Abstract

The objective of ITER is to build a new Tokamak, with the goal of demonstrating the scientific and technical feasibility of fusion power. The First Wall Panels are the inner component of the reactor, built with different materials that must support high heat flux levels inside the vacuum vessel. The manufacturing processes of the First Wall are a complex procedure including bending, hipping and cutting procedures which, in general, lead to residual stresses and distortions of the fabricated component. In this work, the analysis of the thermo-mechanical response of a simplified prototype of the ITER NHF First Wall Panel is presented from the numerical point of view. The experimental procedure within each phase of the whole manufacturing process is described. Residual stresses and distortions have been measured and analyzed. The numerical simulation of the manufacturing process includes the description of the main hypothesis, the applied loads and the boundary conditions assumed at every stage of the process. Special attention is paid to the simulation of machining and cutting by means of an ad-hoc element deactivation strategy. The numerical results are compared with the experimental evidence to show the prediction capability and the limitations of the proposed numerical model.

Abstract

Adding personal perceptions to manufacturing engineering can be very challenging, especially when engineering-based methods are used to make artisans understand the designer's ideas. Unfortunately, the two-dimensional engineering definition can be extremely time-consuming for individuals who lack creativity or imagination, and model-based definition would be incapable of breaking the separation between the virtual space and the real world, which makes the interaction between natural persons exist spatial perception error. The emergence of Augmented Reality (AR), which allows individuals to perceive the intentions and strategies of the designer with visual cues that are attached to actual objects, fills this gap. In this paper, augmented engineering definition (AED) is proposed to enhance the information exchange between natural persons in a succinct, accurate and acceptable form of visual impression. Motivated by visual representation in remote collaboration, the specific empathy scenario bases on the AED design, which leads to the establishment of a mapping relationship between the visual cues and the augmented information. An inquiry had been conducted by involving participants who were paired up for the parts’ inspection, interacting via 2D visualization data only, interaction with 3D projection data, interaction with 3D visualization data, AED-based communication. The experimental results showed that participants with AED exhibited higher situational appeal and information understanding than using three other interactions. Besides, we discussed the feasibility of using AED in a collaborative manufacturing environment and the impact on AED users.

Abstract

Abstract

Research on ultrasonic welding of composites has focused mostly on studying parameters that are inputs for the process or material-related parameters, but almost no attention has been given on the effect of manufacturing tolerances. In this work, we investigated how an angle between adherends impacts the welding process and the weld quality. By increasing the angle between top and bottom adherends, it was found that the duration of the process increased while the power consumed, the weld uniformity and the weld strength decreased. However, by increasing the clamping distance, which increased the compliance of the adherends and hence their ability to deform under the applied welding force, the effect of the misalignment on both the welding process and weld quality could be substantially reduced.

Abstract

Abstract

For future aircraft counter-rotating open rotor (CROR) engines are a promising technology to reduce their CO₂ footprint. Since the contribution of CROR engines to the cabin noise is higher than for jet engines, new strategies for the reduction of noise transmissions for frequency bands below 500 Hz are necessary. Active structural acoustic control (ASAC) systems are capable to reduce sound transmission of lining structures in this bandwidth. Sensors measure the vibrations of the lining to estimate its sound emission into the cabin. Based on these signals a controller calculates force signals for actuators on the lining. The actuator forces change the vibration behaviour of the lining in order to reduce its sound emission. For the realization of such a system in a real aircraft, manufacturing and maintenance issues have to be addressed. Within work package 3 of the EU project ACASIAS an aircraft lining with an integrated ASAC system is developed. The size of the lining is app. 1300 x 1690 mm² (W x H) and it is simply curved. The radius of 2980 mm makes it relevant for a twin-aisle aircraft like the Airbus A350. The focus of research activities lies on the integration of components and the industrial manufacturing process of the lining. The components to be integrated are sensors, actuators and the corresponding wiring. A concept is proposed where each actuator and sensor is encapsulated in a kind of insert. The inserts smoothly integrate into the manufacturing process of the lining while they protect the actuators and sensors from humidity, dust, etc. The maintenance aspect is covered by the option to change each actuator or sensor upon insert level. The integrated wiring of the lining is left unaffected during an actuator or sensor replacement since connectors in each insert allow a nearly tool-free assembly/disassembly. In this paper the progress of work package 3 is presented at a detailed design review (DDR) stage. Finally, the lining will be manufactured and equipped with a full ASAC system. Experiments will be conducted in the acoustic transmission loss facility at the DLR.

Abstract

Fibre-reinforced polymer composite materials are leading candidates as component materials to improve the efficiency and sustainability of many transport modes. Advantages of high performance composites are numerous including lighter weight and reduced assembly costs due to high level of integration potential. This translates into greater weight savings resulting in improved performance, greater payloads, fuel savings and emissions reductions.

However, the current manufacturing processes used in aeronautic and automotive still represent high capital investments for SMEs and this represents a major barrier for their deployment in sectors like automotive and others.

In this context, during the LOWFLIP project, Tecnalia, Fill and other partners have recently developed a low cost manufacturing process dedicated to structural composite parts for sectors like automotive and others, with the following features:

• New fully automated process chain with pick and place multigripper solution providing high production capacity and high quality/ structural performance, with low level of investment, accessible for SMEs.

• Fast preforming, heating and curing with snap cure prepregs and very significant reduction of energy consumption during the process due to innovative toolings

The automated cell developed is ready for implementation in the main sectors using composites.

Abstract

In recent years exponential increase in the use of adhesives in industrial processes is observed. Nowadays these materials are used in applications as diverse as aerospace industry, automotive industry, railway industry or even civil construction. In the same way, the use of composite materials has grown enormously, especially in the aerospace industry, thanks to the benefits that this type of materials are able to provide, even as reinforcement.

Current bus structures present serious problems of fatigue due to their rigidity, resulting in unexpected failures in certain nodes where stresses are concentrated. This work is part of a project that it is trying to provide more elasticity to the structure through the use of a new CFRP node joined by adhesives to the bus structure using polyurethane.

The complex design of the node has caused numerous manufacturing problems. PLA node was manufactured using 3D printing for being used as a core. PLA node was covered layer by layer with CFRP by hand lay-up. In order to know the behavior of the whole set (CFRP node, adhesive and steel beams), four prototypes were manufactured and tested. Four point flexural test was carried out on the prototypes to validate the assembly. Results show the suitability and capacity of this new node concept to be used in bus structures.

In recent years exponential increase in the use of adhesives in industrial processes is observed. Nowadays these materials are used in applications as diverse as aerospace industry, automotive industry, railway industry or even civil construction. In the same way, the use of composite materials has grown enormously, especially in the aerospace industry, thanks to the benefits that this type of materials are able to provide, even as reinforcement.

Current bus structures present serious problems of fatigue due to their rigidity, resulting in unexpected failures in certain nodes where stresses are concentrated. This work is part of a project that it is trying to provide more elasticity to the structure through the use of a new CFRP node joined by adhesives to the bus structure using polyurethane.

The complex design of the node has caused numerous manufacturing problems. PLA node was manufactured using 3D printing for being used as a core. PLA node was covered layer by layer with CFRP by hand lay-up. In order to know the behavior of the whole set (CFRP node, adhesive and steel beams), four prototypes were manufactured and tested. Four point flexural test was carried out on the prototypes to validate the assembly. Results show the suitability and capacity of this new node concept to be used in bus structures.

Abstract

The aluminum and its alloys stand out thermal conductivity and good mechanical properties, which, combined with a low density, high environmental resistance and a reasonable cost, makes them very suitable for multiple applications. In spite of this, different applications, such as In the case of LED-based lighting systems, it is necessary to increase the thermal conductivity; while the transport sector demands to improve its mechanical properties, like rigidity and strength. To meet these requirements aluminum composite materials reinforced with unidirectional carbon fiber and woven have been developed, initially manufacturing pieces of simple geometry, but coming to manufacture complex elements, such as luminaires or clutch housings, with improved mechanical and thermal properties compared to those manufactured without reinforcement meeting the demands of this class of applications. The process used has been based on the injection of high pressure aluminum on the dry tissue giving rise to a very fast and efficient process in which the formation of fragile interfaces is avoided and there are no viscosity problems, such as those that occur in the manufacturing processes most commonly employed. In conclusion, through a process of high pressure injection of aluminum on carbon fibers, unidirectional or fabrics, pieces of metal matrix composite material that have superior thermal and mechanical properties with respect to uncoated aluminum alloys have been manufactured.

Abstract

The present work addresses different aspects of the manufacturing process optimization of structural components for the automotive sector. More precisley the development of a novel bumper beam is being pursued by combining steel and composite to achieve, ultimatly, a weight reduction of the current component. For this it has been fundamental to consider not only the requirements of the part, specially from the safety prespective, but also manufacturing criteria.

The study carried out has included everything from the design of the component up to the evaluation of a wide range of composite materials, both of thermostable and thermoplastic nature. Thus, different manufacturing technologies together with their process window and tooling desing has been accomplished in this work. In addition, several surface treatment technologies including cutting-edge ones such as laser texturing, have been combined with different strategies to ensure, in this way, the optimal performance of the solution.

Finally, the development of ad-hoc demonstrators has allowed identifying the most suitable design and materials. Also, it has been possible to quantify the performance of the components, process times and final cost. Finally, a 25% weight reduction has been achieved, maintaining the mechanical properties and cycle times down to 5 minutes.