using structures similar to honeycombs, which offer maximum stability with minimum material consumption. For example, the wall shell of a building is constructed from pressurised mortar and then filled with foam concrete, which serves as insulation and soundproofing. This construction method significantly reduces material consumption and CO2 emissions. The project partners are also endeavouring to develop more environmentally friendly concrete mixtures.
The prototype developed by the project participants includes a crawler chassis and an industrial robot with a special nozzle head for the 3D printing process. The researchers are digitising the entire planning and production process in order to optimise the use of the robots. All relevant construction data is modelled digitally and transferred directly to the robots. Digitalised production methods also offer advantages beyond the construction process. For example, building materials can be tracked and components can be sustainably dismantled and reused in the sense of "urban mining".
The researchers are also focussing on material savings through a lightweight construction method inspired by nature. For example, CO2-intensive, high-strength concretes are only to be used where they are structurally necessary. To this end, the project participants are using structures similar to honeycombs, which offer maximum stability with minimum material consumption. For example, the wall shell of a building is constructed from pressurised mortar and then filled with foam concrete, which serves as insulation and soundproofing. This construction method significantly reduces material consumption and CO2 emissions. The project partners are also endeavouring to develop more environmentally friendly concrete mixtures.
Aerolight
Produce aerogels cost-effectively: Innovative system for lightweight concrete and plaster
Funding duration:
Start
01.04.21
End
31.12.24
Markets:
Material:
Others (Inorganic aerogels)
Context
In order to drive forward the energy transition and achieve the EU's climate protection targets, energy and resources must be saved. 75 per cent of all buildings in the EU are not energy-efficient by today's standards. At the same time, there is currently a lack of flexible, functional and cost-effective materials for thermal insulation in the construction sector.
Aerogels are porous solids in which the majority of the volume consists of pores. The fine structure of the aerogel firmly traps air molecules, resulting in a unique insulating effect. The nanopores in the aerogel restrict the heat-conducting air molecules so much in their freedom of movement that no energy is passed on to other air molecules. This turns the aerogel into a high-performance insulator with very low thermal conductivity, which leads to greater energy efficiency during the utilisation phase of the building or product fitted with it. The mineral insulating materials do not require any petroleum-based raw materials.
In order to drive forward the energy transition and achieve the EU's climate protection targets, energy and resources must be saved. 75 per cent of all buildings in the EU are not energy-efficient by today's standards. At the same time, there is currently a lack of flexible, functional and cost-effective materials for thermal insulation in the construction sector.
Aerogels are porous solids in which the majority of the volume consists of pores. The fine structure of the aerogel firmly traps air molecules, resulting in a unique insulating effect. The nanopores in the aerogel restrict the heat-conducting air molecules so much in their freedom of movement that no energy is passed on to other air molecules. This turns the aerogel into a high-performance insulator with very low thermal conductivity, which leads to greater energy efficiency during the utilisation phase of the building or product fitted with it. The mineral insulating materials do not require any petroleum-based raw materials.
Purpose
The project team is developing an innovative and sustainable system for insulating plaster and lightweight concrete that creates completely new possibilities. The aim is to develop a cost-effective manufacturing process for aerogels and new formulations. Aerogels are to be utilised in various applications in the field of thermal insulation systems, lightweight concrete and sandwich elements for façades and roof elements. The researchers are further developing the existing pilot plant for aerogels in order to transfer the process to an industrial scale, taking economic aspects into account, and thus make it economically competitive in the mass market for thermal insulation.
The project team is developing an innovative and sustainable system for insulating plaster and lightweight concrete that creates completely new possibilities. The aim is to develop a cost-effective manufacturing process for aerogels and new formulations. Aerogels are to be utilised in various applications in the field of thermal insulation systems, lightweight concrete and sandwich elements for façades and roof elements. The researchers are further developing the existing pilot plant for aerogels in order to transfer the process to an industrial scale, taking economic aspects into account, and thus make it economically competitive in the mass market for thermal insulation.
Procedure
The researchers are investigating the entire value chain, from material selection and production to processes and system customisation. The centrepiece of the work is the expansion of the existing plant to include additional pump technology. In addition, separators are planned to enable the recovery of the individual fluids, in particular the solvent, in order to make the process more economical.
The result is a new type of production process for aerogels that combines various production steps. Manufacturing costs are reduced by half. Production is reduced from more than ten hours to just four hours and does not require any environmentally hazardous chemicals. The process has been successfully trialled on a small scale and the next step is to transfer it to an industrial scale.
The researchers are investigating the entire value chain, from material selection and production to processes and system customisation. The centrepiece of the work is the expansion of the existing plant to include additional pump technology. In addition, separators are planned to enable the recovery of the individual fluids, in particular the solvent, in order to make the process more economical.
The result is a new type of production process for aerogels that combines various production steps. Manufacturing costs are reduced by half. Production is reduced from more than ten hours to just four hours and does not require any environmentally hazardous chemicals. The process has been successfully trialled on a small scale and the next step is to transfer it to an industrial scale.
AGRILIGHT
Reducing the weight of agricultural machinery: lightweight, functionally integrated carbon chassis
Funding duration:
Start
01.06.21
Today
09.03.25
End
31.05.25
Markets:
Material:
Biocomposites, Aramid fibres, Basalt fibres, Glass fibres, Carbon fibres, Natural fibres, Thermoset plastics, Yarns, rovings, Laid webs, Woven fabrics, Knitted fabrics, Nonwovens, mats, Aramid fibre composites, Basalt fibre-reinforced plastic, Glass-fiber reinforced plastics (GFRP), Carbon-fiber reinforced plastics (CFRP), Natural fibre reinforced plastics (NFRP), Closed-pore
Context
The performance of agricultural harvesters has risen sharply in recent decades. At the same time, machines are getting bigger and heavier, which presents manufacturers with various challenges. On the one hand, the high weight leads to increased soil compaction, which worsens the living conditions for soil organisms and restricts root growth and water absorption. As a result, the fertility and yield of agricultural land decreases. On the other hand, the heavier and larger machines lead to problems in complying with road traffic regulations.
The performance of agricultural harvesters has risen sharply in recent decades. At the same time, machines are getting bigger and heavier, which presents manufacturers with various challenges. On the one hand, the high weight leads to increased soil compaction, which worsens the living conditions for soil organisms and restricts root growth and water absorption. As a result, the fertility and yield of agricultural land decreases. On the other hand, the heavier and larger machines lead to problems in complying with road traffic regulations.
Purpose
The AGRILIGHT team aims to significantly reduce the weight of the harvesters through the use of innovative lightweight construction concepts. They are developing a functionally integrated lightweight structure made of glass fibre and carbon fibre composites to replace the central steel frame of the machines and integrate adjacent components - such as tanks - into the component. This change is intended to reduce fuel consumption and CO2 emissions while minimising soil compaction. In addition to the ecological improvement, the researchers would also like to simplify the road traffic authorisation of the machines thanks to the reduced weight.
To further reduce assembly times and costs, the team is developing new approaches to structural hybridisation for the particularly stressed interfaces of the machines. The aim is to be able to retain existing joining methods from metal processing for lightweight, fibre-reinforced materials.
The AGRILIGHT team aims to significantly reduce the weight of the harvesters through the use of innovative lightweight construction concepts. They are developing a functionally integrated lightweight structure made of glass fibre and carbon fibre composites to replace the central steel frame of the machines and integrate adjacent components - such as tanks - into the component. This change is intended to reduce fuel consumption and CO2 emissions while minimising soil compaction. In addition to the ecological improvement, the researchers would also like to simplify the road traffic authorisation of the machines thanks to the reduced weight.
To further reduce assembly times and costs, the team is developing new approaches to structural hybridisation for the particularly stressed interfaces of the machines. The aim is to be able to retain existing joining methods from metal processing for lightweight, fibre-reinforced materials.
Procedure
At the start of the project, the team analysed the existing steel structure and the adjacent functional units of the harvester. It then developed the new functionally integrated frame structure made of fibre-reinforced plastics (GRP/CFRP), taking into account the specific mechanical, electrical and chemical properties of these materials.
For structural hybridisation, the team uses multi-layer insert technology, in which metallic inserts are integrated into the fibre composite during production. This means that existing joining methods from metal processing can be retained and downstream work steps such as drilling and gluing can be omitted, which significantly simplifies assembly.
At the end of the project, the new frame structure will undergo extensive mechanical testing to assess its suitability for series production. To do this, the team integrates the prototype into a realistic test setup and tests the frame on a special test bench to simulate real-life operating conditions. In this way, the team ensures that the new structure remains intact over the entire service life of the machine.
The developed prototype will be presented for the first time at Hannover Messe 2024 and shows a weight reduction of over 430 kg compared to the conventional steel frame construction. The project has been recognised as a finalist for the prestigious JEC Innovation Award in the Equipment Machinery & Heavy Industries category.
At the start of the project, the team analysed the existing steel structure and the adjacent functional units of the harvester. It then developed the new functionally integrated frame structure made of fibre-reinforced plastics (GRP/CFRP), taking into account the specific mechanical, electrical and chemical properties of these materials.
For structural hybridisation, the team uses multi-layer insert technology, in which metallic inserts are integrated into the fibre composite during production. This means that existing joining methods from metal processing can be retained and downstream work steps such as drilling and gluing can be omitted, which significantly simplifies assembly.
At the end of the project, the new frame structure will undergo extensive mechanical testing to assess its suitability for series production. To do this, the team integrates the prototype into a realistic test setup and tests the frame on a special test bench to simulate real-life operating conditions. In this way, the team ensures that the new structure remains intact over the entire service life of the machine.
The developed prototype will be presented for the first time at Hannover Messe 2024 and shows a weight reduction of over 430 kg compared to the conventional steel frame construction. The project has been recognised as a finalist for the prestigious JEC Innovation Award in the Equipment Machinery & Heavy Industries category.
AIBetOn3D
Finding optimal building materials: concrete construction with AI and 3D printing
Funding duration:
Start
01.06.22
Today
09.03.25
End
31.05.25
Markets:
Material:
Others (Concrete)
Context
The construction industry is one of the world's largest consumers of raw materials and energy and generates large amounts of waste. A large proportion of global greenhouse gas emissions are also generated during the construction, demolition and disposal of buildings. In particular, the production of concrete - one of the most frequently used building materials - with its main component cement causes considerable CO2 emissions.
The construction industry is one of the world's largest consumers of raw materials and energy and generates large amounts of waste. A large proportion of global greenhouse gas emissions are also generated during the construction, demolition and disposal of buildings. In particular, the production of concrete - one of the most frequently used building materials - with its main component cement causes considerable CO2 emissions.
Purpose
The aim of the scientists in the AIBetOn3D project is to reduce the environmental impact of the construction sector. To this end, they are asking themselves the overarching question of how 3D printing can be used in concrete construction to minimise CO2 emissions without compromising the quality of the construction products.
On the one hand, the researchers are developing simulation models for 3D printers with the support of artificial intelligence (AI), which should help to identify optimal building materials and combinations of building materials by enabling reliable predictions of material behaviour and potential CO2 savings. The researchers are also working on an innovative 3D printer for building materials and the associated software.
The aim of the scientists in the AIBetOn3D project is to reduce the environmental impact of the construction sector. To this end, they are asking themselves the overarching question of how 3D printing can be used in concrete construction to minimise CO2 emissions without compromising the quality of the construction products.
On the one hand, the researchers are developing simulation models for 3D printers with the support of artificial intelligence (AI), which should help to identify optimal building materials and combinations of building materials by enabling reliable predictions of material behaviour and potential CO2 savings. The researchers are also working on an innovative 3D printer for building materials and the associated software.
Procedure
As a concrete application, the researchers are looking at drainage channels and inlet boxes, which are to be implemented in different variants - in 3D concrete printing, combined 3D printing with concrete and plastic moulds and clay-based 3D printing. In addition to geometric parameters, material modifications are also being investigated.
They are developing a concept for a semantically causally correlated material production library. The AI-based algorithms and models developed are thus designed to understand the meaning of the data, analyse their relationships and recognise and use the causal relationships to enable precise predictions and optimisations. The library will contain information on novel, additively manufactured building materials and serve as a learning system to perform optimisation in terms of component dimensions, material composition and CO2 life cycle analysis. In addition, the researchers are testing the practical suitability of the developed printer and the associated software based on the specific use case.
As a concrete application, the researchers are looking at drainage channels and inlet boxes, which are to be implemented in different variants - in 3D concrete printing, combined 3D printing with concrete and plastic moulds and clay-based 3D printing. In addition to geometric parameters, material modifications are also being investigated.
They are developing a concept for a semantically causally correlated material production library. The AI-based algorithms and models developed are thus designed to understand the meaning of the data, analyse their relationships and recognise and use the causal relationships to enable precise predictions and optimisations. The library will contain information on novel, additively manufactured building materials and serve as a learning system to perform optimisation in terms of component dimensions, material composition and CO2 life cycle analysis. In addition, the researchers are testing the practical suitability of the developed printer and the associated software based on the specific use case.
AntiStatic
Antistatic pipes for aviation: composite materials replace metal
Funding duration:
Start
01.06.21
End
30.06.24
Markets:
Material:
Glass fibres, Others (Antistatic materials), Meshes, Glass-fiber reinforced plastics (GFRP)
Context
In aviation, pipework systems for fuel, hydraulics and ventilation are essential. Currently, they are mostly made of metal, which leads to high weight and limited design freedom. Composite materials offer great potential here: they are lighter, corrosion-resistant and allow greater design freedom.
However, they do not yet fulfil all requirements, particularly with regard to electrical conductivity and the economical production of complex pipe geometries. Previous solutions have reached their limits when it comes to combining functionality, safety and efficiency. This is where the AntiStatic research project comes in and searches for a new technological solution.
In aviation, pipework systems for fuel, hydraulics and ventilation are essential. Currently, they are mostly made of metal, which leads to high weight and limited design freedom. Composite materials offer great potential here: they are lighter, corrosion-resistant and allow greater design freedom.
However, they do not yet fulfil all requirements, particularly with regard to electrical conductivity and the economical production of complex pipe geometries. Previous solutions have reached their limits when it comes to combining functionality, safety and efficiency. This is where the AntiStatic research project comes in and searches for a new technological solution.
Purpose
The project team wants to develop antistatic cable systems made of composite materials that can replace conventional metal pipes. The innovation lies in the combination of low weight, high mechanical stability and electrical conductivity. The pipes are to include both straight and curved sections and fulfil specific requirements of the aviation industry.
The focus is on resource-saving production and a modular design of the piping system. By using this technology, weight savings of up to 50 per cent could be achieved, thereby significantly reducing CO2 emissions in aviation.
The project team wants to develop antistatic cable systems made of composite materials that can replace conventional metal pipes. The innovation lies in the combination of low weight, high mechanical stability and electrical conductivity. The pipes are to include both straight and curved sections and fulfil specific requirements of the aviation industry.
The focus is on resource-saving production and a modular design of the piping system. By using this technology, weight savings of up to 50 per cent could be achieved, thereby significantly reducing CO2 emissions in aviation.
Procedure
The project team has combined the manufacturing processes of braided pultrusion and braided RTM (resin transfer moulding). Braid pultrusion is used to produce straight tubes that are particularly stable and lightweight thanks to continuous production. The braided RTM process is used for bent pipe sections, which allows the production of complex geometries.
The researchers have also developed a resin system that is filled with carbon nanotubes (CNT). This gives the components their antistatic properties without compromising their mechanical characteristics. The team then joined the individual tube segments together using a modular joining process. The researchers are now using a demonstrator to prove the practicality and efficiency of the developed technology.
The project team has combined the manufacturing processes of braided pultrusion and braided RTM (resin transfer moulding). Braid pultrusion is used to produce straight tubes that are particularly stable and lightweight thanks to continuous production. The braided RTM process is used for bent pipe sections, which allows the production of complex geometries.
The researchers have also developed a resin system that is filled with carbon nanotubes (CNT). This gives the components their antistatic properties without compromising their mechanical characteristics. The team then joined the individual tube segments together using a modular joining process. The researchers are now using a demonstrator to prove the practicality and efficiency of the developed technology.
APART
Automated production of sandwich components: Robots increase efficiency and sustainability
Funding duration:
Start
01.01.22
End
31.12.24
Markets:
Material:
Bioplastics, Biocomposites, Wood, Aramid fibres, Glass fibres, Carbon fibres, Thermoset plastics, Meshes, Laid webs, Woven fabrics, Aramid fibre composites, Glass-fiber reinforced plastics (GFRP), Carbon-fiber reinforced plastics (CFRP), Others (Sandwich), Open-pore
Context
Composite sandwich structures are components made up of several materials with different properties. The combination of a strong inner layer, a lightweight support material and an outer layer makes them stronger than the individual materials and offers high strength with low weight.
Until now, however, the production of these sandwich structures has been complex and required a lot of manual work, which is why the sandwich construction method is mainly used for prototypes and small series. In order to expand the use of composite sandwich structures to other areas of application, the production of the components must be more automated.
Composite sandwich structures are components made up of several materials with different properties. The combination of a strong inner layer, a lightweight support material and an outer layer makes them stronger than the individual materials and offers high strength with low weight.
Until now, however, the production of these sandwich structures has been complex and required a lot of manual work, which is why the sandwich construction method is mainly used for prototypes and small series. In order to expand the use of composite sandwich structures to other areas of application, the production of the components must be more automated.
Purpose
In the APART project, the project partners are developing a fully automated production system for high-strength and lightweight sandwich components. A special feature of the system is the use of renewable raw materials such as cherry trees or sisal for the support layer. In this way, the team aims to create a CO2-reducing, sustainable process that is suitable for the series production of composite sandwich structures.
In addition to significantly shortening the production time of the components, automation should also increase production quality and reduce waste. This not only increases efficiency in production, but also promotes lightweight construction in areas where the sandwich construction method could not previously be used due to the high manual effort involved.
In the APART project, the project partners are developing a fully automated production system for high-strength and lightweight sandwich components. A special feature of the system is the use of renewable raw materials such as cherry trees or sisal for the support layer. In this way, the team aims to create a CO2-reducing, sustainable process that is suitable for the series production of composite sandwich structures.
In addition to significantly shortening the production time of the components, automation should also increase production quality and reduce waste. This not only increases efficiency in production, but also promotes lightweight construction in areas where the sandwich construction method could not previously be used due to the high manual effort involved.
Procedure
The researchers are developing a robotic system that automates several steps in sandwich production, including cutting, feeding and placing the bio-chips for the support layer. The bio-chips are produced in different shapes and sizes, for example from balsa, kiri wood or sisal fibers in combination with a bio-glue. A four-axis gantry system, equipped with sensors for image processing and ultrasound technology, takes over the precise placement of the bio-chips. The gantry system detects inhomogeneous biochips and sorts out faulty pieces to optimize quality and strength.
In order to test the practical suitability of the system, the project partners are testing the technology in the application fields of vacuum and hot pressing and are incorporating the results into the fine-tuning of the process. By optimizing the production steps in this way, they are developing a technology that is suitable for series production.
The researchers are developing a robotic system that automates several steps in sandwich production, including cutting, feeding and placing the bio-chips for the support layer. The bio-chips are produced in different shapes and sizes, for example from balsa, kiri wood or sisal fibers in combination with a bio-glue. A four-axis gantry system, equipped with sensors for image processing and ultrasound technology, takes over the precise placement of the bio-chips. The gantry system detects inhomogeneous biochips and sorts out faulty pieces to optimize quality and strength.
In order to test the practical suitability of the system, the project partners are testing the technology in the application fields of vacuum and hot pressing and are incorporating the results into the fine-tuning of the process. By optimizing the production steps in this way, they are developing a technology that is suitable for series production.
BENHoLei
Sustainable wood fibre sandwich: industrial production and cross-sector use
Funding duration:
Start
01.11.20
End
31.01.23
Markets:
Material:
Wood, Natural fibres, Aluminium
Context
The team in the BENHoLei research project has set itself the goal of developing sustainable lightweight construction elements made from wood fibre materials across all sectors. The basis was the wood fibre material Homawave, which is characterised by its wave-like structure that is reminiscent of corrugated cardboard. This structure is produced by a continuous forming process in which wood fibre boards are corrugated and then combined with cover layers such as aluminium or high-density fibreboard. The result is stable sandwich materials that are more resource-efficient and considerably lighter than conventional wood-based materials. BENHoLei has shown that these materials can be used in a variety of ways, for example in furniture, vehicle parts or the packaging industry, and can make an important contribution to reducing CO2 emissions by reducing material consumption and weight.
The team in the BENHoLei research project has set itself the goal of developing sustainable lightweight construction elements made from wood fibre materials across all sectors. The basis was the wood fibre material Homawave, which is characterised by its wave-like structure that is reminiscent of corrugated cardboard. This structure is produced by a continuous forming process in which wood fibre boards are corrugated and then combined with cover layers such as aluminium or high-density fibreboard. The result is stable sandwich materials that are more resource-efficient and considerably lighter than conventional wood-based materials. BENHoLei has shown that these materials can be used in a variety of ways, for example in furniture, vehicle parts or the packaging industry, and can make an important contribution to reducing CO2 emissions by reducing material consumption and weight.
Purpose
The aim of the researchers is to optimise wood fibre materials for large-scale production and thus enable more sustainable and environmentally friendly industrial processes. To this end, they are developing automated production processes that integrate mechanical testing and non-destructive testing methods. The focus is on improving material properties, such as flexural strength and dimensional stability, through hybrid combinations of cover and core materials. In addition to technical development, the project team is pursuing the goal of transferring the research results directly into practical applications. The use of Homawave in the furniture and automotive industries as well as in ship interiors should create both ecological and economic benefits such as lower material consumption, lower transport costs and a sustainable value chain.
The aim of the researchers is to optimise wood fibre materials for large-scale production and thus enable more sustainable and environmentally friendly industrial processes. To this end, they are developing automated production processes that integrate mechanical testing and non-destructive testing methods. The focus is on improving material properties, such as flexural strength and dimensional stability, through hybrid combinations of cover and core materials. In addition to technical development, the project team is pursuing the goal of transferring the research results directly into practical applications. The use of Homawave in the furniture and automotive industries as well as in ship interiors should create both ecological and economic benefits such as lower material consumption, lower transport costs and a sustainable value chain.
Procedure
The researchers successfully complete the material and process development. They further develop the Homawave core in combination with various cover layers and subject it to extensive mechanical tests. In particular, the successful tests with acrylate and phenolic resin systems lead to a higher forming quality and improved surface quality. At the same time, the team develops new roller geometries and optimises the production processes, for example through more precise temperature and humidity settings, thereby increasing the production speed to up to 5 metres per minute. They integrate non-destructive testing methods into the process chain to ensure quality and detect defects at an early stage.
The sandwich materials developed in the project are tested for their practical suitability using a lectern as a demonstrator. The positive response, for example at the INTERZUM 2023 trade fair for suppliers to the furniture and interior design industry, confirms the market relevance of the materials. Finally, the scientists are developing a concept for a production plant suitable for large-scale production that fulfils both economic and ecological requirements.
The researchers successfully complete the material and process development. They further develop the Homawave core in combination with various cover layers and subject it to extensive mechanical tests. In particular, the successful tests with acrylate and phenolic resin systems lead to a higher forming quality and improved surface quality. At the same time, the team develops new roller geometries and optimises the production processes, for example through more precise temperature and humidity settings, thereby increasing the production speed to up to 5 metres per minute. They integrate non-destructive testing methods into the process chain to ensure quality and detect defects at an early stage.
The sandwich materials developed in the project are tested for their practical suitability using a lectern as a demonstrator. The positive response, for example at the INTERZUM 2023 trade fair for suppliers to the furniture and interior design industry, confirms the market relevance of the materials. Finally, the scientists are developing a concept for a production plant suitable for large-scale production that fulfils both economic and ecological requirements.
BIKINI
Making the process chain for lightweight products more sustainable: based on bionics and AI
Funding duration:
Start
01.07.21
End
30.06.24
Markets:
Material:
Others (Cross-material), Others (Cross-material)
Context
Lightweight construction is a key technology for curbing global warming and increasing economic performance at the same time. In the mobility sector in particular, companies can save material and therefore resources thanks to lightweight construction. At the same time, lightweight vehicles emit less CO2 during operation. However, the manufacturing and recycling processes for vehicles are often emission-intensive. There is a lack of holistic solutions that make products more sustainable over their entire life cycle and optimise them along the vertical and horizontal process chain.
Lightweight construction is a key technology for curbing global warming and increasing economic performance at the same time. In the mobility sector in particular, companies can save material and therefore resources thanks to lightweight construction. At the same time, lightweight vehicles emit less CO2 during operation. However, the manufacturing and recycling processes for vehicles are often emission-intensive. There is a lack of holistic solutions that make products more sustainable over their entire life cycle and optimise them along the vertical and horizontal process chain.
Purpose
The project partners want to make the entire process chain for lightweight products more sustainable and increase resource efficiency across the entire life cycle. To this end, they are optimising the CO2 footprint and the use of resources in the manufacturing process. The researchers are working on new development concepts in order to be able to take these aspects into account during the planning and design of individual components or complex building structures. They use methods of automation, artificial intelligence (AI) and bionics, i.e. the transfer of natural phenomena and principles to technology, as the basis for new algorithms and assistance services.
The project partners want to make the entire process chain for lightweight products more sustainable and increase resource efficiency across the entire life cycle. To this end, they are optimising the CO2 footprint and the use of resources in the manufacturing process. The researchers are working on new development concepts in order to be able to take these aspects into account during the planning and design of individual components or complex building structures. They use methods of automation, artificial intelligence (AI) and bionics, i.e. the transfer of natural phenomena and principles to technology, as the basis for new algorithms and assistance services.
Procedure
The researchers are supplementing established processes such as the computer-aided design of components (CAD designs) with additional elements. To this end, they are developing design algorithms inspired by biology. AI-based assistance services should take into account and integrate the downstream life phases as early as the product creation stage and predict simulation results. The project team is developing a semi-automated design process that enables products to be adapted and optimised quickly without having to carry out extensive new development. This not only saves time, but is also sustainable. This is because manufacturing processes and materials that are only economical and sustainable in the introductory phase of a product, for example, can be replaced quickly and easily in later phases of the product life cycle.
The researchers are supplementing established processes such as the computer-aided design of components (CAD designs) with additional elements. To this end, they are developing design algorithms inspired by biology. AI-based assistance services should take into account and integrate the downstream life phases as early as the product creation stage and predict simulation results. The project team is developing a semi-automated design process that enables products to be adapted and optimised quickly without having to carry out extensive new development. This not only saves time, but is also sustainable. This is because manufacturing processes and materials that are only economical and sustainable in the introductory phase of a product, for example, can be replaced quickly and easily in later phases of the product life cycle.
BrakeThrough
Sustainable braking system: reducing particulate matter and enabling circularity
Funding duration:
Start
01.09.21
Today
09.03.25
End
30.06.25
Markets:
Material:
Elastomers, Thermoplastics, Others (Polyurethane), Metal matrix composite, Particulate composites, Closed-pore, Open-pore
Context
Urban road traffic releases large amounts of particulate matter, which can pose significant health risks. Around half of the particulate matter is caused by brake abrasion – regardless of the drive system of the vehicle. Due to their small size, about 90 percent of these particles enter deep into the respiratory tract and can cause serious damage.
The main problem lies in the braking systems currently in use: these are mostly made of gray cast iron alloys and matching brake linings. During braking, the materials wear down and the released particles enter the air. There are currently no alternatives to traditional braking materials for the series production market.
Urban road traffic releases large amounts of particulate matter, which can pose significant health risks. Around half of the particulate matter is caused by brake abrasion – regardless of the drive system of the vehicle. Due to their small size, about 90 percent of these particles enter deep into the respiratory tract and can cause serious damage.
The main problem lies in the braking systems currently in use: these are mostly made of gray cast iron alloys and matching brake linings. During braking, the materials wear down and the released particles enter the air. There are currently no alternatives to traditional braking materials for the series production market.
Purpose
The project team aims to develop a cost-effective, low-wear, low-emission and recyclable braking system for industrial production. To this end, the researchers are using brake discs made of highly hard-material particle-reinforced aluminum matrix composites (AMC, short for: aluminum matrix composites). AMC brake discs are almost wear-free in combination with suitable brake pads, so that hardly any particulate matter is produced. This significantly improves air quality, especially in cities and at traffic junctions.
In addition, AMC braking systems are lightweight constructions, which in turn reduces CO2 emissions while driving. Unlike conventional gray cast iron brake discs, AMC brake discs are also recyclable and reusable.
The project team aims to develop a cost-effective, low-wear, low-emission and recyclable braking system for industrial production. To this end, the researchers are using brake discs made of highly hard-material particle-reinforced aluminum matrix composites (AMC, short for: aluminum matrix composites). AMC brake discs are almost wear-free in combination with suitable brake pads, so that hardly any particulate matter is produced. This significantly improves air quality, especially in cities and at traffic junctions.
In addition, AMC braking systems are lightweight constructions, which in turn reduces CO2 emissions while driving. Unlike conventional gray cast iron brake discs, AMC brake discs are also recyclable and reusable.
Procedure
One of the biggest challenges for the use of AMC brake systems is the development of suitable brake pads. These must be designed in such a way that a so-called tribofilm forms during braking. This is created by chemical reactions and acts like a protective layer that prevents wear and the formation of fine dust.
In order to develop suitable brake pads, the project team is therefore analysing the surface structure of the materials using electron and 3D scanning microscopes. Conventional brake pads consist of up to 30 individual components.
The team is optimising these parts, particularly with regard to friction coefficient, durability and noise development. The researchers are also replacing questionable materials, such as copper alloys, with more environmentally friendly alternatives that also support the formation of the tribofilm.
One of the biggest challenges for the use of AMC brake systems is the development of suitable brake pads. These must be designed in such a way that a so-called tribofilm forms during braking. This is created by chemical reactions and acts like a protective layer that prevents wear and the formation of fine dust.
In order to develop suitable brake pads, the project team is therefore analysing the surface structure of the materials using electron and 3D scanning microscopes. Conventional brake pads consist of up to 30 individual components.
The team is optimising these parts, particularly with regard to friction coefficient, durability and noise development. The researchers are also replacing questionable materials, such as copper alloys, with more environmentally friendly alternatives that also support the formation of the tribofilm.
CaPreFloor
Replacing heavy concrete ceilings: prefabricated ceiling elements made of carbon concrete
Funding duration:
Start
01.03.23
Today
09.03.25
End
28.02.26
Markets:
Material:
Textile-reinforced concrete
Context
Concrete is the most widely used building material in the world. Large quantities of greenhouse gases are emitted, particularly during the production of cement, which forms the basis for the manufacture of concrete. Cement production is responsible for around 8 per cent of global CO2 emissions. It is therefore crucial for the transformation of the construction sector to reduce cement consumption in particular. One option is to gradually replace steel with pre-stressed carbon fibre reinforcement. This leads to an increase in material and energy efficiency, as it creates lean, mass-reduced and therefore resource-saving structures. A particularly interesting area of application is the use of carbon concrete in the area of floor slabs, for which large quantities of reinforced concrete are used in conventional construction methods.
Concrete is the most widely used building material in the world. Large quantities of greenhouse gases are emitted, particularly during the production of cement, which forms the basis for the manufacture of concrete. Cement production is responsible for around 8 per cent of global CO2 emissions. It is therefore crucial for the transformation of the construction sector to reduce cement consumption in particular. One option is to gradually replace steel with pre-stressed carbon fibre reinforcement. This leads to an increase in material and energy efficiency, as it creates lean, mass-reduced and therefore resource-saving structures. A particularly interesting area of application is the use of carbon concrete in the area of floor slabs, for which large quantities of reinforced concrete are used in conventional construction methods.
Purpose
The project partners want to replace the 30 cm thick concrete ceilings usually used in solid construction with lightweight, non-corrosive load-bearing structures. To do this, they are using concrete elements pre-stressed with carbon, the cross-section of which they are reducing to a maximum of 10 cm. The researchers are focussing on prefabricated ceiling elements. These are particularly sustainable, as less waste is produced during manufacture, they are easier to dismantle and can be reused more easily. The carbon pre-stressed ceiling systems should fulfil all structural, fire, thermal and sound insulation requirements and at the same time be practicable.
The project partners want to replace the 30 cm thick concrete ceilings usually used in solid construction with lightweight, non-corrosive load-bearing structures. To do this, they are using concrete elements pre-stressed with carbon, the cross-section of which they are reducing to a maximum of 10 cm. The researchers are focussing on prefabricated ceiling elements. These are particularly sustainable, as less waste is produced during manufacture, they are easier to dismantle and can be reused more easily. The carbon pre-stressed ceiling systems should fulfil all structural, fire, thermal and sound insulation requirements and at the same time be practicable.
Procedure
These sustainable ceilings are developed and tested using a multidisciplinary approach. This includes developing the manufacturing methods, including the plant technology, as well as forecasting and validating the quality of the ceilings. In a comprehensive test programme, the carbon concrete components are tested for their load-bearing and deformation behaviour under short and long-term effects. This includes airborne and impact sound insulation as well as fire protection. The test results are used to validate the numerical calculation models that are used in all disciplines and with which the various parameters are optimised as a whole. The dimensioning of the component cross-sections, including the fasteners and supports, is carried out in accordance with applicable standards as part of the structural analyses. In addition to the small-scale tests, real-scale models are built and tested.
These sustainable ceilings are developed and tested using a multidisciplinary approach. This includes developing the manufacturing methods, including the plant technology, as well as forecasting and validating the quality of the ceilings. In a comprehensive test programme, the carbon concrete components are tested for their load-bearing and deformation behaviour under short and long-term effects. This includes airborne and impact sound insulation as well as fire protection. The test results are used to validate the numerical calculation models that are used in all disciplines and with which the various parameters are optimised as a whole. The dimensioning of the component cross-sections, including the fasteners and supports, is carried out in accordance with applicable standards as part of the structural analyses. In addition to the small-scale tests, real-scale models are built and tested.
CC-Mesh
Saving resources in concrete construction: new concepts for large-format carbon fibre reinforcement
Funding duration:
Start
01.11.20
End
30.04.24
Markets:
Material:
Carbon fibres, Laid webs, Textile-reinforced concrete
Context
Concrete is currently the most widely used building material in the world. However, its production causes high greenhouse gas (GHG) emissions. To increase the load-bearing capacity of concrete components, so-called reinforcement is inserted into the concrete. This usually consists of steel mats, rods or mesh, which require a thick concrete cover due to their susceptibility to corrosion and therefore cause high GHG emissions.
Carbon fibres, on the other hand, are six times more effective than steel and are not susceptible to corrosion. The use of carbon fibres instead of steel can therefore significantly reduce the amount of reinforcement and concrete required. However, different load cases have so far been considered separately when designing steel and carbon fibre reinforcement. This can lead to over-reinforcement and thus to an increased use of resources.
Concrete is currently the most widely used building material in the world. However, its production causes high greenhouse gas (GHG) emissions. To increase the load-bearing capacity of concrete components, so-called reinforcement is inserted into the concrete. This usually consists of steel mats, rods or mesh, which require a thick concrete cover due to their susceptibility to corrosion and therefore cause high GHG emissions.
Carbon fibres, on the other hand, are six times more effective than steel and are not susceptible to corrosion. The use of carbon fibres instead of steel can therefore significantly reduce the amount of reinforcement and concrete required. However, different load cases have so far been considered separately when designing steel and carbon fibre reinforcement. This can lead to over-reinforcement and thus to an increased use of resources.
Purpose
The project partners want to develop innovative, large-format carbon reinforcements for concrete construction and optimise them for industrial application. These carbon structures should be force-flow-compatible and particularly durable, resulting in resource-saving concrete components. To achieve this, they want to combine design and construction principles from lightweight construction with those of conventional concrete construction. This would also reduce GHG emissions during production and release them into the environment. The project partners anticipate a GHG savings potential of 86 per cent in the area of building construction compared to conventional reinforced concrete construction.
The project partners want to develop innovative, large-format carbon reinforcements for concrete construction and optimise them for industrial application. These carbon structures should be force-flow-compatible and particularly durable, resulting in resource-saving concrete components. To achieve this, they want to combine design and construction principles from lightweight construction with those of conventional concrete construction. This would also reduce GHG emissions during production and release them into the environment. The project partners anticipate a GHG savings potential of 86 per cent in the area of building construction compared to conventional reinforced concrete construction.
Procedure
The team no longer installs individual reinforcements for the different load cases, but an optimised and self-contained reinforcement structure. As a result, three-dimensional structures can be created that optimally adapt to the flow of forces and are therefore highly effective and resource-saving. The reinforcements can then be cast with a lower concrete cover. This allows significant material savings to be made on both the concrete and the reinforcement.
Thanks to its cross-technology composition, the team can cover the entire value chain. The researchers are optimising the geometry and mechanical properties of the new type of reinforcement structure and adapting the production process accordingly. They are developing a process for the production of impregnated and wrapped fibre strands that enables a very high utilisation of the fibre tensile strength in the strands by optimising the alignment of the individual fibres. The mechanical properties of the reinforcement within concrete components can also be optimally utilised by optimising the strand arrangement within the reinforcement cages on a test basis.
The team no longer installs individual reinforcements for the different load cases, but an optimised and self-contained reinforcement structure. As a result, three-dimensional structures can be created that optimally adapt to the flow of forces and are therefore highly effective and resource-saving. The reinforcements can then be cast with a lower concrete cover. This allows significant material savings to be made on both the concrete and the reinforcement.
Thanks to its cross-technology composition, the team can cover the entire value chain. The researchers are optimising the geometry and mechanical properties of the new type of reinforcement structure and adapting the production process accordingly. They are developing a process for the production of impregnated and wrapped fibre strands that enables a very high utilisation of the fibre tensile strength in the strands by optimising the alignment of the individual fibres. The mechanical properties of the reinforcement within concrete components can also be optimally utilised by optimising the strand arrangement within the reinforcement cages on a test basis.
CO2-HyChain
Reducing the CO2 footprint of cars: hybrid components made of aluminium and steel
Funding duration:
Start
01.03.21
End
31.08.24
Markets:
Material:
Aluminium, Steel, Other metals
Context
Road traffic in Germany causes around 160 million tonnes of CO2 every year and is therefore responsible for around 20 percent of the country's total CO2 emissions. One effective method of reducing the CO2 emissions caused by cars is to reduce vehicle weight through functional lightweight construction. Three technologies in particular are currently being used for this purpose: High-strength aluminium alloys, aluminium-steel mixed construction and Tailor Welded Blanks (TWB) - welded body parts made of steel sheets with different strengths and thicknesses.
Road traffic in Germany causes around 160 million tonnes of CO2 every year and is therefore responsible for around 20 percent of the country's total CO2 emissions. One effective method of reducing the CO2 emissions caused by cars is to reduce vehicle weight through functional lightweight construction. Three technologies in particular are currently being used for this purpose: High-strength aluminium alloys, aluminium-steel mixed construction and Tailor Welded Blanks (TWB) - welded body parts made of steel sheets with different strengths and thicknesses.
Purpose
The researchers in the CO2-HyChain project aim to combine these technologies in order to further reduce vehicle weight. In particular, high-strength aluminium TWBs and hybrid aluminium-steel TWBs are to be used. By using aluminium and steel together, the participants want to combine the positive properties of the two materials - in particular the high strength of steel and the low weight of aluminium.
The project partners want to transfer the solutions researched on a laboratory scale to industrial production through technology transfer and further develop the entire value chain. The introduction of these technologies should reduce the CO2 footprint of passenger cars by up to 15 per cent.
The researchers in the CO2-HyChain project aim to combine these technologies in order to further reduce vehicle weight. In particular, high-strength aluminium TWBs and hybrid aluminium-steel TWBs are to be used. By using aluminium and steel together, the participants want to combine the positive properties of the two materials - in particular the high strength of steel and the low weight of aluminium.
The project partners want to transfer the solutions researched on a laboratory scale to industrial production through technology transfer and further develop the entire value chain. The introduction of these technologies should reduce the CO2 footprint of passenger cars by up to 15 per cent.
Procedure
The researchers are developing new welding methods and heat treatment techniques to economically produce high-strength aluminium-steel joints with different sheet thicknesses. They also want to significantly improve the mechanical properties and durability of the weld seams, which will significantly expand the industrial applications of high-strength aluminium and hybrid aluminium-steel TWB.
In order to integrate these technologies into existing production processes and make production more economically and ecologically sustainable, the project partners are developing highly efficient production systems for the manufacture of large-format aluminium-steel TWB and tailor-welded coils (TWC) - coils made from metal strips of different materials or thicknesses. They develop control and regulation concepts to enable reliable process control and ensure sufficient quality of the TWB and TWC. They also focus on the development and implementation of new recycling concepts in order to further maximise resource efficiency.
The researchers are developing new welding methods and heat treatment techniques to economically produce high-strength aluminium-steel joints with different sheet thicknesses. They also want to significantly improve the mechanical properties and durability of the weld seams, which will significantly expand the industrial applications of high-strength aluminium and hybrid aluminium-steel TWB.
In order to integrate these technologies into existing production processes and make production more economically and ecologically sustainable, the project partners are developing highly efficient production systems for the manufacture of large-format aluminium-steel TWB and tailor-welded coils (TWC) - coils made from metal strips of different materials or thicknesses. They develop control and regulation concepts to enable reliable process control and ensure sufficient quality of the TWB and TWC. They also focus on the development and implementation of new recycling concepts in order to further maximise resource efficiency.
COOLBat
Optimising battery housings for e-cars: with aluminium foam and more efficient production
Funding duration:
Start
01.05.21
End
31.10.24
Markets:
Material:
Aluminium, Open-pore
Context
Electric cars can help to reduce greenhouse gas emissions in the transport sector and protect the climate. The battery system is the centrepiece of modern electric cars and a central component for sustainable mobility. With innovative design principles, materials and production processes, lightweight construction can help to make battery systems lighter, optimise their properties in use and make their production more efficient.
Electric cars can help to reduce greenhouse gas emissions in the transport sector and protect the climate. The battery system is the centrepiece of modern electric cars and a central component for sustainable mobility. With innovative design principles, materials and production processes, lightweight construction can help to make battery systems lighter, optimise their properties in use and make their production more efficient.
Purpose
The aim of the COOLBat research project is to increase the range of electric cars by reducing the weight of the battery housing. At the same time, the researchers want to improve the performance of the batteries and enable faster charging times. In addition, the project team is investigating how the production of battery housings can be made significantly more efficient using lightweight construction approaches in order to reduce CO2 emissions during production.
The battery system of an electric car being analysed serves as a reference and demonstrator for the researchers. The research results will then serve as a blueprint for the development, optimisation and scaling of specific lightweight materials and technologies for other industries and applications, such as trains, aircraft and ships or food and medical transport.
The aim of the COOLBat research project is to increase the range of electric cars by reducing the weight of the battery housing. At the same time, the researchers want to improve the performance of the batteries and enable faster charging times. In addition, the project team is investigating how the production of battery housings can be made significantly more efficient using lightweight construction approaches in order to reduce CO2 emissions during production.
The battery system of an electric car being analysed serves as a reference and demonstrator for the researchers. The research results will then serve as a blueprint for the development, optimisation and scaling of specific lightweight materials and technologies for other industries and applications, such as trains, aircraft and ships or food and medical transport.
Procedure
The researchers are scrutinising all development steps to see how they can contribute to CO2 savings and sequestration. To do this, they look at the entire battery system. In addition to the battery module with its cells, this includes the housing with structures for load distribution and temperature control. These include frames, covers and base plates, which protect the batteries from overheating and damage.
The team combines individual systems in order to integrate more functions in a smaller space and with fewer interfaces. The aim is to combine thermal and mechanical tasks. In future, support structures will contain directly moulded-in temperature control channels. In the floor panels, for example, the function of the cooling unit will be combined with that of crash protection in a single component.
The use of aluminium foam enables optimum load distribution and energy absorption in the event of an accident. The foam is combined with a so-called phase change material that can store heat and cold energy and release it again as required. This combination of materials also reduces the amount of energy required to cool the battery. The cover of the battery housing is designed in such a way that the housing can optimally absorb the loads acting on it. In addition, the participants are developing new heat-conducting materials to replace more expensive and environmentally harmful heat-conducting pastes. The lightweight construction solutions used should save 15 per cent CO2 per battery housing.
The researchers are scrutinising all development steps to see how they can contribute to CO2 savings and sequestration. To do this, they look at the entire battery system. In addition to the battery module with its cells, this includes the housing with structures for load distribution and temperature control. These include frames, covers and base plates, which protect the batteries from overheating and damage.
The team combines individual systems in order to integrate more functions in a smaller space and with fewer interfaces. The aim is to combine thermal and mechanical tasks. In future, support structures will contain directly moulded-in temperature control channels. In the floor panels, for example, the function of the cooling unit will be combined with that of crash protection in a single component.
The use of aluminium foam enables optimum load distribution and energy absorption in the event of an accident. The foam is combined with a so-called phase change material that can store heat and cold energy and release it again as required. This combination of materials also reduces the amount of energy required to cool the battery. The cover of the battery housing is designed in such a way that the housing can optimally absorb the loads acting on it. In addition, the participants are developing new heat-conducting materials to replace more expensive and environmentally harmful heat-conducting pastes. The lightweight construction solutions used should save 15 per cent CO2 per battery housing.
DigiLaugBeh
Producing washing machines more sustainably: Material recycling and digital simulation
Funding duration:
Start
01.01.22
End
31.12.24
Markets:
Material:
Thermoplastics, Glass fibres, Other fibres
Context
The drums of washing machines spin in almost every German household. It is therefore important that the appliances are not only as energy-efficient as possible in use, but also in their production. This is where the researchers in the DigiLaugBeh project come in, using digital simulations to transfer innovative lightweight construction solutions from automotive engineering to the washing machine application. The lye containers are manufactured using an injection moulding process. A machine plasticises the plastic used - short fibre-reinforced thermoplastic - and injects the softened material into shape under pressure.
The drums of washing machines spin in almost every German household. It is therefore important that the appliances are not only as energy-efficient as possible in use, but also in their production. This is where the researchers in the DigiLaugBeh project come in, using digital simulations to transfer innovative lightweight construction solutions from automotive engineering to the washing machine application. The lye containers are manufactured using an injection moulding process. A machine plasticises the plastic used - short fibre-reinforced thermoplastic - and injects the softened material into shape under pressure.
Purpose
The project partners want to use the lye container that surrounds the washing drum to show how great the potential is to save CO2 and recycle materials. To do this, they are using innovative lightweight construction solutions. The researchers are creating a digital twin in order to visualise the entire product development chain, simulate the entire component design and take a holistic view of the process, material and environmental balance. Ultimately, the project team wants to produce a demonstrator that combines all the knowledge gained and thus enables the transition to serial production of the innovative lye container.
The project partners want to use the lye container that surrounds the washing drum to show how great the potential is to save CO2 and recycle materials. To do this, they are using innovative lightweight construction solutions. The researchers are creating a digital twin in order to visualise the entire product development chain, simulate the entire component design and take a holistic view of the process, material and environmental balance. Ultimately, the project team wants to produce a demonstrator that combines all the knowledge gained and thus enables the transition to serial production of the innovative lye container.
Procedure
The project partners are using digital simulations to optimise the entire manufacturing process. For example, they want to use long glass fibres instead of the short fibre-reinforced material. They are also replacing conventional injection moulding with thermoplastic foam injection moulding. In this process, the molten plastic is charged with carbon dioxide or nitrogen and then foamed. This protects the fibres and reduces the risk of component distortion.
The approaches used are analysed for their life cycle right from the start. The researchers assess the respective CO2 footprint and optimise it. They also aim to replace around 50 per cent of the materials used with recycled materials, for example by recycling returns at the end of their service life.
The researchers assume that this will save 30 to 40 per cent of CO2 equivalents per kilogramme of material used. The lye container weighs around 4 kilograms. With 8 million parts produced annually, replacing half of the materials used with recycled material would save 19 to 25 thousand tonnes of CO2 equivalents per year.
The project partners are using digital simulations to optimise the entire manufacturing process. For example, they want to use long glass fibres instead of the short fibre-reinforced material. They are also replacing conventional injection moulding with thermoplastic foam injection moulding. In this process, the molten plastic is charged with carbon dioxide or nitrogen and then foamed. This protects the fibres and reduces the risk of component distortion.
The approaches used are analysed for their life cycle right from the start. The researchers assess the respective CO2 footprint and optimise it. They also aim to replace around 50 per cent of the materials used with recycled materials, for example by recycling returns at the end of their service life.
The researchers assume that this will save 30 to 40 per cent of CO2 equivalents per kilogramme of material used. The lye container weighs around 4 kilograms. With 8 million parts produced annually, replacing half of the materials used with recycled material would save 19 to 25 thousand tonnes of CO2 equivalents per year.
DOM4Composites
Producing modular, recyclable components: Lightweight structures made of composite plastic
Funding duration:
Start
01.10.23
Today
09.03.25
End
30.09.26
Markets:
Material:
Glass fibres, Carbon fibres, Thermoplastics, Aluminium, Steel, Laid webs, Woven fabrics, Glass-fiber reinforced plastics (GFRP), Carbon-fiber reinforced plastics (CFRP)
Context
In view of increasing climate and environmental pollution as well as EU-wide climate protection initiatives and national CO2 reduction targets, the need for recyclable, resource-saving lightweight construction solutions is increasing across all industries. While large structures in the mobility and energy sectors - for example in the construction of vehicles or wind turbines - have primarily used steel and aluminium to date, new material approaches are needed to meet the new requirements for sustainability and recyclability. Fibre-reinforced plastics (FRP) offer a resource-saving alternative here. However, conventional thermoset FRPs, i.e. fibre-reinforced plastics that take on a permanent and unchangeable shape after hardening, are difficult to recycle and make repairs and dismantling more difficult. Thermoplastic fibre-reinforced composites, which can be melted and welded, offer a solution that enables greater recyclability and more flexible use.
In view of increasing climate and environmental pollution as well as EU-wide climate protection initiatives and national CO2 reduction targets, the need for recyclable, resource-saving lightweight construction solutions is increasing across all industries. While large structures in the mobility and energy sectors - for example in the construction of vehicles or wind turbines - have primarily used steel and aluminium to date, new material approaches are needed to meet the new requirements for sustainability and recyclability. Fibre-reinforced plastics (FRP) offer a resource-saving alternative here. However, conventional thermoset FRPs, i.e. fibre-reinforced plastics that take on a permanent and unchangeable shape after hardening, are difficult to recycle and make repairs and dismantling more difficult. Thermoplastic fibre-reinforced composites, which can be melted and welded, offer a solution that enables greater recyclability and more flexible use.
Purpose
The central aim of the DOM4Composites project is to develop large, modular structures made of thermoplastic FRP for the mobility and energy sectors. The innovative lightweight structures are to be used in ships, rail and commercial vehicles and wind turbines, for example. The scientists want to set technological standards for more environmentally friendly production of large structures.
The researchers are already considering a disassembly-optimised design at the design stage in order to be able to recycle the materials better and increase material and energy efficiency. Thanks to the modular design, they also want to simplify the repair of individual modules, which can increase the service life of entire assemblies. Thanks to the innovative design, materials could be reused several times, the weight of the structures could be significantly reduced and CO2 could be saved during production and utilisation.
The central aim of the DOM4Composites project is to develop large, modular structures made of thermoplastic FRP for the mobility and energy sectors. The innovative lightweight structures are to be used in ships, rail and commercial vehicles and wind turbines, for example. The scientists want to set technological standards for more environmentally friendly production of large structures.
The researchers are already considering a disassembly-optimised design at the design stage in order to be able to recycle the materials better and increase material and energy efficiency. Thanks to the modular design, they also want to simplify the repair of individual modules, which can increase the service life of entire assemblies. Thanks to the innovative design, materials could be reused several times, the weight of the structures could be significantly reduced and CO2 could be saved during production and utilisation.
Procedure
The team develops scalable manufacturing processes for thermoplastic FRP. They use innovative joining and disassembly concepts to enable modular construction and subsequent recycling of the components. To this end, the researchers first define comprehensive requirements for mechanical and thermal loads as well as quality criteria for the materials for various applications.
A particular focus of the scientists is on the development of recurring substructures that allow the efficient and economical realisation of modular lightweight structures. To this end, they adapt the materials for their suitability in comprehensive material tests. To join the components, the team uses various joining techniques such as adhesive bonding, resistance welding and hybrid joining to ensure recyclability and ease of repair.
The project partners are testing the approaches developed on two cross-sector prototypes, a ship's hatch cover and the side wall of a railway vehicle body. With an accompanying life cycle analysis, the team is evaluating the ecological impact of the entire process chain in order to further optimise the environmental balance and demonstrate the potential of sustainable lightweight structures in practice.
The team develops scalable manufacturing processes for thermoplastic FRP. They use innovative joining and disassembly concepts to enable modular construction and subsequent recycling of the components. To this end, the researchers first define comprehensive requirements for mechanical and thermal loads as well as quality criteria for the materials for various applications.
A particular focus of the scientists is on the development of recurring substructures that allow the efficient and economical realisation of modular lightweight structures. To this end, they adapt the materials for their suitability in comprehensive material tests. To join the components, the team uses various joining techniques such as adhesive bonding, resistance welding and hybrid joining to ensure recyclability and ease of repair.
The project partners are testing the approaches developed on two cross-sector prototypes, a ship's hatch cover and the side wall of a railway vehicle body. With an accompanying life cycle analysis, the team is evaluating the ecological impact of the entire process chain in order to further optimise the environmental balance and demonstrate the potential of sustainable lightweight structures in practice.
DurableHybrid
More durable components: Hybridisation makes fibre composites more resilient
Funding duration:
Start
01.01.21
End
30.06.23
Markets:
Material:
Glass fibres, Carbon fibres, Thermoset plastics, Glass-fiber reinforced plastics (GFRP), Carbon-fiber reinforced plastics (CFRP)
Context
Fibre-reinforced plastics (FRP) have established themselves as key materials in lightweight construction as they offer many advantages for various applications thanks to their mechanical properties and low specific weight. They are replacing metallic materials, particularly in the mobility and mechanical engineering sectors, where components have to withstand high dynamic loads. However, conventional FRP materials reach their limits when it comes to fatigue strength and service life. Material fatigue under dynamic loads often leads to shortened life cycles and increased failure rates, resulting in higher costs and a larger CO2 footprint. To counteract this, the hybridisation of FRP is being investigated: The combination of different fibre types in one material makes it possible to specifically improve the properties. However, to date there has been a lack of standardised semi-finished products and application-ready methods - this is where the DurableHybrid research project comes in.
Fibre-reinforced plastics (FRP) have established themselves as key materials in lightweight construction as they offer many advantages for various applications thanks to their mechanical properties and low specific weight. They are replacing metallic materials, particularly in the mobility and mechanical engineering sectors, where components have to withstand high dynamic loads. However, conventional FRP materials reach their limits when it comes to fatigue strength and service life. Material fatigue under dynamic loads often leads to shortened life cycles and increased failure rates, resulting in higher costs and a larger CO2 footprint. To counteract this, the hybridisation of FRP is being investigated: The combination of different fibre types in one material makes it possible to specifically improve the properties. However, to date there has been a lack of standardised semi-finished products and application-ready methods - this is where the DurableHybrid research project comes in.
Purpose
The project team has set itself the goal of increasing the fatigue strength of dynamically loaded FRP components by 30 percent through hybridisation. Hybridisation is intended to improve the material properties without increasing the weight. These improvements should help to significantly reduce the carbon footprint of the components, as more durable materials need to be replaced less frequently, thereby reducing material consumption and emissions. The focus is on components subject to bending loads, such as leaf springs, which are used in numerous industries. In the long term, the scientists are aiming to provide standardised semi-finished products for hybrid FRPs. In this way, they want to enable companies to produce more durable and resource-efficient components cost-effectively.
The project team has set itself the goal of increasing the fatigue strength of dynamically loaded FRP components by 30 percent through hybridisation. Hybridisation is intended to improve the material properties without increasing the weight. These improvements should help to significantly reduce the carbon footprint of the components, as more durable materials need to be replaced less frequently, thereby reducing material consumption and emissions. The focus is on components subject to bending loads, such as leaf springs, which are used in numerous industries. In the long term, the scientists are aiming to provide standardised semi-finished products for hybrid FRPs. In this way, they want to enable companies to produce more durable and resource-efficient components cost-effectively.
Procedure
The project team combines experimental research and simulation to develop hybrid FRPs. First, the researchers are investigating how different types of fibres can be combined in one material in order to achieve optimum material properties. They carry out tests to show how loads affect fatigue strength. At the same time, they are developing digital simulation models that precisely map the properties of the hybrid materials and facilitate the design process. The team uses the knowledge gained in this way to produce leaf spring prototypes and test them in real applications. The results are incorporated into a digital modular system that is intended to provide standardised recommendations for the use of hybrid materials in design.
The project team combines experimental research and simulation to develop hybrid FRPs. First, the researchers are investigating how different types of fibres can be combined in one material in order to achieve optimum material properties. They carry out tests to show how loads affect fatigue strength. At the same time, they are developing digital simulation models that precisely map the properties of the hybrid materials and facilitate the design process. The team uses the knowledge gained in this way to produce leaf spring prototypes and test them in real applications. The results are incorporated into a digital modular system that is intended to provide standardised recommendations for the use of hybrid materials in design.
ECO2-LInE
Developing natural fibre-reinforced plastic components: with innovative 3D printing
Funding duration:
Start
01.05.21
End
30.04.24
Markets:
Material:
Bioplastics
Context
Land vehicles consist of large and heavy components that are difficult to recycle. To make them lighter and more sustainable, lightweight, natural fibre-reinforced plastic components could replace the metal structures used today. These renewable raw materials are not only sustainable, but also have a lower density, better acoustic and mechanical damping and are biodegradable. Above all, their production consumes less energy and therefore emits significantly less CO2. Natural fibre-reinforced plastics are therefore particularly attractive for lightweight construction in mobile applications.
Land vehicles consist of large and heavy components that are difficult to recycle. To make them lighter and more sustainable, lightweight, natural fibre-reinforced plastic components could replace the metal structures used today. These renewable raw materials are not only sustainable, but also have a lower density, better acoustic and mechanical damping and are biodegradable. Above all, their production consumes less energy and therefore emits significantly less CO2. Natural fibre-reinforced plastics are therefore particularly attractive for lightweight construction in mobile applications.
Purpose
The project team wants to develop the new lightweight components for a wide range of industries and applications: special vehicle seats - for example a lightweight seat for use in electric vehicles and special vehicles - tractor crossovers or attachments for pick-ups. The researchers are pursuing a holistic approach. They not only want to make the components lighter with environmentally friendly materials, but also consider the entire life cycle: how can the utilisation cycle of the components, from material selection and production to use and recycling, become more sustainable?
The project team wants to develop the new lightweight components for a wide range of industries and applications: special vehicle seats - for example a lightweight seat for use in electric vehicles and special vehicles - tractor crossovers or attachments for pick-ups. The researchers are pursuing a holistic approach. They not only want to make the components lighter with environmentally friendly materials, but also consider the entire life cycle: how can the utilisation cycle of the components, from material selection and production to use and recycling, become more sustainable?
Procedure
The researchers use the high-speed additive process SEAM (Screw Extrusion Additive Manufacturing). This innovative 3D printing process is eight times faster than conventional 3D printing. Thanks to the free shaping, even complex parts can be created. In addition, several conventionally manufactured individual components can be replaced by one additively manufactured part. The advantages: Digitalisation ensures shorter process chains and therefore faster production, the use of materials is as low as possible and manufacturers can produce many different individual pieces cost-effectively.
The team also uses natural fibre-reinforced plastics. The challenge with natural fibres is their ability to absorb moisture. The researchers want to solve this by means of an innovative pre-treatment of the fibres. The aim is not only to make the fibres water-repellent (hydrophobic) on the surface, but also on the inside to prevent them from penetrating the naturally occurring cavities and gaps.
The researchers are also carrying out ecological assessments of the individual fields of application over the entire life cycle. This enables them to demonstrate and further optimise CO2 and resource savings right from the start. The partners are also laying the foundations for the transfer to industrial production, for example by further developing and testing the SEAM process through specific applications with industrial partners.
The researchers use the high-speed additive process SEAM (Screw Extrusion Additive Manufacturing). This innovative 3D printing process is eight times faster than conventional 3D printing. Thanks to the free shaping, even complex parts can be created. In addition, several conventionally manufactured individual components can be replaced by one additively manufactured part. The advantages: Digitalisation ensures shorter process chains and therefore faster production, the use of materials is as low as possible and manufacturers can produce many different individual pieces cost-effectively.
The team also uses natural fibre-reinforced plastics. The challenge with natural fibres is their ability to absorb moisture. The researchers want to solve this by means of an innovative pre-treatment of the fibres. The aim is not only to make the fibres water-repellent (hydrophobic) on the surface, but also on the inside to prevent them from penetrating the naturally occurring cavities and gaps.
The researchers are also carrying out ecological assessments of the individual fields of application over the entire life cycle. This enables them to demonstrate and further optimise CO2 and resource savings right from the start. The partners are also laying the foundations for the transfer to industrial production, for example by further developing and testing the SEAM process through specific applications with industrial partners.
Elokofix
Produce fibre tapes efficiently and sustainably: endless production with inline splicing
Funding duration:
Start
01.02.21
End
31.01.24
Markets:
Material:
Glass fibres, Carbon fibres, Thermoplastics, Yarns, rovings
Context
Fibre-reinforced plastics are light, stable and offer many possibilities for lightweight construction, for example in the automotive, aviation or energy sectors. Their strength comes from the combination of lightweight plastic matrices and high-strength fibres, which - like the structure of wood or bone - are optimally aligned along the load paths. However, existing processes for manufacturing these materials are energy-intensive, generate high material losses and require several process steps that often involve unnecessary heating. This is where the Elokofix project comes in with an efficient, continuous process.
Fibre-reinforced plastics are light, stable and offer many possibilities for lightweight construction, for example in the automotive, aviation or energy sectors. Their strength comes from the combination of lightweight plastic matrices and high-strength fibres, which - like the structure of wood or bone - are optimally aligned along the load paths. However, existing processes for manufacturing these materials are energy-intensive, generate high material losses and require several process steps that often involve unnecessary heating. This is where the Elokofix project comes in with an efficient, continuous process.
Purpose
The research team wants to make the production of thermoplastic fibre tapes more sustainable and efficient and better exploit the potential of the materials. The researchers are developing a pilot system that enables tapes to be applied endlessly and directly to a substrate. This allows fibre-reinforced components with customised fibre orientation to be produced in a single work step. With an innovative inline splicing unit, the process is designed to avoid material loss by seamlessly joining fibres together during production. At the same time, the system is designed to utilise the existing thermal energy of the process to eliminate the need to reheat the materials. This leads to a significant reduction in energy consumption and CO2 emissions.
The research team wants to make the production of thermoplastic fibre tapes more sustainable and efficient and better exploit the potential of the materials. The researchers are developing a pilot system that enables tapes to be applied endlessly and directly to a substrate. This allows fibre-reinforced components with customised fibre orientation to be produced in a single work step. With an innovative inline splicing unit, the process is designed to avoid material loss by seamlessly joining fibres together during production. At the same time, the system is designed to utilise the existing thermal energy of the process to eliminate the need to reheat the materials. This leads to a significant reduction in energy consumption and CO2 emissions.
Procedure
The project team is initially developing a dual basic system that can be used to carry out tests as well as map production processes. The processing of spliced fibres should enable uninterrupted operation of the system. To this end, the researchers are developing an adaptive splicing unit and an impregnation tool that ensures high process stability even at splice points. At the same time, the team is designing the splicing module, which will automatically connect the fibres and thus ensure a continuous supply of material. Intensive trials and several adjustments reveal the challenges involved in scaling up the familiar process.
Following successful tests, the researchers want to expand the system to include a direct deposition module. This enables tapes to be applied directly to a substrate without the need for additional heating. The aim of this process is to enable the production and processing of materials in a single step, thereby significantly reducing energy consumption.
At the same time, the researchers are optimising the process parameters of the system in order to maximise the quality of the components.
The project team is initially developing a dual basic system that can be used to carry out tests as well as map production processes. The processing of spliced fibres should enable uninterrupted operation of the system. To this end, the researchers are developing an adaptive splicing unit and an impregnation tool that ensures high process stability even at splice points. At the same time, the team is designing the splicing module, which will automatically connect the fibres and thus ensure a continuous supply of material. Intensive trials and several adjustments reveal the challenges involved in scaling up the familiar process.
Following successful tests, the researchers want to expand the system to include a direct deposition module. This enables tapes to be applied directly to a substrate without the need for additional heating. The aim of this process is to enable the production and processing of materials in a single step, thereby significantly reducing energy consumption.
At the same time, the researchers are optimising the process parameters of the system in order to maximise the quality of the components.
ENABL3D
Ensuring the quality of 3D-printed components: bionic components for aviation
Funding duration:
Start
01.10.20
End
31.07.23
Markets:
Material:
Aluminium, Magnesium, Steel, Titanium, Others (Metals)
Context
3D printing technologies offer great potential for lightweight construction, as they enable particularly complex and lightweight structures. For example, 3D printing can be used to produce bionic lightweight components for aviation, which can significantly reduce aircraft CO2 emissions. Inline quality assurance is essential for these safety-critical components. This is because the elements have to be closely inspected before they are installed in passenger and cargo aircraft. The problem is that printed parts of the same design can have slight differences.
Traditionally, accompanying samples are produced in the same printing process, which are then subjected to destructive testing. However, it is difficult to transfer the material characteristics of the accompanying samples to the real components due to process fluctuations. The results of the material sample tests can therefore not be transferred one hundred percent to other components. Conventional destructive tests are not an alternative due to the high resource and energy requirements. The same applies to expensive technologies such as X-rays.
3D printing technologies offer great potential for lightweight construction, as they enable particularly complex and lightweight structures. For example, 3D printing can be used to produce bionic lightweight components for aviation, which can significantly reduce aircraft CO2 emissions. Inline quality assurance is essential for these safety-critical components. This is because the elements have to be closely inspected before they are installed in passenger and cargo aircraft. The problem is that printed parts of the same design can have slight differences.
Traditionally, accompanying samples are produced in the same printing process, which are then subjected to destructive testing. However, it is difficult to transfer the material characteristics of the accompanying samples to the real components due to process fluctuations. The results of the material sample tests can therefore not be transferred one hundred percent to other components. Conventional destructive tests are not an alternative due to the high resource and energy requirements. The same applies to expensive technologies such as X-rays.
Purpose
In the ENABL3D project, researchers are developing a new method for efficient quality assurance in bionic metal 3D printing. The team aims to reduce the costs of verification by at least 60 percent and the time required for this by at least 65 percent. This opens up new application possibilities, for example in aviation, the automotive industry and medical technology. As 3D printing conserves resources and the bionic lightweight components consume less CO2 during use due to their lower weight, large amounts of greenhouse gas emissions can be saved.
In addition, the method is to be widely used after the end of the project through standards and exchanges with industrial partners.
In the ENABL3D project, researchers are developing a new method for efficient quality assurance in bionic metal 3D printing. The team aims to reduce the costs of verification by at least 60 percent and the time required for this by at least 65 percent. This opens up new application possibilities, for example in aviation, the automotive industry and medical technology. As 3D printing conserves resources and the bionic lightweight components consume less CO2 during use due to their lower weight, large amounts of greenhouse gas emissions can be saved.
In addition, the method is to be widely used after the end of the project through standards and exchanges with industrial partners.
Procedure
The project team is developing a testing method with which every single component from the 3D printer can be tested non-destructively. The researchers record the quality properties by intelligently combining indentation testing, process monitoring and micro-computed tomography. To do this, they determine the relevant material properties, such as tensile strength, yield strength, ductility and anisotropy, directly on the component.
Thanks to high-resolution monitoring data, they can verify the process stability and thus transfer the locally measured properties to the overall component. They can also identify any critical areas. Using micro-computed tomography, the researchers can then additionally check the areas classified as critical in a non-destructive manner.
The project team is developing a testing method with which every single component from the 3D printer can be tested non-destructively. The researchers record the quality properties by intelligently combining indentation testing, process monitoring and micro-computed tomography. To do this, they determine the relevant material properties, such as tensile strength, yield strength, ductility and anisotropy, directly on the component.
Thanks to high-resolution monitoring data, they can verify the process stability and thus transfer the locally measured properties to the overall component. They can also identify any critical areas. Using micro-computed tomography, the researchers can then additionally check the areas classified as critical in a non-destructive manner.
EnERU
Manufacture forming tools more sustainably: Avoid cold welding with additive manufacturing
Funding duration:
Start
01.08.21
End
31.07.24
Markets:
Material:
Steel
Context
The production of forming tools for stainless steel tube processing causes high costs and environmental pollution. Until now, it has required many energy-intensive steps such as vacuum hardening, multiple tempering and a complex physical vapour deposition (PVD) coating. In the PVD process, thin, wear-resistant layers are applied to the workpiece in a vacuum chamber. This improves the surface hardness, but is resource- and energy-intensive.
Another key problem is cold welding during use: During bending, the tube and tool rub against each other, causing metal particles to bond unintentionally. This impairs the service life of the tools and leads to production errors. The research team in the EnERU project is developing a new method to manufacture tools more efficiently and extend their service life.
The production of forming tools for stainless steel tube processing causes high costs and environmental pollution. Until now, it has required many energy-intensive steps such as vacuum hardening, multiple tempering and a complex physical vapour deposition (PVD) coating. In the PVD process, thin, wear-resistant layers are applied to the workpiece in a vacuum chamber. This improves the surface hardness, but is resource- and energy-intensive.
Another key problem is cold welding during use: During bending, the tube and tool rub against each other, causing metal particles to bond unintentionally. This impairs the service life of the tools and leads to production errors. The research team in the EnERU project is developing a new method to manufacture tools more efficiently and extend their service life.
Purpose
The researchers want to replace the existing coatings with an integrated functional layer. Instead of hardening and coating the entire mould, they are focusing on targeted reinforcement of the stressed areas. They are using the laser metal deposition process (LMD), an additive manufacturing technique. In the LMD process, metal powder or wire is melted locally with a laser and applied in layers. This creates a metallurgically bonded, wear-resistant surface without having to treat the entire mould.
This eliminates energy-intensive steps such as vacuum hardening and tempering. At the same time, material consumption is significantly reduced because the researchers only reinforce the mould where it is actually necessary. The new process should significantly reduce CO2 emissions per mould.
The researchers want to replace the existing coatings with an integrated functional layer. Instead of hardening and coating the entire mould, they are focusing on targeted reinforcement of the stressed areas. They are using the laser metal deposition process (LMD), an additive manufacturing technique. In the LMD process, metal powder or wire is melted locally with a laser and applied in layers. This creates a metallurgically bonded, wear-resistant surface without having to treat the entire mould.
This eliminates energy-intensive steps such as vacuum hardening and tempering. At the same time, material consumption is significantly reduced because the researchers only reinforce the mould where it is actually necessary. The new process should significantly reduce CO2 emissions per mould.
Procedure
First, the team analyses why the existing tools fail. They measure the loads during the bending process and simulate the forces at work. Based on these findings, they develop new materials that are more resistant to cold welding. They then test different material mixtures and grading strategies in order to achieve a stable transition between the base body and the functional layer.
They then produce prototypes using LMD technology and subject them to practical tests. The new tools have to prove themselves in real bending processes and demonstrate their durability under industrial conditions. Should a tool nevertheless show signs of wear, the LMD process enables a targeted repair in which only the affected area is renewed instead of replacing or recoating the entire tool.
The project is therefore laying the foundations for more efficient, more sustainable production of bending tools. In the long term, the technology could also be used for other forming processes such as the cold forming of aluminium tubes.
First, the team analyses why the existing tools fail. They measure the loads during the bending process and simulate the forces at work. Based on these findings, they develop new materials that are more resistant to cold welding. They then test different material mixtures and grading strategies in order to achieve a stable transition between the base body and the functional layer.
They then produce prototypes using LMD technology and subject them to practical tests. The new tools have to prove themselves in real bending processes and demonstrate their durability under industrial conditions. Should a tool nevertheless show signs of wear, the LMD process enables a targeted repair in which only the affected area is renewed instead of replacing or recoating the entire tool.
The project is therefore laying the foundations for more efficient, more sustainable production of bending tools. In the long term, the technology could also be used for other forming processes such as the cold forming of aluminium tubes.
ERProFit
Reducing scale formation and material losses: new approaches for sustainable production
Funding duration:
Start
01.04.21
End
30.03.23
Markets:
Material:
Steel
Context
Hot forging is a key process for manufacturing high-strength components, for example in the automotive and aerospace industries. In this process, steel is formed at high temperatures of over 950 °C, which leads to the formation of scale. Scale is formed through oxidation and causes considerable material losses of 2-3% of the raw material used. At the same time, scale accelerates tool wear and requires additional process steps such as descaling and cleaning.
The loss of material and the increased effort put a strain on the environment, lead to a high loss of energy for the additional material required and increase production costs overall. At the same time, the demand for lightweight components that combine materials such as steel and aluminium in order to reduce weight is increasing. The technical challenges here lie particularly in the reliable bonding of the two materials, as oxide layers such as scale hinder adhesion.
Hot forging is a key process for manufacturing high-strength components, for example in the automotive and aerospace industries. In this process, steel is formed at high temperatures of over 950 °C, which leads to the formation of scale. Scale is formed through oxidation and causes considerable material losses of 2-3% of the raw material used. At the same time, scale accelerates tool wear and requires additional process steps such as descaling and cleaning.
The loss of material and the increased effort put a strain on the environment, lead to a high loss of energy for the additional material required and increase production costs overall. At the same time, the demand for lightweight components that combine materials such as steel and aluminium in order to reduce weight is increasing. The technical challenges here lie particularly in the reliable bonding of the two materials, as oxide layers such as scale hinder adhesion.
Purpose
ERProFit aims to minimise the formation of scale during hot forging. A low-oxygen production environment is intended to suppress oxidation and thus reduce material losses and tool wear. This also enables smooth, high-quality surfaces without additional post-processing. The project team wants to develop new technologies for the hybrid forging of steel and aluminium and thus promote lightweight construction.
By doing so, the researchers want to realise weight savings while ensuring a reliable material bond between the two materials. The project focuses on economically feasible solutions: Instead of costly new buildings, existing production facilities are being adapted to the new requirements through cost-effective retrofits. The team also uses industrial waste gases as a protective atmosphere. This increases sustainability and replaces expensive inert gases.
ERProFit aims to minimise the formation of scale during hot forging. A low-oxygen production environment is intended to suppress oxidation and thus reduce material losses and tool wear. This also enables smooth, high-quality surfaces without additional post-processing. The project team wants to develop new technologies for the hybrid forging of steel and aluminium and thus promote lightweight construction.
By doing so, the researchers want to realise weight savings while ensuring a reliable material bond between the two materials. The project focuses on economically feasible solutions: Instead of costly new buildings, existing production facilities are being adapted to the new requirements through cost-effective retrofits. The team also uses industrial waste gases as a protective atmosphere. This increases sustainability and replaces expensive inert gases.
Procedure
In the first step, the project partners are developing a concept for creating a low-oxygen atmosphere in the production environment of hot forging. By enclosing the production lines and using industrial exhaust gases, they can significantly reduce the formation of scale. This leads to lower material losses, improved material utilisation and a significant increase in tool life. At the same time, complex descaling processes and additional machining steps are eliminated, which increases the efficiency of the entire production chain.
Thanks to their retrofit concept, the researchers can adapt existing systems with minimal effort and realise sustainable production. The project team is successfully testing the technology under real-life conditions on commercially available forming machines. The results show great potential for CO2 savings: With a production of 500,000 components per year, up to 10,000 kilograms of CO2 can be avoided.
In the first step, the project partners are developing a concept for creating a low-oxygen atmosphere in the production environment of hot forging. By enclosing the production lines and using industrial exhaust gases, they can significantly reduce the formation of scale. This leads to lower material losses, improved material utilisation and a significant increase in tool life. At the same time, complex descaling processes and additional machining steps are eliminated, which increases the efficiency of the entire production chain.
Thanks to their retrofit concept, the researchers can adapt existing systems with minimal effort and realise sustainable production. The project team is successfully testing the technology under real-life conditions on commercially available forming machines. The results show great potential for CO2 savings: With a production of 500,000 components per year, up to 10,000 kilograms of CO2 can be avoided.
FlexGear
Developing lighter gearboxes for wind turbines: with bionics and innovative sensors
Funding duration:
Start
01.12.20
End
31.05.24
Markets:
Material:
Steel
Context
Wind energy plays a key role in the energy transition and is already making an important contribution to German electricity production. In order to achieve the climate targets, the expansion of powerful wind turbines is being driven forward. However, as output increases, so do the dimensions of the turbines, especially the gearboxes, which are key components that require considerable quantities of materials. This increases costs and worsens the carbon footprint of the turbines. In addition, the higher weight of the gearboxes increases the loads on the nacelle and tower, which further increases the material requirements of the entire system.
Previous lightweight construction approaches for gears have mostly been limited to the base body and offer weight savings of up to 45 per cent. This is where the FlexGear project comes in with a comprehensive lightweight construction concept: With bionically inspired structures that extend into the gear rims and innovative manufacturing technologies, the researchers aim to achieve weight savings of up to 65 per cent for gears.
Wind energy plays a key role in the energy transition and is already making an important contribution to German electricity production. In order to achieve the climate targets, the expansion of powerful wind turbines is being driven forward. However, as output increases, so do the dimensions of the turbines, especially the gearboxes, which are key components that require considerable quantities of materials. This increases costs and worsens the carbon footprint of the turbines. In addition, the higher weight of the gearboxes increases the loads on the nacelle and tower, which further increases the material requirements of the entire system.
Previous lightweight construction approaches for gears have mostly been limited to the base body and offer weight savings of up to 45 per cent. This is where the FlexGear project comes in with a comprehensive lightweight construction concept: With bionically inspired structures that extend into the gear rims and innovative manufacturing technologies, the researchers aim to achieve weight savings of up to 65 per cent for gears.
Purpose
The scientists' main goal is to develop a highly optimised lightweight gearwheel with flexible structures. Their approach is based on bionic design principles that minimise the use of materials while maximising stability. The team is not only looking at the gear wheel base body, but also the gear rims, which will enable them to realise additional weight savings.
Another key element is the inside-sensoring system, which is integrated directly into the gear structure. The researchers use this system to record loads and deformations in real time and transfer the data to a condition monitoring system. This enables the proactive compensation of load peaks, which not only increases operational reliability but also avoids the need to oversize the systems. FlexGear thus aims to improve the service life and efficiency of wind turbine gearboxes while reducing CO2 emissions during both production and operation.
The scientists' main goal is to develop a highly optimised lightweight gearwheel with flexible structures. Their approach is based on bionic design principles that minimise the use of materials while maximising stability. The team is not only looking at the gear wheel base body, but also the gear rims, which will enable them to realise additional weight savings.
Another key element is the inside-sensoring system, which is integrated directly into the gear structure. The researchers use this system to record loads and deformations in real time and transfer the data to a condition monitoring system. This enables the proactive compensation of load peaks, which not only increases operational reliability but also avoids the need to oversize the systems. FlexGear thus aims to improve the service life and efficiency of wind turbine gearboxes while reducing CO2 emissions during both production and operation.
Procedure
Firstly, the researchers are developing bionic designs based on natural models such as diatoms. These microorganisms are characterised by their minimal material structures with maximum stability. Using the ELiSE process (Evolutionary Light Structure Engineering), they develop optimised structures that are flexible enough to compensate for load peaks.
To manufacture the gears, the team uses additive manufacturing processes that enable the realisation of highly complex geometries. This technology also makes it possible to integrate sensors directly into the gearwheel. To this end, the researchers are developing an inside sensing system based on thin-film technology. It measures loads and deformations directly inside the gearwheel and transmits the data in real time to a condition monitoring system that recognises and compensates for critical load peaks.
Finally, the team tests the gears on a specially designed test bench under realistic loads in order to check both their structural properties and the functionality of the sensor system. In order to assess the actual mass savings and mechanical load capacity, the researchers compare the demonstrator with conventional gearwheels. At the same time, the bionic design process is being automated so that the knowledge gained can be transferred to other applications in the future.
Firstly, the researchers are developing bionic designs based on natural models such as diatoms. These microorganisms are characterised by their minimal material structures with maximum stability. Using the ELiSE process (Evolutionary Light Structure Engineering), they develop optimised structures that are flexible enough to compensate for load peaks.
To manufacture the gears, the team uses additive manufacturing processes that enable the realisation of highly complex geometries. This technology also makes it possible to integrate sensors directly into the gearwheel. To this end, the researchers are developing an inside sensing system based on thin-film technology. It measures loads and deformations directly inside the gearwheel and transmits the data in real time to a condition monitoring system that recognises and compensates for critical load peaks.
Finally, the team tests the gears on a specially designed test bench under realistic loads in order to check both their structural properties and the functionality of the sensor system. In order to assess the actual mass savings and mechanical load capacity, the researchers compare the demonstrator with conventional gearwheels. At the same time, the bionic design process is being automated so that the knowledge gained can be transferred to other applications in the future.
FORMlight
Automated production of free-form sheets: Additive processes reduce material consumption
Funding duration:
Start
01.01.22
End
30.04.24
Markets:
Material:
Steel
Context
Free-form sheets are indispensable for iconic architectural projects such as the Chrysler Building or the Morpheus Hotel. However, their production is complex: They are usually created using expensive manual labour, as existing processes such as incremental sheet metal forming or multiple-point stretch forming are technically too complex and cost-intensive. Alternatives such as shingles or composite materials require compromises in terms of design and are often difficult to recycle.
At the same time, there is a lack of industrial processes for producing free-form sheets efficiently and in a resource-saving manner. This gap exists despite the increasing demand for lightweight, free-form façade elements that meet high sustainability standards.
Free-form sheets are indispensable for iconic architectural projects such as the Chrysler Building or the Morpheus Hotel. However, their production is complex: They are usually created using expensive manual labour, as existing processes such as incremental sheet metal forming or multiple-point stretch forming are technically too complex and cost-intensive. Alternatives such as shingles or composite materials require compromises in terms of design and are often difficult to recycle.
At the same time, there is a lack of industrial processes for producing free-form sheets efficiently and in a resource-saving manner. This gap exists despite the increasing demand for lightweight, free-form façade elements that meet high sustainability standards.
Purpose
The aim of the FORMlight research project is to develop a manufacturing technology that can be used to produce lightweight, rigid, material-pure and recyclable thin sheets for façade construction to replace thick sheets or composite materials such as Alucobond.
By using Wire Arc Additive Manufacturing (WAAM), an additive manufacturing technology in which welding material is melted using an electric arc as a heat source and applied in layers, both flat thin sheets and elastically deformed thin sheets are to be locally stiffened and frozen in shape by welding on ribs.
This procedure saves material, reduces the weight of the façade elements and should enable the economical production of free-form façade sheets for construction for the first time. In addition to ecological benefits such as CO2 savings and complete recyclability, the FORMlight project aims to create new architectural freedom and revolutionise the construction of free-form façades.
The aim of the FORMlight research project is to develop a manufacturing technology that can be used to produce lightweight, rigid, material-pure and recyclable thin sheets for façade construction to replace thick sheets or composite materials such as Alucobond.
By using Wire Arc Additive Manufacturing (WAAM), an additive manufacturing technology in which welding material is melted using an electric arc as a heat source and applied in layers, both flat thin sheets and elastically deformed thin sheets are to be locally stiffened and frozen in shape by welding on ribs.
This procedure saves material, reduces the weight of the façade elements and should enable the economical production of free-form façade sheets for construction for the first time. In addition to ecological benefits such as CO2 savings and complete recyclability, the FORMlight project aims to create new architectural freedom and revolutionise the construction of free-form façades.
Procedure
The project team is developing various methods for the digital 3D reconstruction of the reflective metal surface of deformed metal sheets. To do this, the team optically records the deformation of the sheet metal and then converts it into a digital model.
In order to be able to apply the reinforcing ribs to the thin sheets using Wire Arc Additive Manufacturing (WAAM), the team determines the permissible process window experimentally and works on techniques for predicting the optimum arrangement of reinforcing ribs. These prediction techniques are important because the optimum arrangement of the reinforcing ribs depends, for example, on the sheet size, the number of ribs, the sheet deformation and the joint and crossing points of the welding ribs.
In order to derive the required free-form geometries more efficiently from the façade planning, the project team programmed a software tool so that the design of the sheet metal geometries no longer has to be done manually but can be automated. Finally, the team produces a demonstrator from moulded sheet metal with different rib arrangements, which is suitable for presenting the promising technology at trade fairs.
The project team is developing various methods for the digital 3D reconstruction of the reflective metal surface of deformed metal sheets. To do this, the team optically records the deformation of the sheet metal and then converts it into a digital model.
In order to be able to apply the reinforcing ribs to the thin sheets using Wire Arc Additive Manufacturing (WAAM), the team determines the permissible process window experimentally and works on techniques for predicting the optimum arrangement of reinforcing ribs. These prediction techniques are important because the optimum arrangement of the reinforcing ribs depends, for example, on the sheet size, the number of ribs, the sheet deformation and the joint and crossing points of the welding ribs.
In order to derive the required free-form geometries more efficiently from the façade planning, the project team programmed a software tool so that the design of the sheet metal geometries no longer has to be done manually but can be automated. Finally, the team produces a demonstrator from moulded sheet metal with different rib arrangements, which is suitable for presenting the promising technology at trade fairs.
FunPul
Pultrusion for fibre composites: producing multifunctional lightweight structures
Funding duration:
Start
01.01.21
End
31.12.23
Markets:
Material:
Other composites, Metal fibres, Other fibres
Context
The demands on lightweight structures are increasing: they need to be even lighter, more economical to manufacture and take on additional functions. Fibre composites are ideally suited for this. On the one hand, their mechanical properties open up many fields of application. On the other hand, additional functions can be integrated into these lightweight elements. Just a few lightweight components can fulfil so many technical functions. However, such complex and customised structures cannot currently be manufactured economically in series production, but are instead produced in time-consuming manual work.
The demands on lightweight structures are increasing: they need to be even lighter, more economical to manufacture and take on additional functions. Fibre composites are ideally suited for this. On the one hand, their mechanical properties open up many fields of application. On the other hand, additional functions can be integrated into these lightweight elements. Just a few lightweight components can fulfil so many technical functions. However, such complex and customised structures cannot currently be manufactured economically in series production, but are instead produced in time-consuming manual work.
Purpose
The project partners are developing a process to produce multifunctional lightweight structures economically - across all sectors. To do this, they want to use the established technology of pultrusion for fibre composites. Pultrusion means extrusion. This allows continuous fibre-reinforced plastics to be produced efficiently and cost-effectively.
The project team now wants to further develop pultrusion in such a way that both additional materials and electronic components can be integrated into the lightweight structures. The scientists are pursuing two approaches: Firstly, they are developing a mechanically functionalised lightweight profile for rail vehicle construction. The lower vehicle weight can significantly reduce operating and life cycle costs in the transport sector.
Secondly, they are developing sensor-functionalised lightweight construction elements for the rotor blades of wind turbines. These sensor bridges are currently produced manually, with the embroidered strain sensors being processed in a hand laminate. The project team now wants to automate production using pultrusion and ensure mass suitability. The project team then wants to merge the two technologies and thus combine mechanical and sensory functionalisation.
The project partners are developing a process to produce multifunctional lightweight structures economically - across all sectors. To do this, they want to use the established technology of pultrusion for fibre composites. Pultrusion means extrusion. This allows continuous fibre-reinforced plastics to be produced efficiently and cost-effectively.
The project team now wants to further develop pultrusion in such a way that both additional materials and electronic components can be integrated into the lightweight structures. The scientists are pursuing two approaches: Firstly, they are developing a mechanically functionalised lightweight profile for rail vehicle construction. The lower vehicle weight can significantly reduce operating and life cycle costs in the transport sector.
Secondly, they are developing sensor-functionalised lightweight construction elements for the rotor blades of wind turbines. These sensor bridges are currently produced manually, with the embroidered strain sensors being processed in a hand laminate. The project team now wants to automate production using pultrusion and ensure mass suitability. The project team then wants to merge the two technologies and thus combine mechanical and sensory functionalisation.
Procedure
The team integrates metal inserts into the fibre-plastic composites and creates a hybrid layered composite. The inserts act as force transmission or connection points and create additional functionalisation. The components are intended to replace the extruded aluminium profiles in the body of a rail vehicle and significantly increase the degree of lightweight construction while maintaining the same economic efficiency. After optimising the process, the researchers were able to successfully produce several demonstrators. Compared to an aluminium longitudinal beam, they were able to save around 40 percent in weight.
In a second approach, the researchers are integrating strain sensors into the pultrusion process. Their aim is to produce functionalised sensor bridges for wind turbine rotor blades. The sensors recognise overloads and damage at an early stage and have a longer service life. As a result, maintenance intervals and the utilisation period of the turbines can be extended. The team has successfully completed this development and achieved serial production.
To combine the two approaches, the project partners are producing multifunctional profiles for rail vehicle construction by integrating mechanical and sensory functional elements into the manufacturing process. This would further increase the degree of lightweight construction and the condition of the components could be monitored over their entire service life, which would further increase economic efficiency.
The team integrates metal inserts into the fibre-plastic composites and creates a hybrid layered composite. The inserts act as force transmission or connection points and create additional functionalisation. The components are intended to replace the extruded aluminium profiles in the body of a rail vehicle and significantly increase the degree of lightweight construction while maintaining the same economic efficiency. After optimising the process, the researchers were able to successfully produce several demonstrators. Compared to an aluminium longitudinal beam, they were able to save around 40 percent in weight.
In a second approach, the researchers are integrating strain sensors into the pultrusion process. Their aim is to produce functionalised sensor bridges for wind turbine rotor blades. The sensors recognise overloads and damage at an early stage and have a longer service life. As a result, maintenance intervals and the utilisation period of the turbines can be extended. The team has successfully completed this development and achieved serial production.
To combine the two approaches, the project partners are producing multifunctional profiles for rail vehicle construction by integrating mechanical and sensory functional elements into the manufacturing process. This would further increase the degree of lightweight construction and the condition of the components could be monitored over their entire service life, which would further increase economic efficiency.
GABRIELA
Recycling and cleaning plastics: for recyclable battery housings
Funding duration:
Start
01.07.22
Today
09.03.25
End
30.06.25
Markets:
Material:
Glass fibres, Carbon fibres, Thermoplastics, Glass-fiber reinforced plastics (GFRP)
Context
With the "Green Deal", Europe is aiming to become climate-neutral by 2050. The recycling of plastics, in particular the use of reprocessed plastic waste, known as recyclates, is a key component of this.
Recyclates also play an important role in resource-efficient lightweight construction: the more recycled plastics are used in lightweight components, the more primary raw materials - and therefore CO2 - can be saved.
However, one problem is that conventional mechanical recycling cannot sufficiently break down the material composite. It is unclear whether the shredded material is directly suitable as a recyclate or whether the material composite must be completely broken down.
With the "Green Deal", Europe is aiming to become climate-neutral by 2050. The recycling of plastics, in particular the use of reprocessed plastic waste, known as recyclates, is a key component of this.
Recyclates also play an important role in resource-efficient lightweight construction: the more recycled plastics are used in lightweight components, the more primary raw materials - and therefore CO2 - can be saved.
However, one problem is that conventional mechanical recycling cannot sufficiently break down the material composite. It is unclear whether the shredded material is directly suitable as a recyclate or whether the material composite must be completely broken down.
Purpose
The researchers are using a high-voltage battery housing to investigate how recyclable battery housings can be manufactured. These housings are crucial for the protection of sensitive vehicle batteries and must therefore fulfil high safety requirements, for example in the event of side impacts and underride protection.
They are part of the vehicle's load-bearing structure and must bear a surface load of up to 500 kg through the battery modules. They also integrate complex functions such as battery cooling.
The researchers are using a high-voltage battery housing to investigate how recyclable battery housings can be manufactured. These housings are crucial for the protection of sensitive vehicle batteries and must therefore fulfil high safety requirements, for example in the event of side impacts and underride protection.
They are part of the vehicle's load-bearing structure and must bear a surface load of up to 500 kg through the battery modules. They also integrate complex functions such as battery cooling.
Procedure
The project team is investigating ways to make battery housings recyclable and recyclable. The researchers are relying on the new adaptive recycling technology CreaSolv®, which uses solvents to recycle and clean plastics. This technology already enables the recycling of thermoplastic films.
The team is now working on transferring this method to the recycling of lightweight fibre composite structures, i.e. engineering plastics. The researchers are analysing the entire life cycle of a fibre-reinforced plastic battery housing across all stages of the value chain.
They are investigating the production and processing of the material, its ageing in use and the possibilities for recycling it so that it can ultimately be used again in the same component. With the prototype developed, the research team wants to demonstrate that the greenhouse gas-intensive primary plastic can also be replaced by recycled material for sophisticated components for electromobility.
The project team is investigating ways to make battery housings recyclable and recyclable. The researchers are relying on the new adaptive recycling technology CreaSolv®, which uses solvents to recycle and clean plastics. This technology already enables the recycling of thermoplastic films.
The team is now working on transferring this method to the recycling of lightweight fibre composite structures, i.e. engineering plastics. The researchers are analysing the entire life cycle of a fibre-reinforced plastic battery housing across all stages of the value chain.
They are investigating the production and processing of the material, its ageing in use and the possibilities for recycling it so that it can ultimately be used again in the same component. With the prototype developed, the research team wants to demonstrate that the greenhouse gas-intensive primary plastic can also be replaced by recycled material for sophisticated components for electromobility.
GePart
Making particle foams more sustainable: Process energy-efficiently, enable recycling
Funding duration:
Start
01.12.20
End
31.05.24
Markets:
Material:
Bioplastics, Thermoplastics, Aluminium, Closed-pore, Open-pore
Context
Particle foams such as expanded polypropylene (EPP) are key materials for lightweight construction. In the automotive industry in particular, they help to reduce vehicle weight and thus lower fuel consumption and CO2 emissions. However, traditional production using hot water vapour is very energy-intensive. Only around one per cent of the energy is used for welding the particles, the rest is lost unused.
At the same time, the recycling of EPP material is not yet sufficiently realised. At the end of its useful life, the material is usually thermally utilised. A genuine circular economy is not yet possible, as the processing of recycled material impairs the quality. This is where the GePart research project comes in: The team wants to improve processing and close the material cycle of EPP sustainably.
Particle foams such as expanded polypropylene (EPP) are key materials for lightweight construction. In the automotive industry in particular, they help to reduce vehicle weight and thus lower fuel consumption and CO2 emissions. However, traditional production using hot water vapour is very energy-intensive. Only around one per cent of the energy is used for welding the particles, the rest is lost unused.
At the same time, the recycling of EPP material is not yet sufficiently realised. At the end of its useful life, the material is usually thermally utilised. A genuine circular economy is not yet possible, as the processing of recycled material impairs the quality. This is where the GePart research project comes in: The team wants to improve processing and close the material cycle of EPP sustainably.
Purpose
The GePart project team is pursuing two key objectives: developing an energy-efficient processing technology and increasing the proportion of recycled material. With the help of radio frequency (RF) technology, the researchers want to weld EPP without water vapour in the future. This saves up to 90 per cent energy, as the heat is generated directly inside the foam beads. At the same time, the scientists want to increase the proportion of recycled EPP material to between 50 and 70 per cent. To achieve this, the project team is further developing the recycling processes and precisely analysing the material properties. The aim is to optimise the quality of recycled EPP so that it meets the requirements for series production.
The GePart project team is pursuing two key objectives: developing an energy-efficient processing technology and increasing the proportion of recycled material. With the help of radio frequency (RF) technology, the researchers want to weld EPP without water vapour in the future. This saves up to 90 per cent energy, as the heat is generated directly inside the foam beads. At the same time, the scientists want to increase the proportion of recycled EPP material to between 50 and 70 per cent. To achieve this, the project team is further developing the recycling processes and precisely analysing the material properties. The aim is to optimise the quality of recycled EPP so that it meets the requirements for series production.
Procedure
In order to industrialise RF technology for EPP, the researchers are further developing the process at laboratory level. In doing so, they are able to confirm the advantages of RF technology over vapour-based processing: uniform heating, minimal energy loss and the use of cost-effective plastic tools. At the same time, the team is developing new recycling strategies to reprocess EPP material to a high standard after its utilisation phase.
The scientists are analysing the degradation behaviour of the material along the cycle and optimising the processes for removing impurities. Comprehensive tests have shown that a recyclate content of up to 70 per cent is realistic without compromising the quality of the components. An accompanying life cycle assessment confirms the successes: 15 per cent energy savings in production and 25 per cent less CO2 emissions through the use of recycled material.
In order to industrialise RF technology for EPP, the researchers are further developing the process at laboratory level. In doing so, they are able to confirm the advantages of RF technology over vapour-based processing: uniform heating, minimal energy loss and the use of cost-effective plastic tools. At the same time, the team is developing new recycling strategies to reprocess EPP material to a high standard after its utilisation phase.
The scientists are analysing the degradation behaviour of the material along the cycle and optimising the processes for removing impurities. Comprehensive tests have shown that a recyclate content of up to 70 per cent is realistic without compromising the quality of the components. An accompanying life cycle assessment confirms the successes: 15 per cent energy savings in production and 25 per cent less CO2 emissions through the use of recycled material.
Green-AL-Light
Reusing aluminium scrap in cars: Focus on recycling and material sorting
Funding duration:
Start
01.07.21
End
30.06.24
Markets:
Material:
Aluminium
Context
Sustainable lightweight materials are crucial to reducing the environmental impact of mobility and increasing resource efficiency in the industry. Manufacturers are increasingly using aluminium, especially in highly stressed components such as axle components, wheels, body structures or high-voltage battery housings, as it is significantly lighter than steel, for example, and can therefore significantly reduce CO2 emissions during the use phase. However, aluminium production is not only expensive, but also releases a lot of CO2.
One sustainable option is to recycle aluminium. The use of secondary aluminium is not only sustainable, it also pays off for companies. By analysing and optimising the digitalised process chain, the researchers are increasing cost efficiency, for example by adjusting the alloy composition or the forming processes. In this way, lightweight components based on secondary aluminium can be brought into widespread industrial use, for example in mid-range vehicles or aircraft.
Sustainable lightweight materials are crucial to reducing the environmental impact of mobility and increasing resource efficiency in the industry. Manufacturers are increasingly using aluminium, especially in highly stressed components such as axle components, wheels, body structures or high-voltage battery housings, as it is significantly lighter than steel, for example, and can therefore significantly reduce CO2 emissions during the use phase. However, aluminium production is not only expensive, but also releases a lot of CO2.
One sustainable option is to recycle aluminium. The use of secondary aluminium is not only sustainable, it also pays off for companies. By analysing and optimising the digitalised process chain, the researchers are increasing cost efficiency, for example by adjusting the alloy composition or the forming processes. In this way, lightweight components based on secondary aluminium can be brought into widespread industrial use, for example in mid-range vehicles or aircraft.
Purpose
In the Green-AL-Light research project, a broad-based consortium is investigating how aluminium from car scrap can be recycled and reused. To this end, the project partners are looking at the entire process chain, starting with the recycling of the cars and the sorting of the end-of-life (EoL) scrap materials. This is followed by the development and testing of new secondary wrought alloys, casting of the alloys with the highest possible secondary aluminium content, processing into components by extrusion and / or forging and testing for use in cars. To ensure that the holistic analysis is successful, the scientists are building up the individual steps in a cross-location and digitally networked manner. They cover all stages of the process chain. The interdisciplinary team aims to demonstrate that EoL material can also be used for highly stressed aluminium components and can be used cost-effectively.
In the Green-AL-Light research project, a broad-based consortium is investigating how aluminium from car scrap can be recycled and reused. To this end, the project partners are looking at the entire process chain, starting with the recycling of the cars and the sorting of the end-of-life (EoL) scrap materials. This is followed by the development and testing of new secondary wrought alloys, casting of the alloys with the highest possible secondary aluminium content, processing into components by extrusion and / or forging and testing for use in cars. To ensure that the holistic analysis is successful, the scientists are building up the individual steps in a cross-location and digitally networked manner. They cover all stages of the process chain. The interdisciplinary team aims to demonstrate that EoL material can also be used for highly stressed aluminium components and can be used cost-effectively.
Procedure
In order for the secondary aluminium to be reused, the EoL scrap must be reliably separated by type and alloy. To this end, the project team is further developing the sorting technology using the laser-induced breakdown spectroscopy (LIBS) process. Among other things, the project partners are investigating whether, and if so, in what quantity, previously undesirable by-elements are contained in the recycled material. This enables them to subsequently adapt and optimise the composition of the alloy.
By reusing EoL scrap in high-quality aluminium alloys, the material cycle is closed. This conserves resources and reduces CO2 emissions. Using the example of an aluminium forged wheel from Audi, the project partners calculate a potential saving of at least half the CO2 compared to a wheel made from primary aluminium. In addition, the increased use of secondary aluminium results in less waste that is problematic to dispose of, such as red mud.
In order for the secondary aluminium to be reused, the EoL scrap must be reliably separated by type and alloy. To this end, the project team is further developing the sorting technology using the laser-induced breakdown spectroscopy (LIBS) process. Among other things, the project partners are investigating whether, and if so, in what quantity, previously undesirable by-elements are contained in the recycled material. This enables them to subsequently adapt and optimise the composition of the alloy.
By reusing EoL scrap in high-quality aluminium alloys, the material cycle is closed. This conserves resources and reduces CO2 emissions. Using the example of an aluminium forged wheel from Audi, the project partners calculate a potential saving of at least half the CO2 compared to a wheel made from primary aluminium. In addition, the increased use of secondary aluminium results in less waste that is problematic to dispose of, such as red mud.
GUmProDig
Making cold forming more resource-efficient: digital in-process testing
Funding duration:
Start
01.05.21
End
31.12.24
Markets:
Material:
Aluminium, Magnesium, Steel, Titanium
Context
A large proportion of CO2 emissions are caused by industrial production. Optimised production processes - for example in automotive or mechanical engineering - therefore offer great potential for reducing emissions.
Forming technology, in which raw parts are specifically brought into a different shape without removing material, offers great advantages over conventional production processes, such as machining, in which material is removed from the raw part. In addition to significantly lower CO2 emissions, formed parts also have very good mechanical properties, which makes them more resistant to loads and thus enables smaller designs. Until now, the production of formed parts with tight tolerances has required solutions specially tailored to the components or processes. In order to bring such forming processes into widespread industrial use without special solutions, generally applicable test methods are needed that guarantee the required quality even at very high production cycles. This is where the GUmProDig research project comes in.
A large proportion of CO2 emissions are caused by industrial production. Optimised production processes - for example in automotive or mechanical engineering - therefore offer great potential for reducing emissions.
Forming technology, in which raw parts are specifically brought into a different shape without removing material, offers great advantages over conventional production processes, such as machining, in which material is removed from the raw part. In addition to significantly lower CO2 emissions, formed parts also have very good mechanical properties, which makes them more resistant to loads and thus enables smaller designs. Until now, the production of formed parts with tight tolerances has required solutions specially tailored to the components or processes. In order to bring such forming processes into widespread industrial use without special solutions, generally applicable test methods are needed that guarantee the required quality even at very high production cycles. This is where the GUmProDig research project comes in.
Purpose
The researchers' aim is to use digitalisation to make cold forming more energy-efficient as a manufacturing process and to significantly improve the accuracy and surface quality of formed parts. This makes it possible to replace energy- and material-intensive machining in many areas. The project partners have calculated that the switch to this more resource-efficient manufacturing process and the reduction in rejects due to the shortened start-up phase of the forming process thanks to inline testing technology will already save large amounts of CO2.
However, the researchers expect the greatest contribution to CO2 reduction to come at a later stage: thanks to the continuous inspection and marking-free identification of the components, costly and resource-intensive recalls - which are particularly common in the automotive industry - can be prevented. According to the project partners' forecasts, this should enable total CO2 savings of more than 600,000 tonnes per year.
The researchers' aim is to use digitalisation to make cold forming more energy-efficient as a manufacturing process and to significantly improve the accuracy and surface quality of formed parts. This makes it possible to replace energy- and material-intensive machining in many areas. The project partners have calculated that the switch to this more resource-efficient manufacturing process and the reduction in rejects due to the shortened start-up phase of the forming process thanks to inline testing technology will already save large amounts of CO2.
However, the researchers expect the greatest contribution to CO2 reduction to come at a later stage: thanks to the continuous inspection and marking-free identification of the components, costly and resource-intensive recalls - which are particularly common in the automotive industry - can be prevented. According to the project partners' forecasts, this should enable total CO2 savings of more than 600,000 tonnes per year.
Procedure
The project partners are developing an innovative free-fall inspection system for in-process testing of all manufactured components. The system enables them to precisely record many different quality parameters - such as geometry and surface quality. These parameters can be individually assigned to individual components together with other process monitoring data.
The components are transported individually, but without pre-orientation, via a conveyor belt into a measuring sphere and recorded in free fall from all directions using 16 cameras. Various image processing algorithms, some of which are AI-based, inspect the parts at up to three parts per second with an accuracy of a few micrometres. The project team also uses the individual surface structure of the parts at a defined point as a fingerprint, which can be used to trace them later.
The project partners are developing an innovative free-fall inspection system for in-process testing of all manufactured components. The system enables them to precisely record many different quality parameters - such as geometry and surface quality. These parameters can be individually assigned to individual components together with other process monitoring data.
The components are transported individually, but without pre-orientation, via a conveyor belt into a measuring sphere and recorded in free fall from all directions using 16 cameras. Various image processing algorithms, some of which are AI-based, inspect the parts at up to three parts per second with an accuracy of a few micrometres. The project team also uses the individual surface structure of the parts at a defined point as a fingerprint, which can be used to trace them later.
HyConnect
Producing components in a resource-saving way: with forming technology and 3D printing
Funding duration:
Start
01.11.20
End
31.07.24
Markets:
Material:
Steel
Context
Industrial companies need to make their manufacturing processes more efficient, resource-saving and environmentally friendly. At the same time, there is a growing demand for lightweight components that reduce the weight of machines and vehicles and thus save energy.
However, many conventional manufacturing methods consume large amounts of energy and material. Highly resilient components are often produced in several complex steps that require high temperatures and long processing times. This leads to high resource consumption and considerable CO2 emissions. In addition, conventional processes waste a lot of material because components are often milled or cut from solid raw material.
This is where the HyConnect research project comes in. The researchers are combining forming technology with additive manufacturing to produce high-performance lightweight components using less energy and material. Instead of removing excess material, they use materials only where they are needed. This saves resources and makes production more sustainable.
Industrial companies need to make their manufacturing processes more efficient, resource-saving and environmentally friendly. At the same time, there is a growing demand for lightweight components that reduce the weight of machines and vehicles and thus save energy.
However, many conventional manufacturing methods consume large amounts of energy and material. Highly resilient components are often produced in several complex steps that require high temperatures and long processing times. This leads to high resource consumption and considerable CO2 emissions. In addition, conventional processes waste a lot of material because components are often milled or cut from solid raw material.
This is where the HyConnect research project comes in. The researchers are combining forming technology with additive manufacturing to produce high-performance lightweight components using less energy and material. Instead of removing excess material, they use materials only where they are needed. This saves resources and makes production more sustainable.
Purpose
The project team is developing a hybrid manufacturing method that combines the advantages of forming technology and additive manufacturing. While forming processes are characterised by high material and energy efficiency, additive manufacturing enables flexible and precise adaptation of component properties. The combination of both processes results in components that require fewer resources.
The focus is on the development of a barrel sleeve that has to withstand high mechanical loads. Until now, this component has been produced in several energy-intensive steps. The research team is pursuing a new approach: using laser powder deposition welding (LPAS), the researchers want to apply wear-resistant layers in a targeted manner in order to improve the material properties locally. One particular advantage is the in-situ alloy formation, which allows them to adjust the material composition during production. This eliminates the need for subsequent heat treatment, which normally requires high temperatures and a lot of energy.
The researchers also rely on digital process monitoring. It controls production in real time so that machines react immediately to deviations. This not only improves the quality of the components, but also increases the efficiency of the entire value chain.
The project team is developing a hybrid manufacturing method that combines the advantages of forming technology and additive manufacturing. While forming processes are characterised by high material and energy efficiency, additive manufacturing enables flexible and precise adaptation of component properties. The combination of both processes results in components that require fewer resources.
The focus is on the development of a barrel sleeve that has to withstand high mechanical loads. Until now, this component has been produced in several energy-intensive steps. The research team is pursuing a new approach: using laser powder deposition welding (LPAS), the researchers want to apply wear-resistant layers in a targeted manner in order to improve the material properties locally. One particular advantage is the in-situ alloy formation, which allows them to adjust the material composition during production. This eliminates the need for subsequent heat treatment, which normally requires high temperatures and a lot of energy.
The researchers also rely on digital process monitoring. It controls production in real time so that machines react immediately to deviations. This not only improves the quality of the components, but also increases the efficiency of the entire value chain.
Procedure
First, the researchers test how additively applied structures can be moulded and which material properties are created in the process. They then produce a demonstrator sleeve with specifically reinforced wear areas. They use new material models to precisely predict the behaviour of the material during forming.
Another focus is on process monitoring and digitalisation. A blockchain-based data platform documents all production steps in a tamper-proof manner and enables data to be shared across companies. This allows production processes to be traced back precisely and optimised in a targeted manner. The continuous synchronisation of process parameters reduces waste and the researchers increase resource efficiency.
At the end of the project, the team will test the new production method under real-life conditions. The results are not only interesting for the automotive industry, but also for other sectors that require sustainable and high-performance components - from aviation to mechanical engineering.
First, the researchers test how additively applied structures can be moulded and which material properties are created in the process. They then produce a demonstrator sleeve with specifically reinforced wear areas. They use new material models to precisely predict the behaviour of the material during forming.
Another focus is on process monitoring and digitalisation. A blockchain-based data platform documents all production steps in a tamper-proof manner and enables data to be shared across companies. This allows production processes to be traced back precisely and optimised in a targeted manner. The continuous synchronisation of process parameters reduces waste and the researchers increase resource efficiency.
At the end of the project, the team will test the new production method under real-life conditions. The results are not only interesting for the automotive industry, but also for other sectors that require sustainable and high-performance components - from aviation to mechanical engineering.
HyDuty
Utilising hybrid materials: Lightweight trunk floors for commercial vehicles
Funding duration:
Start
01.06.21
End
30.11.23
Markets:
Material:
Glass fibres, Thermoplastics, Glass-fiber reinforced plastics (GFRP)
Context
Lightweight construction is one of the key technologies for sustainably reducing CO2 emissions in the transport sector. It offers enormous potential, particularly in the area of light commercial vehicles, which make up two thirds of the vehicle fleets in the courier, express and parcel service (CEP) sector. The floor of such vehicles often consists of numerous individual parts made of heavier materials such as wood or metal. This construction method is not only costly and time-consuming, but also difficult to optimise.
One challenge is the use of modern materials such as glass fibre reinforced plastics. Although these materials are light and resilient, they require special processing and manufacturing techniques to make them usable for vehicle construction. The integration of functional elements such as lashing points or screw connections poses additional technical challenges. This is where the HyDuty research project comes in, with the aim of overcoming these hurdles through innovative approaches.
Lightweight construction is one of the key technologies for sustainably reducing CO2 emissions in the transport sector. It offers enormous potential, particularly in the area of light commercial vehicles, which make up two thirds of the vehicle fleets in the courier, express and parcel service (CEP) sector. The floor of such vehicles often consists of numerous individual parts made of heavier materials such as wood or metal. This construction method is not only costly and time-consuming, but also difficult to optimise.
One challenge is the use of modern materials such as glass fibre reinforced plastics. Although these materials are light and resilient, they require special processing and manufacturing techniques to make them usable for vehicle construction. The integration of functional elements such as lashing points or screw connections poses additional technical challenges. This is where the HyDuty research project comes in, with the aim of overcoming these hurdles through innovative approaches.
Purpose
The HyDuty project aims to develop a new box body floor assembly for light commercial vehicles. This floor is made from glass fibre reinforced plastics and hybrid materials. The modular design allows flexible adaptation to different vehicle types. The integral design takes centre stage: It combines the substructure and floor panel in one compact unit.
This eliminates many assembly steps, saving time and costs. In addition to material savings, the focus is on reducing CO2 emissions over the entire service life of the vehicles - from production and operation through to recycling. The project aims to show that lightweight construction can simultaneously reduce weight, emissions and costs without compromising functionality.
The HyDuty project aims to develop a new box body floor assembly for light commercial vehicles. This floor is made from glass fibre reinforced plastics and hybrid materials. The modular design allows flexible adaptation to different vehicle types. The integral design takes centre stage: It combines the substructure and floor panel in one compact unit.
This eliminates many assembly steps, saving time and costs. In addition to material savings, the focus is on reducing CO2 emissions over the entire service life of the vehicles - from production and operation through to recycling. The project aims to show that lightweight construction can simultaneously reduce weight, emissions and costs without compromising functionality.
Procedure
The project team first defines the requirements for the floor assembly. Data from simulations and real test drives are incorporated in order to map the typical loads that a CEP vehicle is subjected to on a daily basis. On this basis, prototypes are created which are manufactured from glass fibre reinforced plastics using the extrusion process.
This process makes it possible to integrate functional elements such as lashing points or fastening elements directly in a single production step. This is followed by validation: the structure is tested on a test bench and in real-life use. The team checks whether the simulated loads correspond to the real loads. The results are used to optimise the design and manufacturing processes.
The project team first defines the requirements for the floor assembly. Data from simulations and real test drives are incorporated in order to map the typical loads that a CEP vehicle is subjected to on a daily basis. On this basis, prototypes are created which are manufactured from glass fibre reinforced plastics using the extrusion process.
This process makes it possible to integrate functional elements such as lashing points or fastening elements directly in a single production step. This is followed by validation: the structure is tested on a test bench and in real-life use. The team checks whether the simulated loads correspond to the real loads. The results are used to optimise the design and manufacturing processes.
I-Detekt
Automatically detect damage: intelligent battery protection system for electric cars
Funding duration:
Start
01.12.20
End
30.11.23
Markets:
Material:
Laminates
Context
For the energy transition to succeed in the long term, it is crucial to gradually electrify the transport sector. One of the biggest obstacles is currently the comparatively short range of electric vehicles. Lightweight construction offers considerable potential here, as it can help to reduce the moving masses and thus increase the vehicle range.
The battery protection structure of an electric vehicle is located underneath the traction battery and protects it from mechanical loads such as stones thrown up from the road. Up to now, it has usually been made of thick-walled aluminium, steel or titanium and is therefore heavy and expensive.
In addition, there is currently no way to automatically determine the extent of damage after a mechanical load without removing components, meaning that a visit to the workshop and possibly a replacement of the entire structure may be necessary even on mere suspicion.
For the energy transition to succeed in the long term, it is crucial to gradually electrify the transport sector. One of the biggest obstacles is currently the comparatively short range of electric vehicles. Lightweight construction offers considerable potential here, as it can help to reduce the moving masses and thus increase the vehicle range.
The battery protection structure of an electric vehicle is located underneath the traction battery and protects it from mechanical loads such as stones thrown up from the road. Up to now, it has usually been made of thick-walled aluminium, steel or titanium and is therefore heavy and expensive.
In addition, there is currently no way to automatically determine the extent of damage after a mechanical load without removing components, meaning that a visit to the workshop and possibly a replacement of the entire structure may be necessary even on mere suspicion.
Purpose
In the I-Detekt project, the project partners want to develop an intelligent battery protection system for electric vehicles that automatically recognises damage to the battery protection structure, but also to the battery itself.
The project team wants to develop a battery protection structure made of a glass fibre-reinforced plastic with integrated sensors. The latter should automatically recognise and classify relevant damage. Thanks to the lower component weight, resources can be saved both during production and throughout the entire utilisation cycle. The integrated sensor technology also leads to further significant savings in material resources, as the battery protection and the battery itself only need to be replaced if there is actually a defect.
In the I-Detekt project, the project partners want to develop an intelligent battery protection system for electric vehicles that automatically recognises damage to the battery protection structure, but also to the battery itself.
The project team wants to develop a battery protection structure made of a glass fibre-reinforced plastic with integrated sensors. The latter should automatically recognise and classify relevant damage. Thanks to the lower component weight, resources can be saved both during production and throughout the entire utilisation cycle. The integrated sensor technology also leads to further significant savings in material resources, as the battery protection and the battery itself only need to be replaced if there is actually a defect.
Procedure
The team wants to test and verify the structures both virtually - using digital twins - and experimentally in order to enable subsequent industrial series production. This is made possible by the broad technical composition of the consortium across the entire supply chain. In the future, the intelligent battery protection system should also be transferable to other sectors and applications, such as rail vehicles or mechanical and plant engineering.
The project partners anticipate potential greenhouse gas savings of up to 440,000 tonnes of CO2 equivalent. This calculation is based on the VW Group's annual production of electric vehicles from 2025 onwards, with an average mileage of 200,000 kilometres.
The research result shows that the detection of damage levels via the underbody protection system is possible in principle. The technical challenges such as component complexity and differentiation of the damage stages now need to be clarified in more detail, as do the potential economic and ecological issues.
The team wants to test and verify the structures both virtually - using digital twins - and experimentally in order to enable subsequent industrial series production. This is made possible by the broad technical composition of the consortium across the entire supply chain. In the future, the intelligent battery protection system should also be transferable to other sectors and applications, such as rail vehicles or mechanical and plant engineering.
The project partners anticipate potential greenhouse gas savings of up to 440,000 tonnes of CO2 equivalent. This calculation is based on the VW Group's annual production of electric vehicles from 2025 onwards, with an average mileage of 200,000 kilometres.
The research result shows that the detection of damage levels via the underbody protection system is possible in principle. The technical challenges such as component complexity and differentiation of the damage stages now need to be clarified in more detail, as do the potential economic and ecological issues.
InDrutec-E
Optimising die casting for electric cars: with innovative aluminium alloys and magnesium
Funding duration:
Start
01.01.21
End
31.12.23
Markets:
Material:
Aluminium, Magnesium
Context
Since the beginning of motorised transport, cast components have been an elementary component of vehicle technology. German foundries lead the global market with their highly developed die-cast parts for combustion engines, transmissions and structural components. In order to secure this technological leadership in the face of the electromobility transition, companies must now optimise their materials and processes for use in electric cars. To this end, the project team is utilising various lightweight construction technologies along the value chain. The partners cover the entire automotive production process - from material, component and process development to supply and use in the car.
Since the beginning of motorised transport, cast components have been an elementary component of vehicle technology. German foundries lead the global market with their highly developed die-cast parts for combustion engines, transmissions and structural components. In order to secure this technological leadership in the face of the electromobility transition, companies must now optimise their materials and processes for use in electric cars. To this end, the project team is utilising various lightweight construction technologies along the value chain. The partners cover the entire automotive production process - from material, component and process development to supply and use in the car.
Purpose
The project partners want to optimise the materials, construction methods and die casting processes so that components can be produced with lower weight, lower costs, improved quality and reduced CO2 emissions. On the one hand, the project team is developing new aluminium die-casting alloys with a high proportion of recycled material, which exhibit the required properties directly after die-casting without any further process steps. These innovative alloys have better mechanical properties, make the components lighter and do not require energy and cost-intensive heat treatment. Compared to conventional aluminium solutions, they make components up to 20 percent lighter, which also saves costs and CO2 emissions in the application.
The researchers also want to develop magnesium die-cast parts for the electric drivetrain. Magnesium is not only lighter than other metals, but also has significantly better damping properties, which are advantageous in the electric drivetrain to reduce disturbing noises.
The project partners want to optimise the materials, construction methods and die casting processes so that components can be produced with lower weight, lower costs, improved quality and reduced CO2 emissions. On the one hand, the project team is developing new aluminium die-casting alloys with a high proportion of recycled material, which exhibit the required properties directly after die-casting without any further process steps. These innovative alloys have better mechanical properties, make the components lighter and do not require energy and cost-intensive heat treatment. Compared to conventional aluminium solutions, they make components up to 20 percent lighter, which also saves costs and CO2 emissions in the application.
The researchers also want to develop magnesium die-cast parts for the electric drivetrain. Magnesium is not only lighter than other metals, but also has significantly better damping properties, which are advantageous in the electric drivetrain to reduce disturbing noises.
Procedure
For the casting of magnesium components, the project team is endeavouring to raise the component quality in the cold chamber die casting process to the level of today's hot chamber processes by using so-called vacural technology. This makes it possible to produce highly stressed or large magnesium components with low reject rates and very good material properties.
The researchers are combining their findings in the construction of a representative part from the electric drive train. For example, they are developing the bearing cover of a gearbox module, which is ideally suited to demonstrating the improved mechanical properties with its bearing seats and diverse local stiffening ribs. Thermal conductivity and vibration damping also play a major role here. The gearbox cover is developed, manufactured and tested as a variant made of secondary aluminium and magnesium. The application with its material variants is selected so that the research team can transfer the knowledge gained to other components of the electric drivetrain or the vehicle structure.
For the casting of magnesium components, the project team is endeavouring to raise the component quality in the cold chamber die casting process to the level of today's hot chamber processes by using so-called vacural technology. This makes it possible to produce highly stressed or large magnesium components with low reject rates and very good material properties.
The researchers are combining their findings in the construction of a representative part from the electric drive train. For example, they are developing the bearing cover of a gearbox module, which is ideally suited to demonstrating the improved mechanical properties with its bearing seats and diverse local stiffening ribs. Thermal conductivity and vibration damping also play a major role here. The gearbox cover is developed, manufactured and tested as a variant made of secondary aluminium and magnesium. The application with its material variants is selected so that the research team can transfer the knowledge gained to other components of the electric drivetrain or the vehicle structure.
Infinity
Recycling carbon fibre-reinforced plastics: raw materials for lightweight construction
Funding duration:
Start
01.01.21
End
30.06.23
Markets:
Material:
Carbon fibres, Thermoplastics, Others (Tapes), Carbon-fiber reinforced plastics (CFRP)
Context
Carbon fibre reinforced plastics (CFRP) are important materials for many lightweight construction solutions, as they offer high strength and rigidity with low weight. However, the production of carbon fibres is energy and resource-intensive and emits large amounts of CO2. It also generates a great deal of production waste, as up to 40 per cent of the material is disposed of as offcuts or rejects during production. At the same time, this waste and CFRP components are often not recycled at the end of their product life cycle, but instead landfilled or incinerated - an environmentally damaging process that leaves valuable raw materials unused. In order to increase the recycling rate of CFRP, provide high-quality secondary raw materials and establish a closed material cycle for CFRP, new recycling technologies must be developed. This is where the scientists in the Infinity research project come in.
Carbon fibre reinforced plastics (CFRP) are important materials for many lightweight construction solutions, as they offer high strength and rigidity with low weight. However, the production of carbon fibres is energy and resource-intensive and emits large amounts of CO2. It also generates a great deal of production waste, as up to 40 per cent of the material is disposed of as offcuts or rejects during production. At the same time, this waste and CFRP components are often not recycled at the end of their product life cycle, but instead landfilled or incinerated - an environmentally damaging process that leaves valuable raw materials unused. In order to increase the recycling rate of CFRP, provide high-quality secondary raw materials and establish a closed material cycle for CFRP, new recycling technologies must be developed. This is where the scientists in the Infinity research project come in.
Purpose
The research team is pursuing the goal of recycling CFRP sustainably and economically and drastically reducing the use of primary material. To this end, the researchers are establishing a closed-loop system in which recycled carbon fibres (rCF) are recovered from CFRP waste and processed into semi-finished textile products. These materials should offer the same mechanical properties as primary material - but with a fraction of the energy and resource input. Using specially developed technologies, the researchers want to recycle not only the fibre itself, but also the pyrolysis oil - a by-product of the recycling process. With this holistic approach, the team aims to significantly reduce CO2 emissions along the entire process chain. The materials produced are not only more environmentally friendly, but also cost-efficient, which enables their broad application in various industries, such as aviation, automotive engineering and wind turbine construction.
The research team is pursuing the goal of recycling CFRP sustainably and economically and drastically reducing the use of primary material. To this end, the researchers are establishing a closed-loop system in which recycled carbon fibres (rCF) are recovered from CFRP waste and processed into semi-finished textile products. These materials should offer the same mechanical properties as primary material - but with a fraction of the energy and resource input. Using specially developed technologies, the researchers want to recycle not only the fibre itself, but also the pyrolysis oil - a by-product of the recycling process. With this holistic approach, the team aims to significantly reduce CO2 emissions along the entire process chain. The materials produced are not only more environmentally friendly, but also cost-efficient, which enables their broad application in various industries, such as aviation, automotive engineering and wind turbine construction.
Procedure
The project team is initially developing a new type of pyrolysis pilot plant in which recycled carbon fibres are recovered in high quality and the resulting pyrolysis oil is processed for material recycling. At the same time, the researchers are developing a textile processing line that converts CFRP waste into high-quality intermediate products in the form of unidirectional tapes. They are testing these materials in industrial processes to prove their suitability for high-performance applications. With an accompanying life cycle analysis, the scientists are also ensuring that the targeted CO2 savings are measurable.
The developed Infinity tapes achieve around 88 per cent of the tensile strength and modulus of elasticity - this value indicates how much a material deforms under tension - of a comparable new fibre product. In addition, the life cycle analysis shows a reduction in greenhouse gas potential of up to 66 per cent depending on the choice of recycled fibre. The project thus makes an important contribution to the genuine substitution of new fibre CFRP instead of downcycling to weakly oriented materials and the associated loss of mechanical properties.
The project team is initially developing a new type of pyrolysis pilot plant in which recycled carbon fibres are recovered in high quality and the resulting pyrolysis oil is processed for material recycling. At the same time, the researchers are developing a textile processing line that converts CFRP waste into high-quality intermediate products in the form of unidirectional tapes. They are testing these materials in industrial processes to prove their suitability for high-performance applications. With an accompanying life cycle analysis, the scientists are also ensuring that the targeted CO2 savings are measurable.
The developed Infinity tapes achieve around 88 per cent of the tensile strength and modulus of elasticity - this value indicates how much a material deforms under tension - of a comparable new fibre product. In addition, the life cycle analysis shows a reduction in greenhouse gas potential of up to 66 per cent depending on the choice of recycled fibre. The project thus makes an important contribution to the genuine substitution of new fibre CFRP instead of downcycling to weakly oriented materials and the associated loss of mechanical properties.
KANAL
Keeping aluminium in the cycle: pure new scrap processing with laser spectroscopy
Funding duration:
Start
01.05.23
Today
09.03.25
End
30.04.26
Markets:
Material:
Aluminium
Context
Aluminium is a key material for many industries, particularly in automotive engineering. However, its production is energy-intensive and global demand is constantly increasing. Recycling can lower the demand for primary aluminium and significantly reduce CO2 emissions. However, existing aluminium recycling processes are reaching their limits: The recycling of new aluminium scrap - i.e. waste generated during production - from the automotive industry into high-quality alloys is particularly challenging. For example, when stamping body and structural components, 30 to 50 per cent of the aluminium used accumulates as scrap. Many of these scraps are currently mixed together. As the different alloys used are very similar in terms of appearance and density, it has not been possible to separate them efficiently, meaning that they are no longer used for demanding applications. As a result, they flow into lower-quality products. At the same time, large quantities of new aluminium scrap are exported instead of being reused in Germany. This is where the KANAL research project comes in with the development of a closed recycling process chain.
Aluminium is a key material for many industries, particularly in automotive engineering. However, its production is energy-intensive and global demand is constantly increasing. Recycling can lower the demand for primary aluminium and significantly reduce CO2 emissions. However, existing aluminium recycling processes are reaching their limits: The recycling of new aluminium scrap - i.e. waste generated during production - from the automotive industry into high-quality alloys is particularly challenging. For example, when stamping body and structural components, 30 to 50 per cent of the aluminium used accumulates as scrap. Many of these scraps are currently mixed together. As the different alloys used are very similar in terms of appearance and density, it has not been possible to separate them efficiently, meaning that they are no longer used for demanding applications. As a result, they flow into lower-quality products. At the same time, large quantities of new aluminium scrap are exported instead of being reused in Germany. This is where the KANAL research project comes in with the development of a closed recycling process chain.
Purpose
The project team is working on establishing an efficient recycling system for mixed new aluminium scrap. The participants want to sort and recycle scrap from automotive production in such a way that it can be reused for high-quality lightweight construction applications in production - for example for body and structural parts. The researchers are using the innovative LIPS technology (laser-induced plasma spectroscopy) for this purpose, which can be used to precisely identify and separate different aluminium alloys. In addition to developing the technology, the researchers are also investigating the economic potential and possible CO2 savings of the process. They are also investigating how the approach can be transferred to other sectors such as aviation or construction.
The project team is working on establishing an efficient recycling system for mixed new aluminium scrap. The participants want to sort and recycle scrap from automotive production in such a way that it can be reused for high-quality lightweight construction applications in production - for example for body and structural parts. The researchers are using the innovative LIPS technology (laser-induced plasma spectroscopy) for this purpose, which can be used to precisely identify and separate different aluminium alloys. In addition to developing the technology, the researchers are also investigating the economic potential and possible CO2 savings of the process. They are also investigating how the approach can be transferred to other sectors such as aviation or construction.
Procedure
In order to enable a closed recycling chain, the researchers first analyse the requirements along the entire process - from scrap generation to sorting and recycling. They then test and optimise the LIPS technology in a demonstration plant under real conditions. In doing so, they work with industrial material flows to ensure practical applicability. The system uses 3D object recognition to determine and precisely analyse the shape, height and position of the material. Even overlapping or irregularly shaped aluminium parts can be precisely identified and sorted. As a result, the system achieves a sorting accuracy of over 95 per cent, allowing the aluminium to be reused without any loss of quality.
At the same time, the team is evaluating the ecological and economic impact of the process in order to make it sustainable and marketable in the long term. Finally, the researchers are investigating how the technology can also be utilised for other industries. The aim is to further develop the recycling process so that high-quality aluminium can be recycled in the future in a way that conserves resources.
In order to enable a closed recycling chain, the researchers first analyse the requirements along the entire process - from scrap generation to sorting and recycling. They then test and optimise the LIPS technology in a demonstration plant under real conditions. In doing so, they work with industrial material flows to ensure practical applicability. The system uses 3D object recognition to determine and precisely analyse the shape, height and position of the material. Even overlapping or irregularly shaped aluminium parts can be precisely identified and sorted. As a result, the system achieves a sorting accuracy of over 95 per cent, allowing the aluminium to be reused without any loss of quality.
At the same time, the team is evaluating the ecological and economic impact of the process in order to make it sustainable and marketable in the long term. Finally, the researchers are investigating how the technology can also be utilised for other industries. The aim is to further develop the recycling process so that high-quality aluminium can be recycled in the future in a way that conserves resources.
LaLoVak
igh-strength aluminium alloys in car manufacturing: Laser beam welding in localised vacuum
Funding duration:
Start
01.04.21
End
31.12.23
Markets:
Material:
Aluminium
Context
Lightweight construction is an important building block for more climate-friendly mobility. Aluminium in particular offers great potential as a material for lowering the weight of vehicles and thus reducing CO2 emissions. Aluminium alloys are already being used successfully in automotive engineering, for example in body parts and chassis. However, one of the strongest aluminium alloys, EN AW 7075, which has strengths comparable to high-quality steels, could not be processed until now as it tends to form hot cracks and pores when welded using conventional techniques. This is where the research team in the LaLoVak project comes in.
Lightweight construction is an important building block for more climate-friendly mobility. Aluminium in particular offers great potential as a material for lowering the weight of vehicles and thus reducing CO2 emissions. Aluminium alloys are already being used successfully in automotive engineering, for example in body parts and chassis. However, one of the strongest aluminium alloys, EN AW 7075, which has strengths comparable to high-quality steels, could not be processed until now as it tends to form hot cracks and pores when welded using conventional techniques. This is where the research team in the LaLoVak project comes in.
Purpose
The aim of the project team is to develop a new type of joining technology: laser beam welding with localised vacuum (LaVa). With this method, the previously unprocessable EN AW 7075 alloy is to be utilised in automotive construction in order to enable lighter and at the same time more resilient components. The process is intended to improve weld seam quality, save material and energy in production and significantly reduce CO2 emissions.
The researchers are working on a welding gun that only generates a localised vacuum at the welding point. This makes it possible to process high-strength aluminium alloys without the need for large and cost-intensive vacuum chambers. Thanks to the compact and efficient design of the tool, even large-volume and complex components, such as those used in car body construction, can be processed economically.
The aim of the project team is to develop a new type of joining technology: laser beam welding with localised vacuum (LaVa). With this method, the previously unprocessable EN AW 7075 alloy is to be utilised in automotive construction in order to enable lighter and at the same time more resilient components. The process is intended to improve weld seam quality, save material and energy in production and significantly reduce CO2 emissions.
The researchers are working on a welding gun that only generates a localised vacuum at the welding point. This makes it possible to process high-strength aluminium alloys without the need for large and cost-intensive vacuum chambers. Thanks to the compact and efficient design of the tool, even large-volume and complex components, such as those used in car body construction, can be processed economically.
Procedure
At the start of the project, the researchers are analysing the EN AW 7075 alloy to determine its properties and suitable welding parameters for pore-free and crack-free processing. At the same time, the team is developing a prototype welding gun with innovative sealing systems and optical protection components that ensure stable vacuum generation.
The researchers are continuously testing and improving the technology in order to further increase weld seam quality and energy efficiency. One important step is the integration of the welding gun into a robot-supported system that allows flexible and practical use on an industrial scale.
At the end of the project, the team will further develop the local vacuum system into a product that demonstrates the application of the technology on realistic car body parts such as doors or pillars. An important goal in product development is a short evacuation time, which is reduced to less than 1.5 seconds through consistent optimisation. The researchers are thus providing a basis for series production and demonstrating potential for industrial use.
At the start of the project, the researchers are analysing the EN AW 7075 alloy to determine its properties and suitable welding parameters for pore-free and crack-free processing. At the same time, the team is developing a prototype welding gun with innovative sealing systems and optical protection components that ensure stable vacuum generation.
The researchers are continuously testing and improving the technology in order to further increase weld seam quality and energy efficiency. One important step is the integration of the welding gun into a robot-supported system that allows flexible and practical use on an industrial scale.
At the end of the project, the team will further develop the local vacuum system into a product that demonstrates the application of the technology on realistic car body parts such as doors or pillars. An important goal in product development is a short evacuation time, which is reduced to less than 1.5 seconds through consistent optimisation. The researchers are thus providing a basis for series production and demonstrating potential for industrial use.
LeKkA
Building plastic gearboxes more efficiently: thanks to new standardised test methods
Funding duration:
Start
01.01.21
End
31.03.24
Markets:
Material:
Carbon fibres, Thermoplastics, Steel, Carbon-fiber reinforced plastics (CFRP)
Context
Plastic gears with intersecting axes are a key technology in numerous applications such as e-bikes, industrial robots and medical technology. They enable precise movements and save energy thanks to their low weight. Nevertheless, there is a lack of scientific data on their behaviour under load. In particular, there are no standardised findings on load-bearing capacity, efficiency and wear behaviour.
Companies have therefore had to rely on conservative assumptions, which has often led to oversized components. At the same time, the potential for material and weight savings was not fully utilised. In view of increasing demands for efficiency and sustainability, there is an urgent need to deepen the scientific understanding of these gears and optimise their performance.
Plastic gears with intersecting axes are a key technology in numerous applications such as e-bikes, industrial robots and medical technology. They enable precise movements and save energy thanks to their low weight. Nevertheless, there is a lack of scientific data on their behaviour under load. In particular, there are no standardised findings on load-bearing capacity, efficiency and wear behaviour.
Companies have therefore had to rely on conservative assumptions, which has often led to oversized components. At the same time, the potential for material and weight savings was not fully utilised. In view of increasing demands for efficiency and sustainability, there is an urgent need to deepen the scientific understanding of these gears and optimise their performance.
Purpose
This is where the LeKkA research project comes in. The aim is to fundamentally improve the design and utilisation of these drive components. To this end, the project team is developing new test methods that precisely record load-bearing capacity and wear.
The focus is on the material pairing PEEK/PEEK, which is characterised by high temperature resistance, low friction and excellent wear properties. The researchers want to significantly reduce the weight of the gears without compromising their performance. This should enable companies to realise resource-saving and high-performance drives for demanding applications in the future.
This is where the LeKkA research project comes in. The aim is to fundamentally improve the design and utilisation of these drive components. To this end, the project team is developing new test methods that precisely record load-bearing capacity and wear.
The focus is on the material pairing PEEK/PEEK, which is characterised by high temperature resistance, low friction and excellent wear properties. The researchers want to significantly reduce the weight of the gears without compromising their performance. This should enable companies to realise resource-saving and high-performance drives for demanding applications in the future.
Procedure
The researchers are systematically investigating the load-bearing capacity and wear behaviour of plastic gears in laboratory tests. They are developing a standardised test procedure that delivers reproducible results under different load and temperature conditions.
In addition, the project team is developing a theoretical model that describes the complex interactions between tooth geometry, material properties and operating conditions. This model makes it possible to precisely dimension gears and optimise their efficiency. The experimental results showed that PEEK/PEEK pairings have the potential to significantly improve previous material utilisation.
The knowledge gained creates a reliable basis for the development of lighter, more efficient drive systems and at the same time reduces material consumption and the carbon footprint.
The researchers are systematically investigating the load-bearing capacity and wear behaviour of plastic gears in laboratory tests. They are developing a standardised test procedure that delivers reproducible results under different load and temperature conditions.
In addition, the project team is developing a theoretical model that describes the complex interactions between tooth geometry, material properties and operating conditions. This model makes it possible to precisely dimension gears and optimise their efficiency. The experimental results showed that PEEK/PEEK pairings have the potential to significantly improve previous material utilisation.
The knowledge gained creates a reliable basis for the development of lighter, more efficient drive systems and at the same time reduces material consumption and the carbon footprint.
LESSMAT
Making trains and ships lighter: Force flow-optimised, automated differential structures
Funding duration:
Start
01.06.21
End
31.07.24
Markets:
Material:
Aluminium, Steel
Context
Rail vehicles and cruise ships have the largest single mass in their bodyshell structures. Reducing this mass offers enormous potential for saving energy and CO2. A lightweight construction system that reduces this mass by 20 per cent can significantly reduce energy requirements. At the same time, both industries face the challenge that sustainable solutions must remain economically viable.
It is therefore necessary to implement lightweight construction measures not only in design, but also in production without incurring additional costs. Automated manufacturing processes play a key role in reducing costs and making production more efficient. This is where the LESSMAT research project comes in.
Rail vehicles and cruise ships have the largest single mass in their bodyshell structures. Reducing this mass offers enormous potential for saving energy and CO2. A lightweight construction system that reduces this mass by 20 per cent can significantly reduce energy requirements. At the same time, both industries face the challenge that sustainable solutions must remain economically viable.
It is therefore necessary to implement lightweight construction measures not only in design, but also in production without incurring additional costs. Automated manufacturing processes play a key role in reducing costs and making production more efficient. This is where the LESSMAT research project comes in.
Purpose
At LESSMAT, the team is developing a cross-industry lightweight construction system that maximises local material utilisation while reducing production costs. The researchers are focussing on assemblies that are used in both industries, such as side walls, roofs and underbodies for rail vehicles or deck sections and walls for cruise ships. The designs are based on the differential construction method, in which sheet metal is combined with stiffening elements. The aim is to achieve maximum strength and rigidity with minimum use of material.
At the same time, the project team is developing automated production processes that take into account small batch sizes and a wide range of variants. A central task is the integration of digital tools in order to transfer design data directly to production. The project thus not only creates lighter and at the same time more resilient components, but also cost-efficient production.
At LESSMAT, the team is developing a cross-industry lightweight construction system that maximises local material utilisation while reducing production costs. The researchers are focussing on assemblies that are used in both industries, such as side walls, roofs and underbodies for rail vehicles or deck sections and walls for cruise ships. The designs are based on the differential construction method, in which sheet metal is combined with stiffening elements. The aim is to achieve maximum strength and rigidity with minimum use of material.
At the same time, the project team is developing automated production processes that take into account small batch sizes and a wide range of variants. A central task is the integration of digital tools in order to transfer design data directly to production. The project thus not only creates lighter and at the same time more resilient components, but also cost-efficient production.
Procedure
The project team is working on three core areas. Firstly, the researchers are developing a design that enables greater local material utilisation. For example, bionic structures, optimised use of materials and partially differential assemblies allow them to significantly reduce the mass of the flat assemblies. Secondly, an automation solution is being created that takes over the production steps such as feeding, positioning, joining and testing. The aim is to adapt these processes to the requirements of small production batches, i.e. production batches with low quantities, while at the same time ensuring a high degree of flexibility for different variants.
Thirdly, the researchers are linking digital technologies with design. Simulation methods such as the finite element method (FEM) test the automation capability of the construction method as early as the design phase. The digital link also enables the seamless transfer of design data to production. The technologies developed are checked and optimised in real tests.
The project team is working on three core areas. Firstly, the researchers are developing a design that enables greater local material utilisation. For example, bionic structures, optimised use of materials and partially differential assemblies allow them to significantly reduce the mass of the flat assemblies. Secondly, an automation solution is being created that takes over the production steps such as feeding, positioning, joining and testing. The aim is to adapt these processes to the requirements of small production batches, i.e. production batches with low quantities, while at the same time ensuring a high degree of flexibility for different variants.
Thirdly, the researchers are linking digital technologies with design. Simulation methods such as the finite element method (FEM) test the automation capability of the construction method as early as the design phase. The digital link also enables the seamless transfer of design data to production. The technologies developed are checked and optimised in real tests.
LE²GRO
Building fertiliser spreaders more sustainably: lightweight and modular support structure
Funding duration:
Start
01.01.21
End
30.04.24
Markets:
Material:
Others (Multi-material composite)
Context
The growing global demand for food and renewable raw materials requires increasingly intensive farming. This is accompanied by problems such as increasing soil compaction, which is also caused by increasingly heavy machinery. Conventional fertiliser spreader booms made of stainless steel structures are already so optimised in their lightweight steel construction that no major weight savings are possible. With innovative technologies and new material approaches, lightweight construction can help to make machines lighter and more efficient and thus make agriculture more sustainable.
The growing global demand for food and renewable raw materials requires increasingly intensive farming. This is accompanied by problems such as increasing soil compaction, which is also caused by increasingly heavy machinery. Conventional fertiliser spreader booms made of stainless steel structures are already so optimised in their lightweight steel construction that no major weight savings are possible. With innovative technologies and new material approaches, lightweight construction can help to make machines lighter and more efficient and thus make agriculture more sustainable.
Purpose
The LE²GRO project aims to develop a near-series, weight-reduced and modular support structure for fertiliser spreader booms. By using innovative lightweight construction technologies in the form of braided fibre-thermoplastic composite profiles, heavy and cost-intensive stainless steel tubes are to be replaced. This enables comprehensive manufacturing, structural and functional integration while avoiding cost-intensive post-processing steps. The scientists are not only striving for technological innovation, but also for an economically viable solution for the agricultural machinery industry.
The LE²GRO project aims to develop a near-series, weight-reduced and modular support structure for fertiliser spreader booms. By using innovative lightweight construction technologies in the form of braided fibre-thermoplastic composite profiles, heavy and cost-intensive stainless steel tubes are to be replaced. This enables comprehensive manufacturing, structural and functional integration while avoiding cost-intensive post-processing steps. The scientists are not only striving for technological innovation, but also for an economically viable solution for the agricultural machinery industry.
Procedure
The researchers use the continuous blow moulding process for the production of fibre-reinforced thermoplastic hollow profiles and develop a digital tool for the automated design and dimensioning of the supporting structure. They are developing load-appropriate profile connections and innovative braided node structures and implementing them as prototypes. The modularisation of the supporting structure enables rapid adaptation to different application scenarios and helps to increase efficiency when spreading the fertiliser. Integrated sensor technology also enables continuous monitoring and optimisation of the agricultural machine.
In addition, the researchers are further developing process chains to ensure the economical production of functional load-bearing profile structures and to guarantee consistent quality monitoring. The innovative approach of the multi-material support structure design not only promises a significant reduction in component complexity, but also improved competitiveness for the German agricultural industry as well as more sustainable agriculture by reducing soil compaction and optimising fertiliser application.
The project participants have been awarded 1st place in the "Innovative Products and Applications" category of the AVK Innovation Award 2024.
The researchers use the continuous blow moulding process for the production of fibre-reinforced thermoplastic hollow profiles and develop a digital tool for the automated design and dimensioning of the supporting structure. They are developing load-appropriate profile connections and innovative braided node structures and implementing them as prototypes. The modularisation of the supporting structure enables rapid adaptation to different application scenarios and helps to increase efficiency when spreading the fertiliser. Integrated sensor technology also enables continuous monitoring and optimisation of the agricultural machine.
In addition, the researchers are further developing process chains to ensure the economical production of functional load-bearing profile structures and to guarantee consistent quality monitoring. The innovative approach of the multi-material support structure design not only promises a significant reduction in component complexity, but also improved competitiveness for the German agricultural industry as well as more sustainable agriculture by reducing soil compaction and optimising fertiliser application.
The project participants have been awarded 1st place in the "Innovative Products and Applications" category of the AVK Innovation Award 2024.
Light-Light-Roof
Glass-foil roofs save resources: modular translucent roof system
Funding duration:
Start
01.07.21
End
31.12.23
Markets:
Material:
Laminates
Context
Glass roofs span railway stations, leisure pools and shopping arcades. This translucent overhead glazing is usually made of several panes of insulating glass. What appears light and bright is actually heavy and consumes a lot of resources. This has a detrimental effect on the overall construction, material transport and installation. Lighter film-based materials, on the other hand, are still being trialled today. An integrated overall system is missing.
The project partners are developing an innovative, lightweight and modular lightweight construction system for translucent roofing. To this end, they are combining a modular glass-foil system with an inner roof made of a mobile, translucent and IR-reflective fabric. The modular system consists of ETFE film covering (ETFE: ethylene tetrafluoroethylene copolymer) and toughened safety glass. ETFE is now permeable to up to 95 per cent of light. These building envelopes are becoming increasingly important in architecture in particular, as the materials are better characterised and it has been possible to overcome production-related obstacles through bonding and welding, for example. Prominent examples of the use of ETFE are the "Allianz Arena" in Munich and the "Water Cube" in Beijing.
Glass roofs span railway stations, leisure pools and shopping arcades. This translucent overhead glazing is usually made of several panes of insulating glass. What appears light and bright is actually heavy and consumes a lot of resources. This has a detrimental effect on the overall construction, material transport and installation. Lighter film-based materials, on the other hand, are still being trialled today. An integrated overall system is missing.
The project partners are developing an innovative, lightweight and modular lightweight construction system for translucent roofing. To this end, they are combining a modular glass-foil system with an inner roof made of a mobile, translucent and IR-reflective fabric. The modular system consists of ETFE film covering (ETFE: ethylene tetrafluoroethylene copolymer) and toughened safety glass. ETFE is now permeable to up to 95 per cent of light. These building envelopes are becoming increasingly important in architecture in particular, as the materials are better characterised and it has been possible to overcome production-related obstacles through bonding and welding, for example. Prominent examples of the use of ETFE are the "Allianz Arena" in Munich and the "Water Cube" in Beijing.
Purpose
The project team calculates that the translucent roof system made of glass and foil will weigh 75 per cent less than conventional roof coverings with triple insulating glass. This results in CO2 savings of up to 29.2 kg per square metre of surface area for the Light-Light-Roof lightweight construction system. In horticulture and the plant trade, the project partners are forecasting a CO2 reduction of over 1.4 million tonnes in ten years for Europe-wide "production under glass". In addition, there are further, as yet unquantifiable savings in building construction: for example, architects could design slimmer and lighter buildings, as the load-bearing structure would have to bear significantly less weight. In addition to the plant trade, Light-Light-Roof is also interesting for other markets, such as the construction of shopping arcades, railway stations, leisure pools, hotels or building facades.
The project team calculates that the translucent roof system made of glass and foil will weigh 75 per cent less than conventional roof coverings with triple insulating glass. This results in CO2 savings of up to 29.2 kg per square metre of surface area for the Light-Light-Roof lightweight construction system. In horticulture and the plant trade, the project partners are forecasting a CO2 reduction of over 1.4 million tonnes in ten years for Europe-wide "production under glass". In addition, there are further, as yet unquantifiable savings in building construction: for example, architects could design slimmer and lighter buildings, as the load-bearing structure would have to bear significantly less weight. In addition to the plant trade, Light-Light-Roof is also interesting for other markets, such as the construction of shopping arcades, railway stations, leisure pools, hotels or building facades.
Procedure
The project partners create a prototype that they test under real conditions. In a representative environment: in the "Altmarktgarten Oberhausen" rooftop greenhouse, they are investigating the glass-foil roof in various material combinations on a roof area of 40 m² in year-round operation. The "Altmarktgarten Oberhausen" is a building-integrated rooftop greenhouse with its own research and development area. It is a flagship project of the federal programme "National Urban Development Projects" and thus attracts a great deal of attention. In addition, the system is being demonstrated and analysed for use on façades at the Fraunhofer UMSICHT site.
The project team is installing a sensor network in the rooftop greenhouse in order to investigate and visualise the light and climate management of the overall system. In addition to visualising the entire database, various sub-visualisations are created that provide insights into the temperature and humidity behaviour of the individual levels. In addition to a clear data evaluation, this visualisation is primarily used for demonstration purposes. Interested parties can clearly and intuitively understand the operating behaviour of the system when environmental parameters change, such as the opening and closing of the vents. The project team is particularly focussing on the expanding market for production systems located in urban areas.
The project partners create a prototype that they test under real conditions. In a representative environment: in the "Altmarktgarten Oberhausen" rooftop greenhouse, they are investigating the glass-foil roof in various material combinations on a roof area of 40 m² in year-round operation. The "Altmarktgarten Oberhausen" is a building-integrated rooftop greenhouse with its own research and development area. It is a flagship project of the federal programme "National Urban Development Projects" and thus attracts a great deal of attention. In addition, the system is being demonstrated and analysed for use on façades at the Fraunhofer UMSICHT site.
The project team is installing a sensor network in the rooftop greenhouse in order to investigate and visualise the light and climate management of the overall system. In addition to visualising the entire database, various sub-visualisations are created that provide insights into the temperature and humidity behaviour of the individual levels. In addition to a clear data evaluation, this visualisation is primarily used for demonstration purposes. Interested parties can clearly and intuitively understand the operating behaviour of the system when environmental parameters change, such as the opening and closing of the vents. The project team is particularly focussing on the expanding market for production systems located in urban areas.
LightLog
Reducing CO2 emissions in logistics: plastic large load carriers in fibre composite construction
Funding duration:
Start
01.12.21
End
30.11.24
Markets:
Material:
Other fibres, Thermoplastics, Other composites
Context
Companies use so-called large load carriers for the worldwide transport of goods and vendor parts. Thanks to their customised design, they offer special protection and have plenty of storage space - especially for heavy and bulky goods, machine parts or workpieces. Components for the automotive industry in particular are transported worldwide in these containers. An estimated 2.5 million large plastic load carriers are used in the automotive sector alone. For heavier goods and supplied parts, lattice boxes made of steel are currently used. Their disadvantages: The rigidly constructed boxes have a high dead weight and cannot be folded to save space when empty. This results in high CO2 emissions in logistics and transport, as the utilisation phase accounts for the majority of greenhouse gas emissions from large load carriers.
Companies use so-called large load carriers for the worldwide transport of goods and vendor parts. Thanks to their customised design, they offer special protection and have plenty of storage space - especially for heavy and bulky goods, machine parts or workpieces. Components for the automotive industry in particular are transported worldwide in these containers. An estimated 2.5 million large plastic load carriers are used in the automotive sector alone. For heavier goods and supplied parts, lattice boxes made of steel are currently used. Their disadvantages: The rigidly constructed boxes have a high dead weight and cannot be folded to save space when empty. This results in high CO2 emissions in logistics and transport, as the utilisation phase accounts for the majority of greenhouse gas emissions from large load carriers.
Purpose
The project team is optimising comparatively lightweight plastic large load carriers so that they are more stable and at the same time more flexible in use in order to reduce greenhouse gas emissions in logistics and the environmental impact of the production and recycling of large load carriers. To this end, the researchers are developing a fibre composite construction method suitable for large-scale production for optimised plastic-based large load carriers. With these thermoplastic-based sandwich constructions, they want to achieve a better mass-performance ratio in order to further increase the payload and load capacity of plastic-based large load carriers. The volume of the boxes can be minimised many times over for empty transport by folding them up and stacking them on top of each other. This saves CO2, as significantly more boxes can be transported in one lorry. The lightweight sandwich construction also extends the service life of the transport containers. The team also wants to reduce the repair rate through an optimised design and functional integration - with an increased payload. The researchers want to recycle the fibre-reinforced thermoplastics and recycle them in the large load carrier system or make them available to other plastics processing industries.
The project team is optimising comparatively lightweight plastic large load carriers so that they are more stable and at the same time more flexible in use in order to reduce greenhouse gas emissions in logistics and the environmental impact of the production and recycling of large load carriers. To this end, the researchers are developing a fibre composite construction method suitable for large-scale production for optimised plastic-based large load carriers. With these thermoplastic-based sandwich constructions, they want to achieve a better mass-performance ratio in order to further increase the payload and load capacity of plastic-based large load carriers. The volume of the boxes can be minimised many times over for empty transport by folding them up and stacking them on top of each other. This saves CO2, as significantly more boxes can be transported in one lorry. The lightweight sandwich construction also extends the service life of the transport containers. The team also wants to reduce the repair rate through an optimised design and functional integration - with an increased payload. The researchers want to recycle the fibre-reinforced thermoplastics and recycle them in the large load carrier system or make them available to other plastics processing industries.
Procedure
For the innovative lightweight carrier box, the researchers combine two fibre-reinforced cover layers with a core material that has already been successfully used. This enables an optimised ratio between mechanical properties and component weight, with industrial production and recyclability. Compared to monolithic construction, they can achieve significant weight savings of up to 70 per cent - while maintaining the same mechanical performance, or increase the performance for higher payloads in large plastic load carriers. The project team uses thermoplastic, meltable plastics for the core and the cover layers in order to be able to manufacture the sandwich panels in continuous production processes. Further innovation paths are conceivable in the future by applying the manufacturing process developed in the project to other components.
For the innovative lightweight carrier box, the researchers combine two fibre-reinforced cover layers with a core material that has already been successfully used. This enables an optimised ratio between mechanical properties and component weight, with industrial production and recyclability. Compared to monolithic construction, they can achieve significant weight savings of up to 70 per cent - while maintaining the same mechanical performance, or increase the performance for higher payloads in large plastic load carriers. The project team uses thermoplastic, meltable plastics for the core and the cover layers in order to be able to manufacture the sandwich panels in continuous production processes. Further innovation paths are conceivable in the future by applying the manufacturing process developed in the project to other components.
LignoLight
Utilising lignin as a raw material: Making furniture lighter, more modular and recyclable
Funding duration:
Start
01.05.23
Today
09.03.25
End
30.04.26
Markets:
Material:
Bioplastics, Biocomposites, Wood, Aramid fibres, Natural fibres, Thermoset plastics, Elastomers, Thermoplastics, Meshes, Laid webs, Crocheted fabrics, Woven fabrics, Nonwovens, mats, Natural fibre reinforced plastics (NFRP), Closed-pore, Open-pore
Context
The furniture industry is facing a double challenge: on the one hand, furniture must be flexible and modular in order to adapt to changing living situations. On the other hand, there is increasing pressure to use sustainable materials and close recycling loops. Although current lightweight construction concepts reduce weight, they are often made of composite materials that are difficult to recycle. A lot of furniture made from these materials ends up in bulky waste or thermal utilisation, as it is not possible to separate them by type.
At the same time, lignin, a by-product of the pulp and paper industry, remains largely unutilised and is usually incinerated. However, lignin offers great potential for bio-based materials due to its high carbon binding capacity and specific material properties.
The furniture industry is facing a double challenge: on the one hand, furniture must be flexible and modular in order to adapt to changing living situations. On the other hand, there is increasing pressure to use sustainable materials and close recycling loops. Although current lightweight construction concepts reduce weight, they are often made of composite materials that are difficult to recycle. A lot of furniture made from these materials ends up in bulky waste or thermal utilisation, as it is not possible to separate them by type.
At the same time, lignin, a by-product of the pulp and paper industry, remains largely unutilised and is usually incinerated. However, lignin offers great potential for bio-based materials due to its high carbon binding capacity and specific material properties.
Purpose
This is where the LignoLight research project comes in. The project team wants to develop modular lightweight furniture made from lignin-based materials. The aim is to utilise thermoplastic lignin compounds, lignin foams and a completely bio-based imitation leather for furniture construction. These materials should not only enable long-term CO2 sequestration, but also reduce transport emissions thanks to their low weight. A modular construction extends the service life of the furniture, as damaged or obsolete components can be replaced in a targeted manner.
The project team also wants to optimise recyclability: The materials should be able to be separated by type and reprocessed for new products. At the same time, the researchers are investigating the potential for transfer to the fashion and caravan industry.
This is where the LignoLight research project comes in. The project team wants to develop modular lightweight furniture made from lignin-based materials. The aim is to utilise thermoplastic lignin compounds, lignin foams and a completely bio-based imitation leather for furniture construction. These materials should not only enable long-term CO2 sequestration, but also reduce transport emissions thanks to their low weight. A modular construction extends the service life of the furniture, as damaged or obsolete components can be replaced in a targeted manner.
The project team also wants to optimise recyclability: The materials should be able to be separated by type and reprocessed for new products. At the same time, the researchers are investigating the potential for transfer to the fashion and caravan industry.
Procedure
The project team is developing various lignin materials with specific mechanical and processing properties: the researchers are optimising thermoplastic lignin compounds with a lignin content of at least 40 per cent for use in 3D printing, injection moulding, extrusion and thermoforming. They are also developing lignin foams in various degrees of hardness with lignin contents of up to 80 per cent for use as a core material for panel and upholstery structures. The team is also testing a 100 per cent bio-based lignin leather with a lignin content of over 70 per cent as an alternative to synthetic coatings.
At the same time, the researchers are developing design concepts that enable the disassembly and reuse of entire modules (design for recyclability). They want to use take-back systems to ensure that the materials are returned to the material cycle. The project team is testing the developed materials and designs in a modular cupboard system and a piece of seating furniture and checking these prototypes for their industrial scalability.
The project team is developing various lignin materials with specific mechanical and processing properties: the researchers are optimising thermoplastic lignin compounds with a lignin content of at least 40 per cent for use in 3D printing, injection moulding, extrusion and thermoforming. They are also developing lignin foams in various degrees of hardness with lignin contents of up to 80 per cent for use as a core material for panel and upholstery structures. The team is also testing a 100 per cent bio-based lignin leather with a lignin content of over 70 per cent as an alternative to synthetic coatings.
At the same time, the researchers are developing design concepts that enable the disassembly and reuse of entire modules (design for recyclability). They want to use take-back systems to ensure that the materials are returned to the material cycle. The project team is testing the developed materials and designs in a modular cupboard system and a piece of seating furniture and checking these prototypes for their industrial scalability.
MariLightCluster
Advancing lightweight construction in shipping: Expansion of the MariLight network
Funding duration:
Start
01.07.21
End
31.12.24
Markets:
Material:
Biocomposites, Basalt fibres, Glass fibres, Carbon fibres, Natural fibres, Thermoset plastics, Thermoplastics, Aluminium, Steel, Basalt fibre-reinforced plastic, Glass-fiber reinforced plastics (GFRP), Carbon-fiber reinforced plastics (CFRP), Natural fibre reinforced plastics (NFRP)
Context
The maritime industry can make a decisive contribution to reducing CO2 emissions. Lightweight construction - alongside alternative propulsion systems and new fuels - is a key lever for this. Innovative lightweight construction technologies enable shipbuilders to compete in the upper price segment of the market with highly complex special ships.
Thanks to lightweight construction, shipowners can reduce the draught of their ships or increase the payload so that the ships are better utilized. On the one hand, strengthening maritime lightweight construction makes the national industry competitive. On the other hand, innovative lightweight construction technologies can improve the climate and environmental balance of maritime transport.
The maritime industry can make a decisive contribution to reducing CO2 emissions. Lightweight construction - alongside alternative propulsion systems and new fuels - is a key lever for this. Innovative lightweight construction technologies enable shipbuilders to compete in the upper price segment of the market with highly complex special ships.
Thanks to lightweight construction, shipowners can reduce the draught of their ships or increase the payload so that the ships are better utilized. On the one hand, strengthening maritime lightweight construction makes the national industry competitive. On the other hand, innovative lightweight construction technologies can improve the climate and environmental balance of maritime transport.
Purpose
The Center of Maritime Technologies has founded the national maritime lightweight construction network MariLight.Net in order to exploit the potential of lightweight construction in the maritime sector and bring the technology into widespread industrial application. The aim is to further intensify the exchange of knowledge within the industry and facilitate cross-industry technology transfer. This is because the maritime industry is extremely heterogeneous: it manufactures various product sizes and types using different materials. This means that everything is involved, from small pleasure craft to cruise ships, from series products to special ships, and from steel to fiber-reinforced plastics (composites).
In the MariLightCluster project, CMT is further developing the MariLight network. The focus is on technology development and transfer. MariLightCluster supports the participating companies and institutions in establishing strategic cooperations and thus promoting innovations in maritime lightweight construction.
The Center of Maritime Technologies has founded the national maritime lightweight construction network MariLight.Net in order to exploit the potential of lightweight construction in the maritime sector and bring the technology into widespread industrial application. The aim is to further intensify the exchange of knowledge within the industry and facilitate cross-industry technology transfer. This is because the maritime industry is extremely heterogeneous: it manufactures various product sizes and types using different materials. This means that everything is involved, from small pleasure craft to cruise ships, from series products to special ships, and from steel to fiber-reinforced plastics (composites).
In the MariLightCluster project, CMT is further developing the MariLight network. The focus is on technology development and transfer. MariLightCluster supports the participating companies and institutions in establishing strategic cooperations and thus promoting innovations in maritime lightweight construction.
Procedure
MariLight supports companies in implementing lightweight construction applications, strengthening their competitiveness thanks to innovative unique selling points and utilizing the potential of lightweight construction to achieve emission savings.
The team is developing a roadmap that demonstrates the potential of maritime lightweight construction for more sustainable shipping. The roadmap takes up the state of the art and identifies gaps in knowledge and the need for action, such as necessary research projects or regulatory adjustments.
At the same time, MariLight is driving forward the development of international regulations that can simplify the widespread use of innovative lightweight materials. This is done, for example, through involvement in committees of the International Maritime Organization (IMO) and the Strategy Advisory Council of the German government's Lightweight Construction Initiative.
At the same time, MariLightCluster provides a platform for a regular cross-industry exchange of knowledge and experience. The team organizes specialist events to promote technology transfer with other industrial sectors such as aviation, rail vehicle construction and construction.
MariLight supports companies in implementing lightweight construction applications, strengthening their competitiveness thanks to innovative unique selling points and utilizing the potential of lightweight construction to achieve emission savings.
The team is developing a roadmap that demonstrates the potential of maritime lightweight construction for more sustainable shipping. The roadmap takes up the state of the art and identifies gaps in knowledge and the need for action, such as necessary research projects or regulatory adjustments.
At the same time, MariLight is driving forward the development of international regulations that can simplify the widespread use of innovative lightweight materials. This is done, for example, through involvement in committees of the International Maritime Organization (IMO) and the Strategy Advisory Council of the German government's Lightweight Construction Initiative.
At the same time, MariLightCluster provides a platform for a regular cross-industry exchange of knowledge and experience. The team organizes specialist events to promote technology transfer with other industrial sectors such as aviation, rail vehicle construction and construction.
MAXImoulding
Light and precise magnesium components: Efficient production with semi-fluid processing
Funding duration:
Start
01.11.21
End
30.06.24
Markets:
Material:
Magnesium
Context
The mobility industries in particular require ever lighter yet stable components in order to reduce energy consumption and emissions. Magnesium, one of the lightest structural metals, offers good properties for lightweight construction due to its high strength and recyclability. However, the processing of magnesium places high demands on production technologies, especially for complex component geometries. This is where the MAXImolding project comes in, focusing on the development of new semi-fluid injection moulding processes for magnesium.
The mobility industries in particular require ever lighter yet stable components in order to reduce energy consumption and emissions. Magnesium, one of the lightest structural metals, offers good properties for lightweight construction due to its high strength and recyclability. However, the processing of magnesium places high demands on production technologies, especially for complex component geometries. This is where the MAXImolding project comes in, focusing on the development of new semi-fluid injection moulding processes for magnesium.
Purpose
The project team is developing an innovative injection moulding process specifically for the precise and resource-saving processing of magnesium. The aim is to develop a process to produce magnesium components more efficiently using simplified machine technology. To facilitate the introduction of the technology into production, the new concept for melt preparation can be used to convert existing production lines to the processing of magnesium with minimal effort. The researchers want to reduce material consumption by up to 50 per cent compared to die casting and significantly reduce energy requirements in the manufacturing process. At the same time, they are optimising cycle times, which play a key role in series production, in order to reduce costs and increase competitiveness. This approach should make it possible to increase the sustainability and competitiveness of the production of magnesium precision lightweight components.
The project team is developing an innovative injection moulding process specifically for the precise and resource-saving processing of magnesium. The aim is to develop a process to produce magnesium components more efficiently using simplified machine technology. To facilitate the introduction of the technology into production, the new concept for melt preparation can be used to convert existing production lines to the processing of magnesium with minimal effort. The researchers want to reduce material consumption by up to 50 per cent compared to die casting and significantly reduce energy requirements in the manufacturing process. At the same time, they are optimising cycle times, which play a key role in series production, in order to reduce costs and increase competitiveness. This approach should make it possible to increase the sustainability and competitiveness of the production of magnesium precision lightweight components.
Procedure
The project team first analyses the mechanical and thermal properties of the magnesium pre-material (AZ91, granulate/chips) in order to optimise semi-fluid processing without shearing by a screw. The researchers then design a metal injection moulding machine that is tailored to these special requirements. The machine concept combines elements from energy-efficient production technologies in order to produce near-net-shape components with high precision and minimise energy consumption. For the design and optimisation of the energy balance, the scientists are developing models for the manufacturing process and carrying out simulations to identify potential challenges as early as the development phase. They use prototypes to test the process under real-life conditions. The team then transfers the technologies into practice. Among other things, the participants are targeting applications in electromobility and other areas with high weight and stability requirements.
The project team first analyses the mechanical and thermal properties of the magnesium pre-material (AZ91, granulate/chips) in order to optimise semi-fluid processing without shearing by a screw. The researchers then design a metal injection moulding machine that is tailored to these special requirements. The machine concept combines elements from energy-efficient production technologies in order to produce near-net-shape components with high precision and minimise energy consumption. For the design and optimisation of the energy balance, the scientists are developing models for the manufacturing process and carrying out simulations to identify potential challenges as early as the development phase. They use prototypes to test the process under real-life conditions. The team then transfers the technologies into practice. Among other things, the participants are targeting applications in electromobility and other areas with high weight and stability requirements.
METEOR
Reducing resource consumption by 80 per cent: production of lightweight structures
Funding duration:
Start
01.12.20
End
30.11.24
Markets:
Material:
Thermoplastics, Aluminium
Context
In order to drive forward the transition to a climate-neutral industry, new technologies and processes must be quickly put into practice - including in lightweight construction. This is where the National Lightweight Engineering Validation Centre (LEIV) at the Technical University of Dresden comes in. The project is making a significant contribution to accelerating the transfer from research to the real economy.
To this end, the LEIV is organised as an independent and open research platform with around 1,500 square metres of test space. In addition to large companies and original equipment manufacturers, small and medium-sized enterprises (SMEs) in particular also benefit from the opportunity to realise demonstrations on an industrial scale. This can significantly accelerate the practical transfer of research results. The start-up funding for the centre is based on the TTP LB-funded METEOR project.
In order to drive forward the transition to a climate-neutral industry, new technologies and processes must be quickly put into practice - including in lightweight construction. This is where the National Lightweight Engineering Validation Centre (LEIV) at the Technical University of Dresden comes in. The project is making a significant contribution to accelerating the transfer from research to the real economy.
To this end, the LEIV is organised as an independent and open research platform with around 1,500 square metres of test space. In addition to large companies and original equipment manufacturers, small and medium-sized enterprises (SMEs) in particular also benefit from the opportunity to realise demonstrations on an industrial scale. This can significantly accelerate the practical transfer of research results. The start-up funding for the centre is based on the TTP LB-funded METEOR project.
Purpose
METEOR is the first in a series of research projects, the results of which are intended to help reduce CO2 in the production of sustainable lightweight structures. The aim is to reduce resource consumption in the production of high-performance lightweight structures by 80 per cent in real terms by 2030 and to create a largely environmentally neutral production network. To this end, material cycles are to be established and an end-to-end virtual process chain, the continuous balancing of resource efficiency and the consistent use of renewable energies within the process network are to be implemented.
METEOR is the first in a series of research projects, the results of which are intended to help reduce CO2 in the production of sustainable lightweight structures. The aim is to reduce resource consumption in the production of high-performance lightweight structures by 80 per cent in real terms by 2030 and to create a largely environmentally neutral production network. To this end, material cycles are to be established and an end-to-end virtual process chain, the continuous balancing of resource efficiency and the consistent use of renewable energies within the process network are to be implemented.
Procedure
Initially, the development and construction of a solar thermal mould heating and cooling system and the establishment of a temperature control cascade will form the infrastructural basis for the LEIV. The researchers are using the process chain of light metal die casting, plastic injection moulding and mechanical joining, which is particularly relevant for lightweight system construction, to demonstrate the considerable CO2 saving potential that can already be realised.
The project partners are demonstrating new approaches to validate and optimise the resource efficiency of lightweight structures - for example in solar-assisted temperature control, the inline simulation of production processes or the robot-assisted joining of composite structures. They are developing the process chain for manufacturing a hybrid structure into a linked process network - with intelligently controlled process management and coordinated technologies. In doing so, the project team collects extensive data and thus enables an improved assessment of resource efficiency in order to quantify potential CO2 savings and demonstrate the added value of modern process networks.
One result of the project is a new market-ready installation tool that installs threaded inserts in a process-monitored manner. During the entire assembly process, sensors on the nose piece monitor the correct installation of the HELICOIL thread insert. In addition, the angle of rotation and torque-controlled installation enables the thread insert to be inserted to a precise depth.
Initially, the development and construction of a solar thermal mould heating and cooling system and the establishment of a temperature control cascade will form the infrastructural basis for the LEIV. The researchers are using the process chain of light metal die casting, plastic injection moulding and mechanical joining, which is particularly relevant for lightweight system construction, to demonstrate the considerable CO2 saving potential that can already be realised.
The project partners are demonstrating new approaches to validate and optimise the resource efficiency of lightweight structures - for example in solar-assisted temperature control, the inline simulation of production processes or the robot-assisted joining of composite structures. They are developing the process chain for manufacturing a hybrid structure into a linked process network - with intelligently controlled process management and coordinated technologies. In doing so, the project team collects extensive data and thus enables an improved assessment of resource efficiency in order to quantify potential CO2 savings and demonstrate the added value of modern process networks.
One result of the project is a new market-ready installation tool that installs threaded inserts in a process-monitored manner. During the entire assembly process, sensors on the nose piece monitor the correct installation of the HELICOIL thread insert. In addition, the angle of rotation and torque-controlled installation enables the thread insert to be inserted to a precise depth.
MobiXL
Efficient lightweight vehicle construction: modular production of large components
Funding duration:
Start
01.11.20
End
30.06.23
Markets:
Material:
Steel
Context
Lightweight construction and sustainability are key issues in vehicle construction in order to increase material and energy efficiency and reduce CO2 emissions. Non-linear structures - inspired by natural models - offer promising opportunities to develop lighter and more stable components. However, manufacturing processes such as 3D printing have their limits here: Insufficient production speeds, a lack of approvals and process-related post-processing costs have so far prevented large-scale use. This is where the MobiXL project comes in.
Lightweight construction and sustainability are key issues in vehicle construction in order to increase material and energy efficiency and reduce CO2 emissions. Non-linear structures - inspired by natural models - offer promising opportunities to develop lighter and more stable components. However, manufacturing processes such as 3D printing have their limits here: Insufficient production speeds, a lack of approvals and process-related post-processing costs have so far prevented large-scale use. This is where the MobiXL project comes in.
Purpose
The aim of the researchers is to develop a new process with which bionically optimised large components for vehicle production can be produced efficiently, cost-effectively and sustainably. The team aims to achieve a weight reduction of 15 to 20 per cent in stiffening structures compared to current designs. These savings not only reduce material consumption, but also CO2 emissions over the entire life cycle of a vehicle. The scientists are focusing on transferring the advantages of topology-optimised designs to large-scale production. To do this, they break down the complex structures into modular elements that are automatically manufactured and laser-welded. The complete digitalisation of the processes should also reduce production time by up to 80 percent and enable broader industrial application, for example in aviation or shipbuilding. The project team is demonstrating the practicality of the technology by producing two industry-specific demonstrators for rail vehicle and shipbuilding.
The aim of the researchers is to develop a new process with which bionically optimised large components for vehicle production can be produced efficiently, cost-effectively and sustainably. The team aims to achieve a weight reduction of 15 to 20 per cent in stiffening structures compared to current designs. These savings not only reduce material consumption, but also CO2 emissions over the entire life cycle of a vehicle. The scientists are focusing on transferring the advantages of topology-optimised designs to large-scale production. To do this, they break down the complex structures into modular elements that are automatically manufactured and laser-welded. The complete digitalisation of the processes should also reduce production time by up to 80 percent and enable broader industrial application, for example in aviation or shipbuilding. The project team is demonstrating the practicality of the technology by producing two industry-specific demonstrators for rail vehicle and shipbuilding.
Procedure
The project team is developing a new design principle that modularises topology-optimised structures. Instead of large linear individual parts, the researchers are using smaller, easy-to-manufacture modules that can be joined to form non-linear structures. The researchers integrate state-of-the-art laser welding technologies and intelligent control systems to efficiently organise the joining process of the modules. Finally, the researchers demonstrate the suitability of the process for series production using a tensile side wall segment and a shipbuilding panel. The successful patent application also confirms the novelty of the process. Despite the progress made, there is still a need for further research, particularly in terms of optimising the interactions identified between the modules and the overall component under load.
The project team is developing a new design principle that modularises topology-optimised structures. Instead of large linear individual parts, the researchers are using smaller, easy-to-manufacture modules that can be joined to form non-linear structures. The researchers integrate state-of-the-art laser welding technologies and intelligent control systems to efficiently organise the joining process of the modules. Finally, the researchers demonstrate the suitability of the process for series production using a tensile side wall segment and a shipbuilding panel. The successful patent application also confirms the novelty of the process. Despite the progress made, there is still a need for further research, particularly in terms of optimising the interactions identified between the modules and the overall component under load.
MonoMat
Recycling plastics: pioneering cascade model for 3D printing in lightweight construction
Funding duration:
Start
01.01.22
End
31.12.24
Markets:
Material:
Thermoplastics
Context
Additive manufacturing enables companies to produce high-quality everyday products, some with complex functions, from a single material in a short space of time. This allows them to significantly reduce material and energy consumption compared to conventional processes. However, the reuse of the materials used to create new raw materials is still unresolved in 3D printing. For the design, manufacture and recycling of these products, the project team has developed a cascade model that interlinks medicine, sport and lifestyle. This combines powder bed-based additive manufacturing, extrusion-based additive manufacturing and conventional injection moulding.
Additive manufacturing enables companies to produce high-quality everyday products, some with complex functions, from a single material in a short space of time. This allows them to significantly reduce material and energy consumption compared to conventional processes. However, the reuse of the materials used to create new raw materials is still unresolved in 3D printing. For the design, manufacture and recycling of these products, the project team has developed a cascade model that interlinks medicine, sport and lifestyle. This combines powder bed-based additive manufacturing, extrusion-based additive manufacturing and conventional injection moulding.
Purpose
The researchers' aim is to recycle the materials used in additive manufacturing processes as completely and repeatedly as possible so that they become part of a cross-industry ecological circular economy. The scientists are focussing on polymers, i.e. plastics, and their application in medical, sports and lifestyle products. These include, for example, midsoles for running shoes, rucksack pads, shin guards and prostheses. These products must be customised to individual requirements so that they contribute to an improved quality of life in everyday life.
The researchers are also using demonstrators to calculate how many greenhouse gas emissions can be saved thanks to the cascade model developed. For this forecast, the project team is not only looking at the respective materials and production processes, but also at recycling and the ecological impact, such as by-products and waste.
The researchers' aim is to recycle the materials used in additive manufacturing processes as completely and repeatedly as possible so that they become part of a cross-industry ecological circular economy. The scientists are focussing on polymers, i.e. plastics, and their application in medical, sports and lifestyle products. These include, for example, midsoles for running shoes, rucksack pads, shin guards and prostheses. These products must be customised to individual requirements so that they contribute to an improved quality of life in everyday life.
The researchers are also using demonstrators to calculate how many greenhouse gas emissions can be saved thanks to the cascade model developed. For this forecast, the project team is not only looking at the respective materials and production processes, but also at recycling and the ecological impact, such as by-products and waste.
Procedure
The cascade begins with the additive manufacturing of products that need to be of outstanding quality for individualised applications in medicine. The researchers use the powder bed-based processes of laser sintering, multi-jet fusion and high-speed sintering for this purpose. If the products can no longer be used, the material is recycled: depending on its condition, it is processed again in the powder bed or goes on to material extrusion. This can result in products for sports or lifestyle - i.e. areas in which qualitative requirements for material properties are easier to fulfil. In this process, the plastic can be reused until it has finally worn out. It is then available for injection moulding in mass production.
The cascade begins with the additive manufacturing of products that need to be of outstanding quality for individualised applications in medicine. The researchers use the powder bed-based processes of laser sintering, multi-jet fusion and high-speed sintering for this purpose. If the products can no longer be used, the material is recycled: depending on its condition, it is processed again in the powder bed or goes on to material extrusion. This can result in products for sports or lifestyle - i.e. areas in which qualitative requirements for material properties are easier to fulfil. In this process, the plastic can be reused until it has finally worn out. It is then available for injection moulding in mass production.
NaMiKoSmart
Resource conservation and efficiency: multifunctional lightweight vehicle centre console
Funding duration:
Start
01.09.21
End
31.08.24
Markets:
Material:
Basalt fibres, Thermoset plastics, Yarns, rovings, Basalt fibre-reinforced plastic
Context
In many applications in the mobility sector, the aim is to combine lower weight with the same or increased functionality. In addition, sustainability issues are becoming increasingly important against the backdrop of increasing environmental and climate pollution. Sustainable lightweight construction technologies can make a decisive contribution to the resource, energy and transport transition with innovative solutions.
In many applications in the mobility sector, the aim is to combine lower weight with the same or increased functionality. In addition, sustainability issues are becoming increasingly important against the backdrop of increasing environmental and climate pollution. Sustainable lightweight construction technologies can make a decisive contribution to the resource, energy and transport transition with innovative solutions.
Purpose
In the NaMiKoSmart project, researchers are developing a weight-reduced and multifunctional vehicle centre console that combines economic potential, climate protection and resource efficiency. To this end, they are combining various innovative lightweight construction technologies. The aim is to use the component as an example to demonstrate the possibilities for cross-industry utilisation of sustainable materials and production-ready process technologies. The research results should contribute to effectively reducing the weight of components in various industrial sectors without restricting functionalities.
The project team aims to demonstrate how sustainable natural fibres and the innovative space-winding process, "xFK in 3D", can be used to produce lightweight yet high-strength and rigid truss structures with minimal waste. In addition to high resource efficiency due to the reduced waste of the composite material - of a maximum of one per cent - large amounts of CO2 are to be saved throughout the entire life cycle of the bio-based, completely recyclable material. The project partners also want to integrate various additional functions with "Smart Textiles".
In the NaMiKoSmart project, researchers are developing a weight-reduced and multifunctional vehicle centre console that combines economic potential, climate protection and resource efficiency. To this end, they are combining various innovative lightweight construction technologies. The aim is to use the component as an example to demonstrate the possibilities for cross-industry utilisation of sustainable materials and production-ready process technologies. The research results should contribute to effectively reducing the weight of components in various industrial sectors without restricting functionalities.
The project team aims to demonstrate how sustainable natural fibres and the innovative space-winding process, "xFK in 3D", can be used to produce lightweight yet high-strength and rigid truss structures with minimal waste. In addition to high resource efficiency due to the reduced waste of the composite material - of a maximum of one per cent - large amounts of CO2 are to be saved throughout the entire life cycle of the bio-based, completely recyclable material. The project partners also want to integrate various additional functions with "Smart Textiles".
Procedure
With "xFK in 3D", the researchers are using a cost-effective and flexible fibre composite technology for the three-dimensional winding of various fibre materials such as nylon, carbon, glass or basalt fibres. The hybrid or multi-material approach is characterised by a digital process chain that is being continuously developed. The fibre-reinforced plastics are wound based on calculations and simulations and can be specifically placed in the direction of the force and load paths. This allows the researchers to significantly reduce material and energy consumption and cut CO2 emissions.
The scientists are also focussing on the use of smart textiles. Linking these functional fabrics with "xFK in 3D" not only enables significant weight savings, but also the integration of new design elements, haptics, heating functions, sensors and lighting options.
When selecting materials and production processes, the project team relies on comprehensive analyses, such as the "Sustainability Value Analysis". This management tool is used to identify and evaluate ecological and economic sustainability criteria at an early stage. In this way, weak points in the process chain are recognised at an early stage with regard to their ecological and economic sustainability aspects and can be taken into account during development.
With "xFK in 3D", the researchers are using a cost-effective and flexible fibre composite technology for the three-dimensional winding of various fibre materials such as nylon, carbon, glass or basalt fibres. The hybrid or multi-material approach is characterised by a digital process chain that is being continuously developed. The fibre-reinforced plastics are wound based on calculations and simulations and can be specifically placed in the direction of the force and load paths. This allows the researchers to significantly reduce material and energy consumption and cut CO2 emissions.
The scientists are also focussing on the use of smart textiles. Linking these functional fabrics with "xFK in 3D" not only enables significant weight savings, but also the integration of new design elements, haptics, heating functions, sensors and lighting options.
When selecting materials and production processes, the project team relies on comprehensive analyses, such as the "Sustainability Value Analysis". This management tool is used to identify and evaluate ecological and economic sustainability criteria at an early stage. In this way, weak points in the process chain are recognised at an early stage with regard to their ecological and economic sustainability aspects and can be taken into account during development.
NeLiPro
Producing hybrid lightweight structures: automated process chain with quality assurance
Funding duration:
Start
01.04.21
End
30.09.24
Markets:
Material:
Glass-fiber reinforced plastics (GFRP), Carbon-fiber reinforced plastics (CFRP)
Context
Lightweight construction plays an important role in increasing the efficiency of vehicles. It enables a higher payload and offsets the additional weight through electric drives and energy storage. At the same time, it helps to conserve resources - whether through lower material consumption, more efficient production, longer use or better recycling.
Metallic materials such as steel still dominate in vehicle construction, but their high strength is accompanied by considerable weight. Alternative lightweight construction solutions have so far only been used to a limited extent due to high costs or technical hurdles. This is where the NeLiPro project, short for Next Level Lightweight Production, comes in.
Lightweight construction plays an important role in increasing the efficiency of vehicles. It enables a higher payload and offsets the additional weight through electric drives and energy storage. At the same time, it helps to conserve resources - whether through lower material consumption, more efficient production, longer use or better recycling.
Metallic materials such as steel still dominate in vehicle construction, but their high strength is accompanied by considerable weight. Alternative lightweight construction solutions have so far only been used to a limited extent due to high costs or technical hurdles. This is where the NeLiPro project, short for Next Level Lightweight Production, comes in.
Purpose
The researchers are investigating ways to produce hybrid fibre composite components that are lighter and whose highly stressed components can also be manufactured in large quantities in a resource-efficient manner - while at the same time offering a wide range of variants. With a modular system, the range of applications for fibre composite lightweight construction is to be extended to various applications, particularly in commercial vehicles and rail transport. Through energy-efficient manufacturing processes that consume up to 80 per cent less energy and by reducing the weight of the vehicles, the researchers want to significantly reduce CO2 emissions - both in production and during use. Digital methods for process monitoring and quality assurance should also ensure the scalability of production. Furthermore, recycling strategies are to be developed to make lightweight construction economically and ecologically viable in the long term.
The researchers are investigating ways to produce hybrid fibre composite components that are lighter and whose highly stressed components can also be manufactured in large quantities in a resource-efficient manner - while at the same time offering a wide range of variants. With a modular system, the range of applications for fibre composite lightweight construction is to be extended to various applications, particularly in commercial vehicles and rail transport. Through energy-efficient manufacturing processes that consume up to 80 per cent less energy and by reducing the weight of the vehicles, the researchers want to significantly reduce CO2 emissions - both in production and during use. Digital methods for process monitoring and quality assurance should also ensure the scalability of production. Furthermore, recycling strategies are to be developed to make lightweight construction economically and ecologically viable in the long term.
Procedure
The researchers are developing and validating an integrated production chain for lightweight components. A key innovation is the automated production of fibre composite components, which are connected to metallic load introduction structures. New manufacturing and joining processes ensure precise and highly resilient connections of the components, while digital methods for error detection and data management further optimise the process chain. For process-integrated quality assurance, the researchers use, among other things, an inline microwave inspection system that enables the early detection of quality deviations during the production of the fibre composite structure. The researchers integrate recycling strategies at an early stage in order to minimise waste and facilitate recycling. Finally, the scientists are evaluating the environmental sustainability of the new processes and products through a comprehensive life cycle analysis.
The researchers are developing and validating an integrated production chain for lightweight components. A key innovation is the automated production of fibre composite components, which are connected to metallic load introduction structures. New manufacturing and joining processes ensure precise and highly resilient connections of the components, while digital methods for error detection and data management further optimise the process chain. For process-integrated quality assurance, the researchers use, among other things, an inline microwave inspection system that enables the early detection of quality deviations during the production of the fibre composite structure. The researchers integrate recycling strategies at an early stage in order to minimise waste and facilitate recycling. Finally, the scientists are evaluating the environmental sustainability of the new processes and products through a comprehensive life cycle analysis.
PALUP
Air-coupled ultrasonic testing: damage-free and flexible testing of lightweight components
Funding duration:
Start
01.02.21
End
31.01.24
Markets:
Material:
Bioplastics, Biocomposites, Wood, Piezoelectric materials, Thermoset plastics, Elastomers, Thermoplastics, Aluminium, Intermetallic alloys, Magnesium, Steel, Titanium, Monolithic ceramics, Non-oxidic ceramics, Oxidic ceramics, Ultra-high-temperature ceramics, Aramid fibre composites, Basalt fibre-reinforced plastic, Glass-fiber reinforced plastics (GFRP), Ceramic matrix composite (CMC), Carbon-fiber reinforced plastics (CFRP), Short fibre-reinforced concrete, Metal-ceramic composite, Metal-fibre-polymer composite, Metal matrix composite, Nanocomposites, Natural fibre reinforced plastics (NFRP), Laminates, Particulate composites, Textile-reinforced concrete
Context
The safety inspection of lightweight components is a key challenge in the industry. Current methods use liquid coupling agents such as water to transmit ultrasonic waves into the components. However, these agents have negative effects: They can damage sensitive materials such as honeycomb core structures or foams, increase maintenance costs and make it difficult to inspect complex geometries, especially for components with one-sided access.
Conventional air-coupled ultrasonic methods are technically limited: Single-channel systems do not allow precise control of the sound field and are unsuitable for complex applications. The PALUP project specifically addresses these weaknesses. The team developed an innovative testing technology that does not require any coupling agents at all, yet offers maximum testing accuracy and can be flexibly applied to different component geometries.
The safety inspection of lightweight components is a key challenge in the industry. Current methods use liquid coupling agents such as water to transmit ultrasonic waves into the components. However, these agents have negative effects: They can damage sensitive materials such as honeycomb core structures or foams, increase maintenance costs and make it difficult to inspect complex geometries, especially for components with one-sided access.
Conventional air-coupled ultrasonic methods are technically limited: Single-channel systems do not allow precise control of the sound field and are unsuitable for complex applications. The PALUP project specifically addresses these weaknesses. The team developed an innovative testing technology that does not require any coupling agents at all, yet offers maximum testing accuracy and can be flexibly applied to different component geometries.
Purpose
With PALUP, the project team is pursuing the goal of developing a demonstrator for an air-coupled phased array system that works entirely without coupling agents. With this technology, sound fields can be electronically focussed, swivelled and scanned. This opens up new possibilities for testing complex geometries and areas that are difficult to access.
The researchers want to create a solution that not only overcomes the existing limitations of air-coupled ultrasound technology, but also transfers the precision and flexibility of phased array technology to a non-contact method. In the long term, this innovation should make lightweight construction applications safer and more sustainable, particularly in safety-critical areas such as aerospace or the automotive industry.
With PALUP, the project team is pursuing the goal of developing a demonstrator for an air-coupled phased array system that works entirely without coupling agents. With this technology, sound fields can be electronically focussed, swivelled and scanned. This opens up new possibilities for testing complex geometries and areas that are difficult to access.
The researchers want to create a solution that not only overcomes the existing limitations of air-coupled ultrasound technology, but also transfers the precision and flexibility of phased array technology to a non-contact method. In the long term, this innovation should make lightweight construction applications safer and more sustainable, particularly in safety-critical areas such as aerospace or the automotive industry.
Procedure
The researchers are combining their expertise in sensor development and test device integration to develop a demonstrator with innovative airborne ultrasonic sensors. They are using cellular polypropylene, a material with piezoelectric properties that requires no matching layers and is ideal for the transmission of ultrasonic waves in air. The sensors are designed as phased arrays to enable precise electronic control of the sound fields.
At the same time, the team is developing multi-channel transmitter and receiver electronics as well as specialised software for data acquisition. With this system, the researchers can carry out tests without mechanical movement or coupling devices. The result is a pioneering technology that enables flexible, precise and safe non-destructive testing of lightweight components and creates the basis for a broad industrial application.
The researchers are combining their expertise in sensor development and test device integration to develop a demonstrator with innovative airborne ultrasonic sensors. They are using cellular polypropylene, a material with piezoelectric properties that requires no matching layers and is ideal for the transmission of ultrasonic waves in air. The sensors are designed as phased arrays to enable precise electronic control of the sound fields.
At the same time, the team is developing multi-channel transmitter and receiver electronics as well as specialised software for data acquisition. With this system, the researchers can carry out tests without mechanical movement or coupling devices. The result is a pioneering technology that enables flexible, precise and safe non-destructive testing of lightweight components and creates the basis for a broad industrial application.
PAMB
Faster, cheaper and more sustainable: modular bridge construction with carbon concrete
Funding duration:
Start
01.08.21
End
30.04.24
Markets:
Material:
Textile-reinforced concrete
Context
Around 7,400 bridges on German motorways and federal roads are part of the BMDV's modernisation network and are to be renovated or replaced by 2030. To minimise disruption to traffic, short construction times are essential. Modular construction with non-metallic reinforcement offers an innovative solution here: the various components for the bridge are completely prefabricated in the factory, delivered to the construction site and then connected on site.
The advantages of modular bridge construction with non-metallic reinforcement are manifold: industrially manufactured components are more precise and slimmer. In combination with corrosion-resistant reinforcement, this saves concrete and emits less CO2 during production and transport. The scope and size of construction sites as well as the construction time on site - and thus congestion times caused by construction - can be significantly reduced. As the pollutant emissions of a construction project correlate directly with the construction time, the impact on the climate and environment is further reduced.
As the connection of the individual modules is designed to be reversible, they can be replaced or removed in the event of damage without having to completely rebuild the structure. When dismantling, the individual elements could be reused or recycled more easily in future to make the entire life cycle more sustainable.
Around 7,400 bridges on German motorways and federal roads are part of the BMDV's modernisation network and are to be renovated or replaced by 2030. To minimise disruption to traffic, short construction times are essential. Modular construction with non-metallic reinforcement offers an innovative solution here: the various components for the bridge are completely prefabricated in the factory, delivered to the construction site and then connected on site.
The advantages of modular bridge construction with non-metallic reinforcement are manifold: industrially manufactured components are more precise and slimmer. In combination with corrosion-resistant reinforcement, this saves concrete and emits less CO2 during production and transport. The scope and size of construction sites as well as the construction time on site - and thus congestion times caused by construction - can be significantly reduced. As the pollutant emissions of a construction project correlate directly with the construction time, the impact on the climate and environment is further reduced.
As the connection of the individual modules is designed to be reversible, they can be replaced or removed in the event of damage without having to completely rebuild the structure. When dismantling, the individual elements could be reused or recycled more easily in future to make the entire life cycle more sustainable.
Purpose
In an international comparison, modular construction methods are not yet very widespread in Germany. This is less due to its feasibility than to the narrowly defined standardisation. The project team is therefore developing and testing a pilot system. The researchers are building the prototype for a road bridge on a true-to-original one-to-one scale and are liaising closely with the approval authorities.
The findings from bridge construction can be transferred to many sectors of the construction industry - from building construction to the energy industry.
In an international comparison, modular construction methods are not yet very widespread in Germany. This is less due to its feasibility than to the narrowly defined standardisation. The project team is therefore developing and testing a pilot system. The researchers are building the prototype for a road bridge on a true-to-original one-to-one scale and are liaising closely with the approval authorities.
The findings from bridge construction can be transferred to many sectors of the construction industry - from building construction to the energy industry.
Procedure
The researchers manufacture the prototype completely in the factory and then join the individual carbon concrete components together on the construction site. The project team wants to achieve this so-called joining by means of pre-stressed dry joints. This means that the prefabricated parts must be manufactured very precisely so that they fit together exactly and static friction is activated. This prevents the individual elements from sliding apart. The outstanding advantage is that the assembly time for the superstructure on the construction site can be reduced to just one working day. Afterwards, the structure is immediately fully load-bearing, as no in-situ concrete has to harden. - This extremely short construction time was demonstrated during the project.
The project partners from industry and science are testing the system under real conditions on a federal highway: they are integrating the bridge prototype into a temporary bypass at a bridge construction site near Freiberg in Saxony. They are exposing the system to the stress of real road traffic for around a year. On 19 September 2023, the structure was put into operation following a load test. With the accompanying metrological monitoring, they want to prove the reliability of the modular design and thus initiate normative adjustments. At the end of its service life, the project partners will examine the bridge in the laboratory and check whether it can be reused at another location.
The researchers manufacture the prototype completely in the factory and then join the individual carbon concrete components together on the construction site. The project team wants to achieve this so-called joining by means of pre-stressed dry joints. This means that the prefabricated parts must be manufactured very precisely so that they fit together exactly and static friction is activated. This prevents the individual elements from sliding apart. The outstanding advantage is that the assembly time for the superstructure on the construction site can be reduced to just one working day. Afterwards, the structure is immediately fully load-bearing, as no in-situ concrete has to harden. - This extremely short construction time was demonstrated during the project.
The project partners from industry and science are testing the system under real conditions on a federal highway: they are integrating the bridge prototype into a temporary bypass at a bridge construction site near Freiberg in Saxony. They are exposing the system to the stress of real road traffic for around a year. On 19 September 2023, the structure was put into operation following a load test. With the accompanying metrological monitoring, they want to prove the reliability of the modular design and thus initiate normative adjustments. At the end of its service life, the project partners will examine the bridge in the laboratory and check whether it can be reused at another location.
ProMeTheuS
Sustainable thermoforming: Recycled fibres make lightweight components more efficient and stable
Funding duration:
Start
01.06.21
End
31.03.24
Markets:
Material:
Carbon fibres, Others (Recycled carbon fibres), Thermoplastics, Yarns, rovings, Nonwovens, mats, Carbon-fiber reinforced plastics (CFRP), Laminates
Context
Thermoforming is an established process for the cost-effective production of large plastic components. It is used in the bus and railway industry, caravan construction and commercial vehicles, among others. However, the technology has limitations, as unreinforced plastics are often not sufficiently stable for more demanding applications.
Further development of the process is necessary in order to also process fibre-reinforced plastics and increase performance. An innovative approach has been developed here: Multilayer composite semi-finished products that contain recycled carbon fibres. This combination of materials offers promising potential for sustainable and high-performance components.
Thermoforming is an established process for the cost-effective production of large plastic components. It is used in the bus and railway industry, caravan construction and commercial vehicles, among others. However, the technology has limitations, as unreinforced plastics are often not sufficiently stable for more demanding applications.
Further development of the process is necessary in order to also process fibre-reinforced plastics and increase performance. An innovative approach has been developed here: Multilayer composite semi-finished products that contain recycled carbon fibres. This combination of materials offers promising potential for sustainable and high-performance components.
Purpose
The ProMeTheuS project aims to sustainably reduce CO2 emissions in the mobility sector. The project team is developing lightweight, stable and fully recyclable plastic components for mobile applications. The researchers not only want to use less material, but also utilise recyclable materials that can be recycled multiple times. They are developing recycled carbon fibre fleece for these multilayer composite semi-finished products.
ProMeTheuS is thus making a contribution to the circular economy by integrating recycled materials into high-quality applications and thus reducing the use of new resources. Through sustainable production processes, the project team also aims to significantly reduce CO2 emissions during the manufacture of the components.
The ProMeTheuS project aims to sustainably reduce CO2 emissions in the mobility sector. The project team is developing lightweight, stable and fully recyclable plastic components for mobile applications. The researchers not only want to use less material, but also utilise recyclable materials that can be recycled multiple times. They are developing recycled carbon fibre fleece for these multilayer composite semi-finished products.
ProMeTheuS is thus making a contribution to the circular economy by integrating recycled materials into high-quality applications and thus reducing the use of new resources. Through sustainable production processes, the project team also aims to significantly reduce CO2 emissions during the manufacture of the components.
Procedure
At the start of the project, the team analysed the specific requirements of the bus and rail transport, caravanning and agricultural machinery industries. After a long development process, the researchers are working on a universal semi-finished product that can fulfil the relevant requirements of the industries during further development. Although the new materials are characterised by high strength and rigidity, these are not sufficient to replace the metal structure of a seat. The material could be used as a simple cover without high strength requirements in the specified industries. A simple component geometry is essential for successful deep drawing.
An important component of the project is the use of carbon fibre nonwovens, which achieve a strong reinforcing effect. After a long process of developing the material formulation, the potential of this technology and the appropriate component application became apparent. The researchers are developing a prototype that could lead to a lightweight, stable and resource-saving seating system for public transport in the future that is also recyclable. Traditional components such as wall panels and moulded elements are also being evaluated with the new semi-finished products, which underlines the versatility and future viability of the technology.
At the start of the project, the team analysed the specific requirements of the bus and rail transport, caravanning and agricultural machinery industries. After a long development process, the researchers are working on a universal semi-finished product that can fulfil the relevant requirements of the industries during further development. Although the new materials are characterised by high strength and rigidity, these are not sufficient to replace the metal structure of a seat. The material could be used as a simple cover without high strength requirements in the specified industries. A simple component geometry is essential for successful deep drawing.
An important component of the project is the use of carbon fibre nonwovens, which achieve a strong reinforcing effect. After a long process of developing the material formulation, the potential of this technology and the appropriate component application became apparent. The researchers are developing a prototype that could lead to a lightweight, stable and resource-saving seating system for public transport in the future that is also recyclable. Traditional components such as wall panels and moulded elements are also being evaluated with the new semi-finished products, which underlines the versatility and future viability of the technology.
protECOlight
Sustainable protective structures for electric cars: fibre-reinforced plastics replace aluminium
Funding duration:
Start
01.11.21
End
31.07.24
Markets:
Material:
Glass fibres, Thermoset plastics, Thermoplastics, Glass-fiber reinforced plastics (GFRP)
Context
The requirements for vehicle construction are changing with the introduction of alternative drive systems such as battery and hydrogen technologies. Underbody structures in particular, which protect sensitive energy storage systems, must fulfil high safety standards and at the same time be designed to be more ecologically sustainable. Lightweight construction offers a decisive opportunity here to reduce weight and thus also energy consumption.
At the same time, the focus is on aspects such as the use of recycled and bio-based plastics and the development of efficient manufacturing processes. The aim is to develop components that enable better resource utilisation throughout the entire product life cycle and are suitable for series production.
The requirements for vehicle construction are changing with the introduction of alternative drive systems such as battery and hydrogen technologies. Underbody structures in particular, which protect sensitive energy storage systems, must fulfil high safety standards and at the same time be designed to be more ecologically sustainable. Lightweight construction offers a decisive opportunity here to reduce weight and thus also energy consumption.
At the same time, the focus is on aspects such as the use of recycled and bio-based plastics and the development of efficient manufacturing processes. The aim is to develop components that enable better resource utilisation throughout the entire product life cycle and are suitable for series production.
Purpose
In the protECOlight research project, the team is developing sustainable, fibre composite-based lightweight protective structures for cars with alternative drive systems. The aim is to replace aluminium, the dominant material to date, with fibre-reinforced plastics. These reduce the weight of the protective structures by up to 30 per cent, which directly increases energy efficiency in electric and hydrogen vehicles.
The researchers also want to use recycled polypropylene and bio-based polyurethane to replace fossil resources. The components and processes developed should not only offer ecological advantages, but also fulfil the requirements of series production and cost efficiency in order to enable broad industrial application.
In the protECOlight research project, the team is developing sustainable, fibre composite-based lightweight protective structures for cars with alternative drive systems. The aim is to replace aluminium, the dominant material to date, with fibre-reinforced plastics. These reduce the weight of the protective structures by up to 30 per cent, which directly increases energy efficiency in electric and hydrogen vehicles.
The researchers also want to use recycled polypropylene and bio-based polyurethane to replace fossil resources. The components and processes developed should not only offer ecological advantages, but also fulfil the requirements of series production and cost efficiency in order to enable broad industrial application.
Procedure
The project team is pursuing two approaches, tailored to different vehicle segments and volume scenarios. The researchers are developing a polyurethane sandwich structure for vehicles with a low number of units over their service life, e.g. the sports car segment. This consists of a long glass fibre-reinforced polyurethane foam core and cover layers made of continuous fibre-reinforced plastic. The innovative, single-stage manufacturing process saves material and energy.
For vehicle projects with a large production volume and a corresponding need for automation, the team relies on a different solution: here it combines glass fibre-reinforced polypropylene tapes with long fibre-reinforced thermoplastic moulding compounds to enable cost-efficient weight savings.
Alongside the material and process engineering developments, the researchers are carrying out a comprehensive life cycle analysis - from material selection to the near-series demonstrator. This enables them to make a sound assessment of the ecological and economic potential of the components. Innovative simulation methods also ensure the transferability of the solutions to industrial production.
The project team is pursuing two approaches, tailored to different vehicle segments and volume scenarios. The researchers are developing a polyurethane sandwich structure for vehicles with a low number of units over their service life, e.g. the sports car segment. This consists of a long glass fibre-reinforced polyurethane foam core and cover layers made of continuous fibre-reinforced plastic. The innovative, single-stage manufacturing process saves material and energy.
For vehicle projects with a large production volume and a corresponding need for automation, the team relies on a different solution: here it combines glass fibre-reinforced polypropylene tapes with long fibre-reinforced thermoplastic moulding compounds to enable cost-efficient weight savings.
Alongside the material and process engineering developments, the researchers are carrying out a comprehensive life cycle analysis - from material selection to the near-series demonstrator. This enables them to make a sound assessment of the ecological and economic potential of the components. Innovative simulation methods also ensure the transferability of the solutions to industrial production.
RESOLVE
Processing fibres efficiently: sustainable seating systems for vehicles
Funding duration:
Start
01.11.20
End
31.10.23
Markets:
Material:
Glass fibres, Others (Polyamide fibres), Thermoplastics, Laid webs, Woven fabrics, Glass-fiber reinforced plastics (GFRP)
Context
Continuous fibre-reinforced thermoplastic fibre composites are among the most innovative materials in lightweight construction. Their exceptional material properties, such as high strength and low weight, offer enormous potential for a climate-friendly industry. However, their industrial use has so far been limited, as high material costs and cutting rates make widespread use difficult. This means that considerable opportunities for conserving resources and reducing CO2-emissions remain untapped.
Continuous fibre-reinforced thermoplastic fibre composites are among the most innovative materials in lightweight construction. Their exceptional material properties, such as high strength and low weight, offer enormous potential for a climate-friendly industry. However, their industrial use has so far been limited, as high material costs and cutting rates make widespread use difficult. This means that considerable opportunities for conserving resources and reducing CO2-emissions remain untapped.
Purpose
The aim of RESOLVE is to overcome these hurdles through new technologies and optimised manufacturing processes. The researchers have optimised the fibre orientation of the continuous fibre-reinforced thermoplastic fibre composite materials so that they are ideally prefabricated for specific loads. Specifically, they have designed a modular seating system for trams to demonstrate the potential of these materials. These seats are particularly light, stable and resource-efficient. The project also aims to develop new bionic design approaches that can be used in various industries such as automotive, aviation and rail transport. This will enable a broad industrial application.
The aim of RESOLVE is to overcome these hurdles through new technologies and optimised manufacturing processes. The researchers have optimised the fibre orientation of the continuous fibre-reinforced thermoplastic fibre composite materials so that they are ideally prefabricated for specific loads. Specifically, they have designed a modular seating system for trams to demonstrate the potential of these materials. These seats are particularly light, stable and resource-efficient. The project also aims to develop new bionic design approaches that can be used in various industries such as automotive, aviation and rail transport. This will enable a broad industrial application.
Procedure
The researchers are using what is known as effiLOAD technology. This makes it possible to place fibre materials in a "roll-to-roll" process in such a way that they follow the load paths precisely. As a result, significantly less material is lost, while efficiency and product quality increase at the same time. The project team is further refining this technology and combining it with bionic principles. The focus is on a complete process chain, from the manufacture of semi-finished products to component production and quality assurance. The tram seat concept serves as an application example to demonstrate the potential of the technology in a real product.
The researchers are using what is known as effiLOAD technology. This makes it possible to place fibre materials in a "roll-to-roll" process in such a way that they follow the load paths precisely. As a result, significantly less material is lost, while efficiency and product quality increase at the same time. The project team is further refining this technology and combining it with bionic principles. The focus is on a complete process chain, from the manufacture of semi-finished products to component production and quality assurance. The tram seat concept serves as an application example to demonstrate the potential of the technology in a real product.
RTTS
Sustainable tunnelling: reduce cement content, recycle excavated material
Funding duration:
Start
01.11.23
Today
09.03.25
End
31.10.26
Markets:
Material:
Steel, Others (Concrete)
Context
Tunnelling requires enormous quantities of reinforced concrete. In particular, the production of the segments - the prefabricated concrete elements from which the tunnel tube is assembled - is resource-intensive. The main components are cement, steel and natural aggregates such as gravel and sand. These materials cause high CO2 emissions and require large quantities of primary raw materials.
At the same time, machine tunnelling produces large quantities of excavated material in the form of rock and soil. This is often dumped instead of being recycled. A sustainable approach to tunnelling must therefore combine two aspects: CO2-reduced concrete technology and efficient recycling of the excavated material.
Tunnelling requires enormous quantities of reinforced concrete. In particular, the production of the segments - the prefabricated concrete elements from which the tunnel tube is assembled - is resource-intensive. The main components are cement, steel and natural aggregates such as gravel and sand. These materials cause high CO2 emissions and require large quantities of primary raw materials.
At the same time, machine tunnelling produces large quantities of excavated material in the form of rock and soil. This is often dumped instead of being recycled. A sustainable approach to tunnelling must therefore combine two aspects: CO2-reduced concrete technology and efficient recycling of the excavated material.
Purpose
In the RTTS research project, the project team is developing an innovative segment production technology that optimally combines material savings, recycling and load-bearing capacity. The researchers are reducing the cement content in the concrete by using alternative binders, such as lime-rich active substances, granulated blast furnace slag and pozzolanic substances, in order to achieve a comparable strength and durability of the material.
In addition, they integrate recycled aggregates into the concrete to reduce the use of primary raw materials. In order to optimise the CO2 consumption of the entire tunnel support system, the team will also investigate the influence of the annular gap on the load-bearing behaviour. On the one hand, the contact behaviour of the segmental rock mass will be mapped and, on the other hand, the pre-relaxation and the support pressure on the soil stresses before backfilling and hardening of the annular gap mass will be taken into account.
In the RTTS research project, the project team is developing an innovative segment production technology that optimally combines material savings, recycling and load-bearing capacity. The researchers are reducing the cement content in the concrete by using alternative binders, such as lime-rich active substances, granulated blast furnace slag and pozzolanic substances, in order to achieve a comparable strength and durability of the material.
In addition, they integrate recycled aggregates into the concrete to reduce the use of primary raw materials. In order to optimise the CO2 consumption of the entire tunnel support system, the team will also investigate the influence of the annular gap on the load-bearing behaviour. On the one hand, the contact behaviour of the segmental rock mass will be mapped and, on the other hand, the pre-relaxation and the support pressure on the soil stresses before backfilling and hardening of the annular gap mass will be taken into account.
Procedure
The project team first carries out extensive material analyses. The researchers test different mixtures of alternative binders and recycled aggregates in the laboratory for strength, durability and workability. In addition, digital models simulate the load-bearing behaviour of the optimised segments under real load conditions. Various load scenarios are analysed, including axial pressure, bending and shear forces that occur in tunnel construction.
The most promising concrete compositions are then used in full-scale tests: In a pilot project, the team is producing segments with reduced amounts of cement and steel, which will be subjected to mechanical and climatic stresses in a realistic test facility. The researchers want to develop a practical construction method that makes tunnel concrete more sustainable without sacrificing functionality.
The project team first carries out extensive material analyses. The researchers test different mixtures of alternative binders and recycled aggregates in the laboratory for strength, durability and workability. In addition, digital models simulate the load-bearing behaviour of the optimised segments under real load conditions. Various load scenarios are analysed, including axial pressure, bending and shear forces that occur in tunnel construction.
The most promising concrete compositions are then used in full-scale tests: In a pilot project, the team is producing segments with reduced amounts of cement and steel, which will be subjected to mechanical and climatic stresses in a realistic test facility. The researchers want to develop a practical construction method that makes tunnel concrete more sustainable without sacrificing functionality.
S3-ALU
Reducing emissions in car production: with digital twins and recycled aluminum
Funding duration:
Start
01.04.23
Today
09.03.25
End
31.03.26
Markets:
Material:
Aluminium
Context
The automotive industry is facing the challenge of making its production more climate-friendly. Aluminum in particular contributes significantly to the CO2 footprint of cars due to its energy-intensive manufacturing process. In order to reduce emissions, recycled aluminum - so-called secondary aluminum - will be increasingly used in the future. Compared to primary aluminum - i.e. aluminum produced directly from the raw material for the first time - significantly less energy is required in the production of secondary aluminum. The researchers in the S3-ALU project want to exploit this savings potential.
The automotive industry is facing the challenge of making its production more climate-friendly. Aluminum in particular contributes significantly to the CO2 footprint of cars due to its energy-intensive manufacturing process. In order to reduce emissions, recycled aluminum - so-called secondary aluminum - will be increasingly used in the future. Compared to primary aluminum - i.e. aluminum produced directly from the raw material for the first time - significantly less energy is required in the production of secondary aluminum. The researchers in the S3-ALU project want to exploit this savings potential.
Purpose
The aim of the project participants is to replace primary aluminum in automotive production with secondary aluminum without losing the advantageous properties of the material. They want to use simulations to evaluate the quality and sustainability of the recycled materials. The use of secondary aluminum is intended to significantly reduce the CO2 footprint per vehicle and promote sustainable lightweight construction.
The aim of the project participants is to replace primary aluminum in automotive production with secondary aluminum without losing the advantageous properties of the material. They want to use simulations to evaluate the quality and sustainability of the recycled materials. The use of secondary aluminum is intended to significantly reduce the CO2 footprint per vehicle and promote sustainable lightweight construction.
Procedure
The researchers are developing and using a digital twin to model different compositions of recycled aluminum. The virtual representation depicts the properties of the recycled aluminum and evaluates the suitability of the available aluminum scrap of different qualities for material production. Thanks to the digital twin, the project partners can test different material variants in a time and resource-saving manner without having to carry out numerous physical experiments. This allows them to determine how high the proportion of recycled aluminum can be without compromising the material quality. In addition, the components can also be evaluated in terms of their carbon footprint.
The researchers are developing and using a digital twin to model different compositions of recycled aluminum. The virtual representation depicts the properties of the recycled aluminum and evaluates the suitability of the available aluminum scrap of different qualities for material production. Thanks to the digital twin, the project partners can test different material variants in a time and resource-saving manner without having to carry out numerous physical experiments. This allows them to determine how high the proportion of recycled aluminum can be without compromising the material quality. In addition, the components can also be evaluated in terms of their carbon footprint.
SimProTi
Manufacturing titanium components precisely and resource-efficiently: simulation reduces distortion
Funding duration:
Start
01.05.21
End
30.06.23
Markets:
Material:
Titanium
Context
The aviation industry is focussing on lightweight construction to make aircraft more efficient and environmentally friendly. Titanium is a key material here: it offers high strength, corrosion resistance and temperature resistance at a low weight. However, its production is resource-intensive: up to 90 per cent of the valuable raw material is removed by machining before a component reaches the desired shape.
This enormous loss of material causes high costs and has a negative impact on the environment. This is where the SimProTi research project comes in. The aim is to make the production of titanium components more efficient, more precise and more resource-friendly.
The aviation industry is focussing on lightweight construction to make aircraft more efficient and environmentally friendly. Titanium is a key material here: it offers high strength, corrosion resistance and temperature resistance at a low weight. However, its production is resource-intensive: up to 90 per cent of the valuable raw material is removed by machining before a component reaches the desired shape.
This enormous loss of material causes high costs and has a negative impact on the environment. This is where the SimProTi research project comes in. The aim is to make the production of titanium components more efficient, more precise and more resource-friendly.
Purpose
The project team is pursuing the goal of fundamentally improving the production of lightweight titanium components using digital technologies. To this end, the researchers are developing an innovative simulation methodology that precisely predicts the distortion of components during heat treatment. The aim of SimProTi is to use state-of-the-art simulation methods to precisely model the influence of temperature and environmental conditions.
This digital support enables companies to reduce material usage by up to 10 per cent. The economic benefits are considerable: OTTO FUCHS can save around 40 tonnes of titanium per year and thus considerable material costs. At the same time, optimised production ensures a reduction in energy consumption and therefore also a reduction in CO2 emissions.
The project team is pursuing the goal of fundamentally improving the production of lightweight titanium components using digital technologies. To this end, the researchers are developing an innovative simulation methodology that precisely predicts the distortion of components during heat treatment. The aim of SimProTi is to use state-of-the-art simulation methods to precisely model the influence of temperature and environmental conditions.
This digital support enables companies to reduce material usage by up to 10 per cent. The economic benefits are considerable: OTTO FUCHS can save around 40 tonnes of titanium per year and thus considerable material costs. At the same time, optimised production ensures a reduction in energy consumption and therefore also a reduction in CO2 emissions.
Procedure
The project team used computational fluid dynamics (CFD) simulation in combination with finite element structural simulation to analyse the cooling process after heat treatment in detail. Researchers recorded temperature curves and deformation states during the critical cooling phases. Using this data, they developed a digital twin that simulates distortion and stress patterns in titanium components with a high degree of accuracy.
The process enables companies to control heat treatments in a targeted manner and avoid distortion problems in advance. At the same time, the team was able to significantly reduce material requirements as the components can already be manufactured in near-net-shape form. The results show: Optimised cooling processes lead to more homogeneous stress states, less reworking and significantly fewer rejects. Beyond aviation, these methods can be transferred to other sectors, such as the automotive and aerospace industries.
The project team used computational fluid dynamics (CFD) simulation in combination with finite element structural simulation to analyse the cooling process after heat treatment in detail. Researchers recorded temperature curves and deformation states during the critical cooling phases. Using this data, they developed a digital twin that simulates distortion and stress patterns in titanium components with a high degree of accuracy.
The process enables companies to control heat treatments in a targeted manner and avoid distortion problems in advance. At the same time, the team was able to significantly reduce material requirements as the components can already be manufactured in near-net-shape form. The results show: Optimised cooling processes lead to more homogeneous stress states, less reworking and significantly fewer rejects. Beyond aviation, these methods can be transferred to other sectors, such as the automotive and aerospace industries.
SinziA
Resource-efficient machine elements: Researching bionically inspired self-lubrication
Funding duration:
Start
01.11.20
End
31.01.24
Markets:
Material:
Steel
Context
The lubrication of highly stressed machine elements is necessary to reduce friction and wear. Conventional lubrication methods, such as oil or grease lubrication, require suitable components for lubricant supply and conditioning and for sealing and lead to significant load-independent losses. An innovative approach is modelled on nature: similar to the human knee joint, where the pores in the meniscus serve as reservoirs and channels for synovial fluid, porous sintered metals can store lubricant and release it as required under load. This technology, inspired by nature, is already being used successfully in low-load components such as plain bearings. The advantages: Self-lubrication means that the required amount of lubricant is supplied directly to the functional point. This reduces the amount of lubricant used, reduces the size and weight of the gearbox, increases resource efficiency through lower load-independent power loss and thus improves the CO2 balance. In the SinziA project, the researchers are investigating how this bionic approach can also be utilised for highly stressed machine elements using the example of gears in stationary and transient gearboxes.
The lubrication of highly stressed machine elements is necessary to reduce friction and wear. Conventional lubrication methods, such as oil or grease lubrication, require suitable components for lubricant supply and conditioning and for sealing and lead to significant load-independent losses. An innovative approach is modelled on nature: similar to the human knee joint, where the pores in the meniscus serve as reservoirs and channels for synovial fluid, porous sintered metals can store lubricant and release it as required under load. This technology, inspired by nature, is already being used successfully in low-load components such as plain bearings. The advantages: Self-lubrication means that the required amount of lubricant is supplied directly to the functional point. This reduces the amount of lubricant used, reduces the size and weight of the gearbox, increases resource efficiency through lower load-independent power loss and thus improves the CO2 balance. In the SinziA project, the researchers are investigating how this bionic approach can also be utilised for highly stressed machine elements using the example of gears in stationary and transient gearboxes.
Purpose
The aim of the SinziA project is to develop oil-impregnated sintered gears that can be used as self-lubricating machine elements in applications subject to high mechanical loads. To this end, fundamental findings from material analyses and tribological investigations with material, lubricant and surface variants are being researched according to industrial application requirements in order to make the technology usable for broad industrial application.
The researchers are focussing in particular on the overall objective of significantly reducing the amount of lubricant required in the gearbox and reducing the installation space and complexity of the gearbox. By using suitable material-lubricant-surface configurations, they want to minimise power losses compared to conventionally lubricated gearboxes through the self-lubrication of the tooth contacts. They also want to significantly extend the service life compared to dry-running gearboxes.
In the long term, the team is aiming to establish the technology across all sectors - from the automotive and mechanical engineering industries to aviation and food technology. Thanks to the wide range of possible applications, the researchers hope that the technology will make an important contribution to conserving resources and reducing CO2 emissions.
The aim of the SinziA project is to develop oil-impregnated sintered gears that can be used as self-lubricating machine elements in applications subject to high mechanical loads. To this end, fundamental findings from material analyses and tribological investigations with material, lubricant and surface variants are being researched according to industrial application requirements in order to make the technology usable for broad industrial application.
The researchers are focussing in particular on the overall objective of significantly reducing the amount of lubricant required in the gearbox and reducing the installation space and complexity of the gearbox. By using suitable material-lubricant-surface configurations, they want to minimise power losses compared to conventionally lubricated gearboxes through the self-lubrication of the tooth contacts. They also want to significantly extend the service life compared to dry-running gearboxes.
In the long term, the team is aiming to establish the technology across all sectors - from the automotive and mechanical engineering industries to aviation and food technology. Thanks to the wide range of possible applications, the researchers hope that the technology will make an important contribution to conserving resources and reducing CO2 emissions.
Procedure
The project team combines experimental modelling and component investigations with high-resolution analytics in order to transfer the findings to potentially applicable self-lubricating system configurations in application tests and to examine their technological maturity. Firstly, they define the requirements of stationary and intermittently operated target applications. Based on this, they determine suitable sintered material and surface specifications as well as a suitable lubricant and identify industrially realisable impregnation processes in order to evenly fill the pore structure of the materials with sufficient lubricant.
The research partners then test the self-lubricating material and surface combinations in model tests under laboratory conditions. They analyse friction and lubrication as well as damage behaviour under defined conditions and determine the load limits of the self-lubricating technology. These findings are incorporated into the development of practical demonstrators, which are tested in module tests under real operating conditions. Finally, the researchers develop practical design guidelines in order to be able to design self-lubricating machine elements for further investigation and transfer to a wide range of applications.
The project team combines experimental modelling and component investigations with high-resolution analytics in order to transfer the findings to potentially applicable self-lubricating system configurations in application tests and to examine their technological maturity. Firstly, they define the requirements of stationary and intermittently operated target applications. Based on this, they determine suitable sintered material and surface specifications as well as a suitable lubricant and identify industrially realisable impregnation processes in order to evenly fill the pore structure of the materials with sufficient lubricant.
The research partners then test the self-lubricating material and surface combinations in model tests under laboratory conditions. They analyse friction and lubrication as well as damage behaviour under defined conditions and determine the load limits of the self-lubricating technology. These findings are incorporated into the development of practical demonstrators, which are tested in module tests under real operating conditions. Finally, the researchers develop practical design guidelines in order to be able to design self-lubricating machine elements for further investigation and transfer to a wide range of applications.
SmartWeld
Lightweight in steel construction: end-to-end digitalised production and testing chain
Funding duration:
Start
01.05.21
Today
09.03.25
End
01.04.25
Markets:
Material:
Steel
Context
Offshore wind turbines stand on a huge support structure up to 60 metres high, the greater part of which remains hidden below the waterline. Today, a single steel pile, known as a monopile, is often used. Up to 2,000 tonnes of steel are welded together for this purpose - the production of which releases large quantities of CO2.
The tonnage during transport and the amount of CO2 released during steel production is significantly lower if more delicate support structures are used instead of the monopile. However, these lightweight structures, known as jacket foundations, pose a challenge in terms of production technology, meaning that potential CO2 savings have not yet been realised on an industrial scale.
This is mainly due to the very complex weld seams: Today, the jacket foundations are usually welded together manually and later transported to their place of use using special ships. Tolerances in manual production and high safety requirements necessitate a conservative design, i.e. thick-walled components are used.
Offshore wind turbines stand on a huge support structure up to 60 metres high, the greater part of which remains hidden below the waterline. Today, a single steel pile, known as a monopile, is often used. Up to 2,000 tonnes of steel are welded together for this purpose - the production of which releases large quantities of CO2.
The tonnage during transport and the amount of CO2 released during steel production is significantly lower if more delicate support structures are used instead of the monopile. However, these lightweight structures, known as jacket foundations, pose a challenge in terms of production technology, meaning that potential CO2 savings have not yet been realised on an industrial scale.
This is mainly due to the very complex weld seams: Today, the jacket foundations are usually welded together manually and later transported to their place of use using special ships. Tolerances in manual production and high safety requirements necessitate a conservative design, i.e. thick-walled components are used.
Purpose
The aim of SmartWeld is to make the use of lightweight construction techniques possible with an end-to-end digitalised production and testing chain in the construction of foundations. To achieve this, the welding process for the complex seams on the supporting structures is to be adapted so that it can be better automated. If this is successful, the seams will also be more durable. The structures could also be manufactured with thinner walls. They would therefore use less steel and thus save CO2.
With an average 12-megawatt system, around 20 percent of the weight and therefore 400 tonnes of steel could be saved compared to a monopile. This corresponds to around 800 tonnes of CO2. By optimising the design of the weld seams and making savings in the energy-intensive welding process itself, the proportion of CO2 in production could be reduced even further. For a wind farm with 100 turbines by a total of more than 100,000 tonnes.
The aim of SmartWeld is to make the use of lightweight construction techniques possible with an end-to-end digitalised production and testing chain in the construction of foundations. To achieve this, the welding process for the complex seams on the supporting structures is to be adapted so that it can be better automated. If this is successful, the seams will also be more durable. The structures could also be manufactured with thinner walls. They would therefore use less steel and thus save CO2.
With an average 12-megawatt system, around 20 percent of the weight and therefore 400 tonnes of steel could be saved compared to a monopile. This corresponds to around 800 tonnes of CO2. By optimising the design of the weld seams and making savings in the energy-intensive welding process itself, the proportion of CO2 in production could be reduced even further. For a wind farm with 100 turbines by a total of more than 100,000 tonnes.
Procedure
In order to utilise the new production technologies in industry as quickly as possible, the researchers are working as practically as possible. The industrial partners in the research project are developing demonstration systems suitable for series production under real manufacturing conditions. In this way, the research results can be transferred like a "blueprint" to other areas of steel construction in which large-format structures such as bridge constructions are manufactured.
Several demonstrator nodes are already being produced as part of the project, which will then be subjected to various fatigue tests - accompanied by simulations of crack development and crack progression. Tests that have already been carried out to automate the welding processes have significantly increased the production speed.
In order to utilise the new production technologies in industry as quickly as possible, the researchers are working as practically as possible. The industrial partners in the research project are developing demonstration systems suitable for series production under real manufacturing conditions. In this way, the research results can be transferred like a "blueprint" to other areas of steel construction in which large-format structures such as bridge constructions are manufactured.
Several demonstrator nodes are already being produced as part of the project, which will then be subjected to various fatigue tests - accompanied by simulations of crack development and crack progression. Tests that have already been carried out to automate the welding processes have significantly increased the production speed.
SuMatHrA
Reducing the carbon footprint at the material level: Albasia wood for electric cars and lifts
Funding duration:
Start
01.09.21
End
31.08.24
Markets:
Material:
Wood
Context
Lightweight construction is crucial to making vehicles more sustainable: The components weigh less and material is saved. This improves resource efficiency and reduces greenhouse gas emissions - not only during production, but also when the lightweight components are later used. Companies are increasingly using hybrid materials that combine different functions and are therefore particularly efficient. However, these materials are usually difficult to recycle and often have a negative carbon footprint. One way to resolve this conflict is to use sustainable lightweight materials - such as wood - as part of hybrid materials.
Lightweight construction is crucial to making vehicles more sustainable: The components weigh less and material is saved. This improves resource efficiency and reduces greenhouse gas emissions - not only during production, but also when the lightweight components are later used. Companies are increasingly using hybrid materials that combine different functions and are therefore particularly efficient. However, these materials are usually difficult to recycle and often have a negative carbon footprint. One way to resolve this conflict is to use sustainable lightweight materials - such as wood - as part of hybrid materials.
Purpose
The project team wants to replace conventional lightweight construction materials, such as aluminium or steel, with wood hybrids based on Albasia wood in order to reduce the carbon footprint of structures at the material level. Due to its low density in combination with excellent mechanical properties, Indonesian lightweight wood is very suitable for lightweight construction. Albasia is sustainably cultivated in Indonesia in order to reforest areas left fallow by slash-and-burn agriculture and to enable local smallholders to generate additional income from the utilisation of these areas and the sale of the wood. Its use in vehicle structures is particularly sustainable when the material is used together with domestic hardwoods and conifers as a wood-wood hybrid. As these woods are cheap and readily available, this also increases the competitiveness of the domestic industry and value creation in Germany.
The project team wants to replace conventional lightweight construction materials, such as aluminium or steel, with wood hybrids based on Albasia wood in order to reduce the carbon footprint of structures at the material level. Due to its low density in combination with excellent mechanical properties, Indonesian lightweight wood is very suitable for lightweight construction. Albasia is sustainably cultivated in Indonesia in order to reforest areas left fallow by slash-and-burn agriculture and to enable local smallholders to generate additional income from the utilisation of these areas and the sale of the wood. Its use in vehicle structures is particularly sustainable when the material is used together with domestic hardwoods and conifers as a wood-wood hybrid. As these woods are cheap and readily available, this also increases the competitiveness of the domestic industry and value creation in Germany.
Procedure
The project team wants to demonstrate the wood hybrid materials in three applications: In crash-loaded vehicle structures of electric vehicles, for the box body of a small commercial vehicle and in lift construction as a panel product. The researchers also see great potential here for the integration of additional functions, as wood has very good acoustic and thermal insulation properties. This means that other CO2-intensive materials that are currently used to integrate insulation or noise protection can be saved. In addition, the wooden components are lighter, so the CO2 balance is also better in use.
Current research activities are aimed at further optimising the hybrid material system. For example, different variants for the wooden core are being investigated for the crash-loaded vehicle structure in order to save further weight and fulfil the requirements resulting from the integration of the component into the body. The production of moulded wood parts from Albasia veneer is currently being investigated for use in commercial vehicle bodies and lift construction. The aim here is to produce three-dimensionally moulded components from veneer material. As part of a life cycle analysis, the material is being analysed, taking into account all relevant process steps from planting the seedling to transporting the material and manufacturing the components.
The project team wants to demonstrate the wood hybrid materials in three applications: In crash-loaded vehicle structures of electric vehicles, for the box body of a small commercial vehicle and in lift construction as a panel product. The researchers also see great potential here for the integration of additional functions, as wood has very good acoustic and thermal insulation properties. This means that other CO2-intensive materials that are currently used to integrate insulation or noise protection can be saved. In addition, the wooden components are lighter, so the CO2 balance is also better in use.
Current research activities are aimed at further optimising the hybrid material system. For example, different variants for the wooden core are being investigated for the crash-loaded vehicle structure in order to save further weight and fulfil the requirements resulting from the integration of the component into the body. The production of moulded wood parts from Albasia veneer is currently being investigated for use in commercial vehicle bodies and lift construction. The aim here is to produce three-dimensionally moulded components from veneer material. As part of a life cycle analysis, the material is being analysed, taking into account all relevant process steps from planting the seedling to transporting the material and manufacturing the components.
SyProLei
Systematically implementing lightweight construction: with digital workflows
Funding duration:
Start
01.01.21
End
30.06.24
Markets:
Material:
Carbon fibres, Others (Cross-material), Others (Cross-material), Carbon-fiber reinforced plastics (CFRP)
Context
Lightweight construction is an important key to resource-saving, cost-efficient and sustainable products. Nevertheless, much of the potential remains untapped as there is a lack of systemic approaches to optimise costs, functionality and environmental performance in equal measure. Sectors such as mechanical engineering, the leisure industry and medical technology need solutions that apply lightweight construction not only at component level, but across entire systems. The researchers in the SyProLei project are addressing this gap with a comprehensive approach that integrates material, product and production perspectives.
Lightweight construction is an important key to resource-saving, cost-efficient and sustainable products. Nevertheless, much of the potential remains untapped as there is a lack of systemic approaches to optimise costs, functionality and environmental performance in equal measure. Sectors such as mechanical engineering, the leisure industry and medical technology need solutions that apply lightweight construction not only at component level, but across entire systems. The researchers in the SyProLei project are addressing this gap with a comprehensive approach that integrates material, product and production perspectives.
Purpose
The aim of the scientists is to develop a universal methodology that integrates lightweight construction into the entire product development process. Digital workflows are intended to make the developed methodology usable for various industries. The project team is focusing on systematically analysing conflicting objectives, i.e. weighing up and balancing competing requirements such as costs, material and energy efficiency and functionality, which can influence each other.
The results are intended to form a basis for future applications. In this way, the researchers hope to contribute not only to technological innovation, but also to the reduction of material consumption, energy requirements and CO2 emissions in both the manufacturing and utilisation phases.
The aim of the scientists is to develop a universal methodology that integrates lightweight construction into the entire product development process. Digital workflows are intended to make the developed methodology usable for various industries. The project team is focusing on systematically analysing conflicting objectives, i.e. weighing up and balancing competing requirements such as costs, material and energy efficiency and functionality, which can influence each other.
The results are intended to form a basis for future applications. In this way, the researchers hope to contribute not only to technological innovation, but also to the reduction of material consumption, energy requirements and CO2 emissions in both the manufacturing and utilisation phases.
Procedure
The project team first develops a methodology for the end-to-end development of lightweight products. The team then maps these in digital workflows. The researchers analyse existing processes in order to identify potential for conserving resources and saving materials. Building on this, the team develops innovative concepts and analyses them using multi-criteria evaluation methods.
The team tests the methodology using three practical use cases. They are developing concepts for reducing energy consumption and weight on a gantry robot. In a bicycle trailer, new materials and production methods improve safety and increase sustainability. Prostheses are made lighter, more functional and more sustainable through holistic optimisation by systematically coordinating all components and using new material and production approaches.
The project team first develops a methodology for the end-to-end development of lightweight products. The team then maps these in digital workflows. The researchers analyse existing processes in order to identify potential for conserving resources and saving materials. Building on this, the team develops innovative concepts and analyses them using multi-criteria evaluation methods.
The team tests the methodology using three practical use cases. They are developing concepts for reducing energy consumption and weight on a gantry robot. In a bicycle trailer, new materials and production methods improve safety and increase sustainability. Prostheses are made lighter, more functional and more sustainable through holistic optimisation by systematically coordinating all components and using new material and production approaches.
TALoF
Die casting for aluminium components: Increasing strength and saving material
Funding duration:
Start
01.10.21
End
30.09.24
Markets:
Material:
Aluminium, Intermetallic alloys, Magnesium
Context
Aluminium components are often used in the automotive sector due to their weight. Thin-walled components reduce the use of resources, but require precise control of strength. The strength depends on the solidification time - the phase in which the liquid metal turns into solid material during casting. With thin walls, the aluminium cools quickly. This leads to a fine-grained microstructure, which improves the mechanical strength.
At the same time, the components must remain stable even at high operating temperatures. The strength is usually increased by a so-called T6 heat treatment. This involves heating and artificially ageing the cast parts after casting in order to improve their properties. However, this additional process consumes a lot of energy and causes high CO2 emissions. Engineers are therefore working on alternative approaches that start directly in the casting process.
Aluminium components are often used in the automotive sector due to their weight. Thin-walled components reduce the use of resources, but require precise control of strength. The strength depends on the solidification time - the phase in which the liquid metal turns into solid material during casting. With thin walls, the aluminium cools quickly. This leads to a fine-grained microstructure, which improves the mechanical strength.
At the same time, the components must remain stable even at high operating temperatures. The strength is usually increased by a so-called T6 heat treatment. This involves heating and artificially ageing the cast parts after casting in order to improve their properties. However, this additional process consumes a lot of energy and causes high CO2 emissions. Engineers are therefore working on alternative approaches that start directly in the casting process.
Purpose
The TALoF research project aims to develop manufacturing processes for aluminium die-cast parts that offer higher strength at critical points. The researchers actively control the solidification time in order to produce a fine-grained microstructure - without resorting to T6 heat treatment. They use two types of alloy for this purpose: Al-Si-Cu alloys, in which the copper content ensures particularly high strength, and Al-Si-Mg alloys, which offer a good balance between strength and ductility (malleability) thanks to the magnesium content.
With this process, the project team aims to achieve material savings of over 7 per cent, in some cases significantly more, generally up to 30 per cent, and to reduce energy consumption during production and operation. The material parameters obtained are incorporated into digital simulations and enable more precise component calculations.
The TALoF research project aims to develop manufacturing processes for aluminium die-cast parts that offer higher strength at critical points. The researchers actively control the solidification time in order to produce a fine-grained microstructure - without resorting to T6 heat treatment. They use two types of alloy for this purpose: Al-Si-Cu alloys, in which the copper content ensures particularly high strength, and Al-Si-Mg alloys, which offer a good balance between strength and ductility (malleability) thanks to the magnesium content.
With this process, the project team aims to achieve material savings of over 7 per cent, in some cases significantly more, generally up to 30 per cent, and to reduce energy consumption during production and operation. The material parameters obtained are incorporated into digital simulations and enable more precise component calculations.
Procedure
The researchers are realising the test setup on the camshaft bearing housing, an important component in commercial vehicles with a complex geometry. They develop a specially designed die-casting mould that limits the recycled metal content to a maximum of 30 per cent. They then cast components with precisely customised process parameters. The researchers analyse the microstructure using optical and electronic microscopy, measure the solidification times and carry out mechanical stress tests.
At the same time, they are optimising the mould in order to recover around half of the energy required to melt the aluminium, for example to heat industrial water or buildings. The data collected enhances existing simulation programmes. This provides designers with reliable material parameters.
The researchers are realising the test setup on the camshaft bearing housing, an important component in commercial vehicles with a complex geometry. They develop a specially designed die-casting mould that limits the recycled metal content to a maximum of 30 per cent. They then cast components with precisely customised process parameters. The researchers analyse the microstructure using optical and electronic microscopy, measure the solidification times and carry out mechanical stress tests.
At the same time, they are optimising the mould in order to recover around half of the energy required to melt the aluminium, for example to heat industrial water or buildings. The data collected enhances existing simulation programmes. This provides designers with reliable material parameters.
TWBlock
ultra-high-strength steel: optimising tailor-welded blanks with digital processes
Funding duration:
Start
01.08.21
End
31.07.24
Markets:
Material:
Others (Tailor Welded Blanks), Steel, Laminates
Context
Tailor-welded blanks (TWB) are customised sheets that join steels of different strengths by laser welding. This allows the properties of the components to be precisely tailored to the intended applications. They offer great potential for lightweight construction in the vehicle and transport industry. By saving weight, they help to reduce CO2 emissions and increase material efficiency. Despite these advantages, their potential applications have so far been limited. Difficulties such as limited formability and the springback of weld seams make it difficult to use ultra-high-strength steels with strengths of over 800 megapascals (MPa). This is where the TWBlock team comes in. The researchers are developing innovative solutions to enable the use of even higher-performance materials. With digital solutions such as a digital twin and blockchain applications, they want to optimise the entire process chain and make it more sustainable.
Tailor-welded blanks (TWB) are customised sheets that join steels of different strengths by laser welding. This allows the properties of the components to be precisely tailored to the intended applications. They offer great potential for lightweight construction in the vehicle and transport industry. By saving weight, they help to reduce CO2 emissions and increase material efficiency. Despite these advantages, their potential applications have so far been limited. Difficulties such as limited formability and the springback of weld seams make it difficult to use ultra-high-strength steels with strengths of over 800 megapascals (MPa). This is where the TWBlock team comes in. The researchers are developing innovative solutions to enable the use of even higher-performance materials. With digital solutions such as a digital twin and blockchain applications, they want to optimise the entire process chain and make it more sustainable.
Purpose
The project team is working on bringing TWBs made from ultra-high-strength steels with strengths of up to 1,000 MPa into series production. The aim is to better link the welding and forming processes and to precisely model the properties of the materials using simulation. With the help of a digital twin, they are trying to understand and optimise the complex interactions between material, weld seam and forming process. The team is also integrating blockchain technologies to make the data transparent and traceable along the entire production chain. Through these approaches, the researchers hope to help reduce CO2 emissions and advance lightweight steel construction in the automotive industry. At the same time, the team wants to improve the efficiency of production and promote collaboration between those involved.
The project team is working on bringing TWBs made from ultra-high-strength steels with strengths of up to 1,000 MPa into series production. The aim is to better link the welding and forming processes and to precisely model the properties of the materials using simulation. With the help of a digital twin, they are trying to understand and optimise the complex interactions between material, weld seam and forming process. The team is also integrating blockchain technologies to make the data transparent and traceable along the entire production chain. Through these approaches, the researchers hope to help reduce CO2 emissions and advance lightweight steel construction in the automotive industry. At the same time, the team wants to improve the efficiency of production and promote collaboration between those involved.
Procedure
The researchers begin by comprehensively analysing materials and weld seams. They carry out tests to determine the mechanical properties of high-strength steels and their behaviour during welding and forming. These results are incorporated into the development of a digital twin that simulates the complex processes. The team uses it to improve the welding and forming processes in a targeted manner and to better utilise the lightweight construction potential of the TWBs. Blockchain technologies ensure the integrity of the data and facilitate collaboration between the project partners. Finally, the team will test the results on a demonstrator, a vehicle side member, under real industrial conditions in order to create the basis for transferring TWBs made from ultra-high-strength steels to series production.
The researchers begin by comprehensively analysing materials and weld seams. They carry out tests to determine the mechanical properties of high-strength steels and their behaviour during welding and forming. These results are incorporated into the development of a digital twin that simulates the complex processes. The team uses it to improve the welding and forming processes in a targeted manner and to better utilise the lightweight construction potential of the TWBs. Blockchain technologies ensure the integrity of the data and facilitate collaboration between the project partners. Finally, the team will test the results on a demonstrator, a vehicle side member, under real industrial conditions in order to create the basis for transferring TWBs made from ultra-high-strength steels to series production.
ULAS E-VAN
Making e-transporters lighter: Innovative body with modular battery tray system
Funding duration:
Start
01.12.21
End
30.11.24
Markets:
Material:
Aluminium, Other plastics
Context
Small delivery vehicles with a gross vehicle weight of up to 3.5 tonnes are used across all industries for the transport of goods and materials. Until now, vans in this class have mainly been powered by combustion engines. In order to successfully decarbonise the transport sector, more and more battery-powered vans are needed.
However, if the vans are equipped with an electric drive, the high battery weight increases the unladen weight. As a result, the possible payload of the vehicles decreases. Innovative lightweight construction approaches can be used to reduce the weight of battery-powered delivery vehicles, increase the possible payload and range and reduce costs.
Small delivery vehicles with a gross vehicle weight of up to 3.5 tonnes are used across all industries for the transport of goods and materials. Until now, vans in this class have mainly been powered by combustion engines. In order to successfully decarbonise the transport sector, more and more battery-powered vans are needed.
However, if the vans are equipped with an electric drive, the high battery weight increases the unladen weight. As a result, the possible payload of the vehicles decreases. Innovative lightweight construction approaches can be used to reduce the weight of battery-powered delivery vehicles, increase the possible payload and range and reduce costs.
Purpose
In the Ulas E-Van project, researchers from industry and research are working on solutions to significantly reduce the weight of battery-powered vans through lightweight construction and thus increase their range. They are also aiming to reduce the battery size, secondary weight and therefore battery costs while maintaining the same range. To this end, the consortium is developing a new type of body structure and a modular and scalable battery carrier system for small electric commercial vehicles.
In the Ulas E-Van project, researchers from industry and research are working on solutions to significantly reduce the weight of battery-powered vans through lightweight construction and thus increase their range. They are also aiming to reduce the battery size, secondary weight and therefore battery costs while maintaining the same range. To this end, the consortium is developing a new type of body structure and a modular and scalable battery carrier system for small electric commercial vehicles.
Procedure
The researchers are focussing in particular on modern CAE (Computer Aided Engineering) methods, i.e. computer-aided development and production approaches. For the superstructure, the aim is to transfer the proven frame-stringer design used in aircraft construction to commercial vehicle construction with higher production figures. The researchers are using simulation-driven component development (simulation-driven design) for this purpose. The frames are to be designed in one piece and bionically optimised with the help of simulations.
For the outer skin, prefabricated large-area, structural plastic parts that are connected to the load-bearing structure will be developed. To this end, the project team is utilising 3D printing processes for the production of large structural components and larger quantities. In the underbody, the researchers are integrating a load-bearing, ultra-light, scalable and modular battery carrier system that supports the body structure in terms of rigidity, fatigue strength and crash safety.
The researchers are focussing in particular on modern CAE (Computer Aided Engineering) methods, i.e. computer-aided development and production approaches. For the superstructure, the aim is to transfer the proven frame-stringer design used in aircraft construction to commercial vehicle construction with higher production figures. The researchers are using simulation-driven component development (simulation-driven design) for this purpose. The frames are to be designed in one piece and bionically optimised with the help of simulations.
For the outer skin, prefabricated large-area, structural plastic parts that are connected to the load-bearing structure will be developed. To this end, the project team is utilising 3D printing processes for the production of large structural components and larger quantities. In the underbody, the researchers are integrating a load-bearing, ultra-light, scalable and modular battery carrier system that supports the body structure in terms of rigidity, fatigue strength and crash safety.
UVPult
Producing postformable profiles: innovative UV pultrusion for fibre-reinforced plastics
Funding duration:
Start
01.09.21
Today
09.03.25
End
31.08.25
Markets:
Material:
Glass fibres, Thermoset plastics, Others (UV-curable resins), Glass-fiber reinforced plastics (GFRP)
Context
The increasing demands for efficiency and sustainability in vehicle construction require innovative solutions. Lightweight construction approaches play a key role in reducing CO2 emissions and minimising the weight of vehicles. Thanks to their adaptability and strength, lightweight fibre-reinforced plastics (FRP) offer great potential to replace conventional materials such as steel. A proven manufacturing process for FRP profiles is pultrusion, in which the materials are continuously drawn through a mould and cured there. However, existing pultrusion processes are limited to producing profiles with a constant cross-section, which limits their use for more complex applications. In order to expand the flexibility and range of applications of this technology, the team in the UVPult project is developing a new process to produce post-mouldable pultrusion profiles that offer ecological benefits as well as being highly cost-effective.
The increasing demands for efficiency and sustainability in vehicle construction require innovative solutions. Lightweight construction approaches play a key role in reducing CO2 emissions and minimising the weight of vehicles. Thanks to their adaptability and strength, lightweight fibre-reinforced plastics (FRP) offer great potential to replace conventional materials such as steel. A proven manufacturing process for FRP profiles is pultrusion, in which the materials are continuously drawn through a mould and cured there. However, existing pultrusion processes are limited to producing profiles with a constant cross-section, which limits their use for more complex applications. In order to expand the flexibility and range of applications of this technology, the team in the UVPult project is developing a new process to produce post-mouldable pultrusion profiles that offer ecological benefits as well as being highly cost-effective.
Purpose
The aim of the researchers is to develop an innovative pultrusion technology that enables the subsequent moulding of FRP profiles for the first time. The team uses glass fibre reinforced plastics (GRP) and processes them with UV-curing resins to enable precisely controllable curing. The result is GRP profiles that are characterised by lightness, stability and cost efficiency and can be used in series production - for example as coupling rods in vehicles. With this technology, the scientists not only want to reduce the weight and thus the energy consumption during vehicle use, but also significantly reduce the energy requirements in production.
The aim of the researchers is to develop an innovative pultrusion technology that enables the subsequent moulding of FRP profiles for the first time. The team uses glass fibre reinforced plastics (GRP) and processes them with UV-curing resins to enable precisely controllable curing. The result is GRP profiles that are characterised by lightness, stability and cost efficiency and can be used in series production - for example as coupling rods in vehicles. With this technology, the scientists not only want to reduce the weight and thus the energy consumption during vehicle use, but also significantly reduce the energy requirements in production.
Procedure
First of all, the researchers are developing new UV-curing resins and innovative LED UV lamps that enable zone-by-zone and switchable curing. They are designing the pultrusion process in such a way that certain areas of the profile remain partially cured for the time being. These sections can then be reshaped and finally cured, allowing complex geometries to be realised.
At the same time, the scientists are developing tools and procedures to automate these processes and integrate them into existing production lines. Finally, they test the technology on demonstrators such as the planned coupling rods and comprehensively validate their mechanical and functional properties.
Due to its innovative potential, UVPult has been recognised as a finalist in the prestigious JEC Innovation Awards 2025 in the automotive and transport sector.
First of all, the researchers are developing new UV-curing resins and innovative LED UV lamps that enable zone-by-zone and switchable curing. They are designing the pultrusion process in such a way that certain areas of the profile remain partially cured for the time being. These sections can then be reshaped and finally cured, allowing complex geometries to be realised.
At the same time, the scientists are developing tools and procedures to automate these processes and integrate them into existing production lines. Finally, they test the technology on demonstrators such as the planned coupling rods and comprehensively validate their mechanical and functional properties.
Due to its innovative potential, UVPult has been recognised as a finalist in the prestigious JEC Innovation Awards 2025 in the automotive and transport sector.
VliesComp
Recycling carbon fibres: Hybrid nonwovens for industrial lightweight construction
Funding duration:
Start
01.11.20
End
31.10.23
Markets:
Material:
Aramid fibres, Carbon fibres, Natural fibres, Thermoset plastics, Thermoplastics, Nonwovens, mats, Aramid fibre composites, Carbon-fiber reinforced plastics (CFRP), Natural fibre reinforced plastics (NFRP)
Context
In the traditional production of technical textiles, a lot of waste is generated from cutting remnants. At the same time, the demands on the industry to develop sustainable and resource-saving alternatives are increasing. Conventional reinforcing materials such as continuous fibre textiles are reaching their limits here.
Hybrid fibre nonwovens, which combine recycled materials and thermoplastic components, offer a solution. They not only enable the reuse of waste, but also reduce the environmental impact. The VliesComp project is researching how these materials can be processed into lightweight components for machine tool construction, e-machines or medical technology.
In the traditional production of technical textiles, a lot of waste is generated from cutting remnants. At the same time, the demands on the industry to develop sustainable and resource-saving alternatives are increasing. Conventional reinforcing materials such as continuous fibre textiles are reaching their limits here.
Hybrid fibre nonwovens, which combine recycled materials and thermoplastic components, offer a solution. They not only enable the reuse of waste, but also reduce the environmental impact. The VliesComp project is researching how these materials can be processed into lightweight components for machine tool construction, e-machines or medical technology.
Purpose
The aim of the project team is to integrate recycled fibres from production waste into high-performance materials for lightweight construction and thus make the recycled fibres ecologically and economically usable. The focus is on the development of hybrid nonwovens consisting of thermoplastic and recycled reinforcing fibres.
These materials should not only conserve resources, but also be cost-efficient and versatile. The researchers are not aiming to achieve the maximum possible mechanical strength, but to develop customised materials for specific industrial applications.
The aim of the project team is to integrate recycled fibres from production waste into high-performance materials for lightweight construction and thus make the recycled fibres ecologically and economically usable. The focus is on the development of hybrid nonwovens consisting of thermoplastic and recycled reinforcing fibres.
These materials should not only conserve resources, but also be cost-efficient and versatile. The researchers are not aiming to achieve the maximum possible mechanical strength, but to develop customised materials for specific industrial applications.
Procedure
The project team first defines the requirements for materials and processes. The researchers then develop new technologies for hybrid nonwovens by combining recycled reinforcing fibres with thermoplastic components. This results in materials that have application potential in numerous fields. With the help of modern process control and digital twins, the team optimises the production steps and tests the materials in real components.
The first applications have already been successful: the researchers can manufacture components such as damping elements or housing covers entirely from recycled fibres. In doing so, they are significantly improving the carbon footprint of the components - by up to 70 per cent in some manufacturing processes. And this while maintaining the same technical performance.
The project team first defines the requirements for materials and processes. The researchers then develop new technologies for hybrid nonwovens by combining recycled reinforcing fibres with thermoplastic components. This results in materials that have application potential in numerous fields. With the help of modern process control and digital twins, the team optimises the production steps and tests the materials in real components.
The first applications have already been successful: the researchers can manufacture components such as damping elements or housing covers entirely from recycled fibres. In doing so, they are significantly improving the carbon footprint of the components - by up to 70 per cent in some manufacturing processes. And this while maintaining the same technical performance.
WallConnEct
Sustainable construction: Carbon concrete walls with integrated electrical engineering
Funding duration:
Start
01.10.21
End
31.07.24
Markets:
Material:
Carbon fibres, Yarns, rovings, Others (Carbon concrete)
Context
Electrical installations in buildings are often inefficient and consume large amounts of material. In office and commercial buildings in particular, complex cabling leads to high costs and unnecessary consumption of resources. At the same time, there is growing pressure to build more sustainably in order to reduce CO2 emissions and conserve raw materials.
One promising approach is carbon concrete - an innovative material that enables thinner and lighter wall elements. However, conventional electrical installations are unsuitable for this construction method: Laying cables in empty conduits or installation shafts is almost impossible to realise in slim components. This is where the WallConnEct research project comes in, developing a more efficient and sustainable solution for the automated production of carbon concrete walls with integrated electrical installations.
Electrical installations in buildings are often inefficient and consume large amounts of material. In office and commercial buildings in particular, complex cabling leads to high costs and unnecessary consumption of resources. At the same time, there is growing pressure to build more sustainably in order to reduce CO2 emissions and conserve raw materials.
One promising approach is carbon concrete - an innovative material that enables thinner and lighter wall elements. However, conventional electrical installations are unsuitable for this construction method: Laying cables in empty conduits or installation shafts is almost impossible to realise in slim components. This is where the WallConnEct research project comes in, developing a more efficient and sustainable solution for the automated production of carbon concrete walls with integrated electrical installations.
Purpose
The project team wants to develop an innovative wall construction in which the electrical infrastructure is already integrated into prefabricated carbon concrete elements ex works. In this way, the researchers want to reduce the amount of material used for cabling by up to 90 per cent and significantly shorten the construction time. The basis is the industrial communication standard AS-Interface (ASi-5), which enables data and energy transmission via a single cable.
The researchers are developing fully automated modular production processes for precast concrete elements in order to integrate an intelligent and resource-minimised electrical installation directly into the wall elements. In the future, industrial robots and other automated systems will insert all installation parts and system components into the walls fully automatically - a process that has so far been manual and inefficient.
Another focus is the digital pre-planning of the wall elements. Cable routes, built-in parts and reinforcements are to be precisely defined during the planning stage. The researchers are also driving forward the adaptation of existing installation and cabling standards.
The new technologies make it possible to save on materials, reduce energy consumption and make construction processes more efficient overall. The result is a construction method that conserves resources, is economical and also reduces CO2 emissions.
The project team wants to develop an innovative wall construction in which the electrical infrastructure is already integrated into prefabricated carbon concrete elements ex works. In this way, the researchers want to reduce the amount of material used for cabling by up to 90 per cent and significantly shorten the construction time. The basis is the industrial communication standard AS-Interface (ASi-5), which enables data and energy transmission via a single cable.
The researchers are developing fully automated modular production processes for precast concrete elements in order to integrate an intelligent and resource-minimised electrical installation directly into the wall elements. In the future, industrial robots and other automated systems will insert all installation parts and system components into the walls fully automatically - a process that has so far been manual and inefficient.
Another focus is the digital pre-planning of the wall elements. Cable routes, built-in parts and reinforcements are to be precisely defined during the planning stage. The researchers are also driving forward the adaptation of existing installation and cabling standards.
The new technologies make it possible to save on materials, reduce energy consumption and make construction processes more efficient overall. The result is a construction method that conserves resources, is economical and also reduces CO2 emissions.
Procedure
The project team is initially investigating how AS-Interface technology can be integrated directly into thin-walled wall elements. To this end, the researchers are developing new installation components that are optimised for the thin wall thickness and the special requirements of carbon concrete. In laboratory trials, they are testing how cables and sensors can be automatically inserted into the formwork without compromising the stability of the component.
At the same time, they are developing robot-assisted production systems that enable fully automated integration of the electrical installation in the production process. The researchers are optimising these systems step by step to ensure the precise placement and safe embedding of the electrical components. They then test the developed processes on exemplary components before producing prototypes and carrying out extensive practical tests.
The result is an industrially applicable solution that precast concrete plants can use to integrate electrical installations directly into carbon concrete components in a resource-saving and efficient manner.
The project team is initially investigating how AS-Interface technology can be integrated directly into thin-walled wall elements. To this end, the researchers are developing new installation components that are optimised for the thin wall thickness and the special requirements of carbon concrete. In laboratory trials, they are testing how cables and sensors can be automatically inserted into the formwork without compromising the stability of the component.
At the same time, they are developing robot-assisted production systems that enable fully automated integration of the electrical installation in the production process. The researchers are optimising these systems step by step to ensure the precise placement and safe embedding of the electrical components. They then test the developed processes on exemplary components before producing prototypes and carrying out extensive practical tests.
The result is an industrially applicable solution that precast concrete plants can use to integrate electrical installations directly into carbon concrete components in a resource-saving and efficient manner.
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