Abstract

FIBRESHIP (H2020, Grant 723360) is an ambitious innovation project funded by the European Commission, which is participated by 18 European partners led by the Spanish company TSI. The main objective of FIBRESHIP is to overcome the great technical challenge of replacing the metallic materials currently used for the construction of large-lenght vessels for composite materials.

To carry out this task, this project is addressed from different points of view: i) shipping market and bussiness analysis of composite vessels, ii) analysis and numerical modeling of the materials selected, iii) development of the structural design using a finite element analysis software, and, iv) analysis of the construction and assembly procedures, structural health monitoring techniques, and ship life cycle.

The study and implementation of this technology for the construction of large-length composite vessels is carried out through the design of three types of vessels over 50 meters, which are considered as the most promising in the market: a container ship of 245 meters length, a ROPAX of 185 meters and a special service oceanographic vessel of 80 meters. In addition, specific numerical models are being developed and validated through experimental testing campaigns. Eventually, different structural health monitoring strategies and production models adapted to this technology.

Abstract

The main objective of the FIBRESHIP project is to enable the building of the complete hull and superstructure of large-length seagoing and inland ships in FRP materials by overcoming few technical challenges. In order to achieve this objective, the project will develop, qualify and audit innovative FRP materials for marine applications, elaborate new design and production guidelines and procedures, generate efficient production and inspection methodologies, and develop new validated software analysis tools. Clear performance indicators will be designed and applied in the evaluation of the different solutions developed for three targeted vessels categories. Finally, the different technologies generated in FIBRESHIP will be first validated and then demonstrated by using advanced simulation techniques and experimental testing on real-scale structures. This paper is dealing with the presentation of the project scope and progress of the FIBRESHIP project over the first six months.

Abstract

FIBRESHIP (H2020, Grant 723360) es un ambicioso proyecto de innovacion naval financiado por la Comisión Europea, en el que participan 18 socios europeos que estan coordinados por la empresa española Tecnicas y Servicios de Ingenieria (TSI). El objetivo principal de FIBRESHIP es superar el gran desafio tecnologico que supone sustituir los materiales metalicos utilizados actualmente en la construcción de grandes buques por materiales compuestos.

Para llevar a cabo este reto, se está abordando el proyecto desde diferentes puntos de vista: i) análisis de negocio y potencial mercado de los buques; ii) análisis y modelado numérico de los materiales compuestos seleccionados para su construccion; iii) diseño estructural del barco usando programas de simulación numerica; y, iv) análisis de los procesos de construcción naval aplicadas a esta tecnología, de monitorización y de ciclo de vida.

El estudio e implantación de composites para la construccion de buques de gran eslora se está llevando a cabo a través del diseño de tres tipos de buques de más de 50 metros, los cuales son considerados como los más prometedores en el mercado: un portacontenedores de 245 metros de eslora entre perpendiculares, un ROPAX de 185 metros y un oceanográfico de 80 metros. Además, se están desarrollando modelos numéricos específicos los cuales están siendo validados a través de campañas de ensayos. Por ultimo, tambien se estan desarrollando diferentes estrategias de medición de salud estructural y modelos de producción adaptados a esta tecnología.

Abstract

Abstract

This PART 2 is the continuation of the project: “PART 1: recyclability and revalorisation of railway components made of composite materials”. Following the successful development of the recycling process for the Lightweight Running Gear Frame prototype and the formulation of a 3R epoxy resin suitable for use in the railway sector, the project advances with the following challenges:

1. Revalorisation of Recycled Carbon Fibre (rCF) into new fabrics, by obtaining hybrid rCF and polyamide 6 (PA 6) yarns by adapting and optimising textile processes to incorporate recycled fibres into new intermediate products.
2. Production of a new prepreg and its laminates. The new prepreg and its laminates will be produced using the dry fabric obtained in the previous objective and the 3R epoxy resin, developed in PART 1 of the project.

The overall conclusions of the project are that: the recycling process is suitable for post-consumer components, the spinning and weaving methods are effective for dealing with this type of fibres and the 3R laminates manufactured are of high quality and ready to be evaluated in terms of their properties.

Abstract

In the railway sector, represented by TALGO, there is growing concern about the recyclability and reusability of composite parts at the end of their useful life. To address this concern and comply with Spanish and European directives and legislation, an innovation project (divided into "PART 1" and "PART 2") has been carried out in which AITEX, CIDETEC, iTREE, and TALGO have collaborated. The main results of the first part are as follows:

1. Recycling process of the composite material of the first prototype of the Lightweight Running Gear Frame: This process focuses on recovering the carbon fiber contained in the material by combining several chemical-physical steps.
2. Development of a 3R (recyclable) epoxy resin formulation: This resin meets the thermal, mechanical, and FST (Fire, Smoke, and Toxicity) requirements of the railway sector and is suitable for use with prepreg technology.

The results indicate that the recycling process is suitable for producing post-consumer parts and that the formulated resin meets the required standards. The overall conclusions of the project will be revealed in PART 2 of this study.

Abstract